Dsto TN 0819

Procedure for Developing Fatigue Life and Crack Growth
Curves for a non P-3C Service Life Assessment Program

Fatigue Critical Area
Emilio Matricciani
Air Vehicles Division

Defence Science and Technology Organisation
DSTO-TN-0819
ABSTRACT
The United States Navy (USN), the Royal Australian Air Force (RAAF), the Canadian Forces
(CF) and the Royal Netherlands Navy (RNLN) with support from Lockheed Martin
Aeronautical Systems undertook the P-3C Service Life Assessment Program (SLAP). Five Full
Scale Fatigue Tests (FSFT) were conducted between 2000 and 2004. Post testing analysis for
the USA was conducted by Lockheed Martin and DSTO conducted test interpretation for the
RAAF. This report provides the means of conducting Fatigue Life and Crack Growth analysis
at a Fatigue Critical Area (FCA) not analysed during P-3C SLAP test interpretation activities.
Chief Air Vehicles Division
RELEASE LIMITATION
Distribution additional to the initial list is limited to Australian Department of Defence and Defence
Force personnel and others engaged in defence activities in Australia. Others inquiring must be referred
to Chief, Air Vehicles Division.
Published by

DSTO Defence Science and Technology Organisation
506 Lorimer St
Fishermans Bend, Victoria 3207 Australia
Telephone: (03) 9626 7000

Fax: (03) 9626 7999
© Commonwealth of Australia 2008

AR-014-185
May 2008
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SA.
Procedure for Developing Fatigue Life and Crack
Growth Curves for a non P-3C Service Life
Assessment Program Fatigue Critical Area
Executive Summary
The United States Navy (USN) contracted Lockheed Martin (L-M) to undertake the
P-3C Service Life Assessment Program (SLAP) including a Full Scale Fatigue Test
(FSFT) of the wing and fuselage, separate tests of the empennage (structurally
modified) and the landing gear. The other SLAP partners, including the Royal
Australian Air Force (RAAF), the Canadian Forces (CF) and the Royal Netherlands
Navy (RNLN) also contributed work share. The program of tests, teardowns and
analysis was conducted between 2000 and 2004.
As well as leading the Australian contribution, DSTO was also tasked by the RAAF to
conduct test interpretation of all the P-3C SLAP tests to the RAAF P-3C fleet usage. All
tests were conducted using the load sequences representative of USN fleet usage.
DSTO conducted the RAAF test interpretation process by considering all of the Fatigue
Critical Areas (FCA) chosen by Lockheed Martin in their test interpretation of the FSFT
results for the USN. It is anticipated that there will be additional FCAs that will arise
from in-service usage that could not be replicated during Full Scale Fatigue Testing.
This report outlines a process whereby a new FCA can be analysed in an identical
manner as that conducted by DSTO in their P-3C SLAP test interpretation process.
This capability will benefit the RAAF and Australian Defence Industry when the RAAF
transitions the daily fatigue management aspects to Australian Industry.
Authors
Emilio Matricciani
Mr Matricciani graduated from the Royal Melbourne Institute of

Technology (RMIT) with a Bachelor of Engineering (Aeronautical)
degree in 1993. In 1998 Mr Matricciani was awarded a Master of
Engineering in Aerospace Engineering from RMIT. During the
period December 1994 - July 1995 and November 1995 - June 1997
Mr Matricciani was employed by DSTO (AMRL) as contract
engineer in support of the PC9/A and F/A-18 full scale fatigue
tests. Since joing DSTO (AMRL) in 1997 he has contributed to
DSTO's structural integrity and testing programs on various
Australian Defence force Aircraft such as the F/A-18, PC9/A and
P-3C Orion aircraft. These contributions have been in the areas of
airworthiness, fatigue life evaluation, flight loads analysis,
spectrum generation, generation of test and residual strength test
loading sequences, fleet usage monitoring & analysis, aircraft
structural repairs & instrumentation. In March 2001 to March
2003 Mr Matricciani represented the RAAF and DSTO as the
RAAF Overseas Representative on the P-3 Service Life
Assessment Program (SLAP) that was conducted at Lockheed
Martin, Marietta, Georgia USA. Since returning to DSTO Mr
Matricciani has continued to contribute to Aircraft Structural
Integrity of the RAAF's P-3 Orion fleet.
____________________ ________________________________________________
Contents
1. INTRODUCTION ............................................................................................................... 1
2. FATIGUE CRITICAL AREAS........................................................................................... 2

2.1 P-3C SLAP Wing/Fuselage Fatigue Critical Areas.............................................. 2
2.2 P-3C SLAP Empennage Fatigue Critical Areas ................................................... 6
3. TOOLS REQUIRED ............................................................................................................ 7

3.1 Finite Element Models ............................................................................................. 7
3.1.1 Overview .................................................................................................... 7
3.1.2 Global Model, (N5721).............................................................................. 8
3.1.3 Difference between Finite Element Sub-Models ................................... 8
3.1.3.1 Desloads, (V0307_limitloads.data).......................................................... 8
3.1.3.2 Jackloads ..................................................................................................... 9
3.1.3.3 Multiple Reference Stations ..................................................................... 9
3.1.4 Stress-to-load Ratios.................................................................................. 9
3.2 Loads Database Interface and Spectra Sequencing Tool (DBI/SST) ............ 12
3.2.1 DBI/SST Overview.................................................................................. 12
3.3 Fatigue Life Analysis (FAMS) .............................................................................. 12
3.3.1 FAMS Input Spectra ................................................................................ 13
3.3.2 Cyclic Stress-Strain Material Data......................................................... 13
3.3.3 Test Demonstrated KN ............................................................................ 13
3.3.4 FAMS Output........................................................................................... 14
3.3.5 FAMS Modifications ............................................................................... 14
3.4 Damage Tolerance Analysis (FASTRAN) .......................................................... 15
3.4.1 FASTRAN Input Spectra ........................................................................ 15
3.4.2 Initial Flaw Criteria ................................................................................. 15
3.4.3 Material Properties .................................................................................. 16
3.4.4 Geometric Correction Factors ................................................................ 16
3.4.5 FASTRAN Output ................................................................................... 17
3.4.6 Stress Factors and FASTRAN Output Manipulation ......................... 17
3.4.7 FASTRAN Modifications........................................................................ 17
3.5 Analytical Tool Calibration, Verification and Validation of Analysis Tools18
3.5.1 Analytical Tool Calibration .................................................................... 18
3.5.2 Verification and Validation of Analysis Tools .................................... 18
4. PROCEDURE FOR DEVELOPING FATIGUE LIFE/CRACK GROWTH CURVES AT

NON P-3C SLAP FCA ...................................................................................................... 19
4.1 Overview .................................................................................................................. 19
4.2 Step 1 – Stress to Load Ratio (SLR) Generation ................................................ 20
4.3 Step 2 – Sequence Generation .............................................................................. 20
4.4 Step 3- Fatigue Life Analysis ................................................................................ 21
4.5 Step 4- Crack Growth Analysis ............................................................................ 22
5. EXAMPLE OF PROCEDURE FOR DEVELOPING FATIGUE LIFE/CRACK
GROWTH CURVES AT NON P-3C SLAP FCA ......................................................... 23
5.1 Analysis Location Selection.................................................................................. 23
5.1.1 DSTO Test Interpretation Analysis Locations at FCA353 Outer Wing
Lower Surface at WS 188 ....................................................................................... 23
5.1.2 Fatigue Critical Area Selection .............................................................. 24
5.2 Step 1 – Stress to Load Ratio (SLR) Generation ................................................ 25
5.2.1 SLR Extraction from FEM....................................................................... 25
5.2.2 Uploading SLRs to DBI/SST.................................................................. 26
5.3 Step 2 – Sequence Generation .............................................................................. 29
5.3.1 DBI/SST Stress Sequence Generation................................................... 29
5.3.2 New FCA Stress Sequence Validation.................................................. 31
5.3.3 Stress Sequence Generation for Fatigue Life and Crack Growth Analysis
.................................................................................................................... 33
5.4 Step 3 – Fatigue Life Analysis .............................................................................. 34
5.4.1 Kn Derivation........................................................................................... 35
5.4.1.1 FSFT FCA Overview ............................................................................... 35
5.4.1.2 Test Failures ............................................................................................. 35
5.4.1.3 Teardown Results .................................................................................... 36
5.4.1.4 In-Service Inspection Results ................................................................. 38
5.4.1.5 RAAF Structural Configuration ............................................................ 38
5.5 Step 4 – Crack Growth Analysis .......................................................................... 39
5.5.1 FCA353-12 Crack Initiation Times ........................................................ 39
5.5.2 FCA361-WEB-1 Crack Growth Modelling (Beta Factor Solution).... 41
5.5.3 Results Summary..................................................................................... 44
6. CONCLUSIONS ................................................................................................................ 45
7. ACKNOWLEDGEMENTS............................................................................................... 46
8. REFERENCES..................................................................................................................... 47
APPENDIX A EXAMPLE SLR GENERATION FOR FCA301.................................... 49

A.1. FE Model Generation of SLRs ..................................................... 49
A.2. Uploading SLRs to the DBI/SST ................................................. 57
A.3. Source Code for FORTRAN Program SLR_pch_Sorter .......... 60
APPENDIX B RAAF TEST INTERPRETATION METHODOLOGY ...................... 69

B.1. Introduction..................................................................................... 69
B.2. Previous RAAF P-3C Certification.............................................. 69
B.3. Current RAAF P-3C Certification................................................ 70
B.4. FAR 25 Requirements.................................................................... 70
B.5. DSTO Test Interpretation Approach Definition...................... 70
B.6. Definition of Test Demonstrated ‘Crack Initiation’ Life........ 71
B.7. Definition of Test Demonstrated ‘Total Life’ ........................... 71
B.8. Structural Configuration............................................................... 71
B.9. Definition of Life Factors.............................................................. 72
B.10. Definition of Inspection Intervals .............................................. 74
B.11. Definition of Initial Flaw Sizes and Inspection Thresholds . 74
B.12. The Process for RAAF Test Interpretation ................................ 75
APPENDIX C RAAF AP-3C DBI/SST INPUT FILES................................................... 79

C.1. RAAF AP-3C Mission Mix File (MMF)...................................... 79
C.2. RAAF AP-3C Mission Definition File (MDF)........................... 80
C.3. RAAF AP-3C Input Criteria File (ICF) ..................................... 115
C.4. RAAF AP-3C Stepping Control File (SCF) .............................. 119
APPENDIX D DBI/SST SLR UPLOAD FILE............................................................... 123

List of Tables
Table 1 Fatigue Critical Area – First Digit Identifier ................................................................... 2
Table 2: DSTO P-3C SLAP Wing/Fuselage/Landing Gear Fatigue Critical Areas ................ 5
Table 3: P-3 SLAP Empennage Fatigue Critical Areas ................................................................ 6
Table 4: Lockheed Martin Finite Element Model Numbering System and Model
Descriptions....................................................................................................................................... 7
Table 5: L-M P-3C N5721 FEM Elements where SLR’s Calculated ......................................... 11
Table 6 Extract from FCA353-12 Generated SLR ....................................................................... 26
Table 7 Maximum and minimum stresses for FCA353 spectra ............................................... 33
Table 8 Teardown findings at FCA353-12................................................................................... 36
Table 9 Number of cracks in fleet aircraft at FCA353-12 .......................................................... 38
Table 10 Determination of the test demonstrated KN (KN-TD) for 0.050" ................................. 41
Table 11 FASTRAN results for FCA353-12 with FCA361-WEB-1 CG Beta Solutions .......... 43
List of Figures
Figure 1: Outer Wing Lower Surface FCAs ................................................................................. 3
Figure 2: Outer Wing Upper Surface FCAs ................................................................................. 3
Figure 3: Centre Wing Lower and Upper Surface FCAs ........................................................... 3
Figure 4: Fuselage FCAs ................................................................................................................. 4
Figure 5: Revised Empennage FCA locations .............................................................................. 6
Figure 6 Lockheed Martin P-3C Global Model ............................................................................ 8
Figure 7 P-3C SLAP Lower Surface Fatigue Critical Locations ............................................... 10
Figure 8 P-3C SLAP Upper Surface Fatigue Critical Locations ............................................... 10
Figure 9 P-3C SLAP Loads Database and DBI/SST Overview Flow Chart........................... 12
Figure 10: FASTRAN Characteristics for different Equivalent Initial Flaw Sizes. ................ 16
Figure 11 Process required for the development of new fatigue life and crack growth
curves at a non P-3C SLAP Fatigue Critical Location (FCA) ................................................... 19
Figure 12 Process required for Stress to Load Ratio Generation utilising P-3C SLAP Finite
Element Model................................................................................................................................ 20
Figure 13 Process required for Stress Sequence Generation utilising P-3C SLAP Loads
Database Interface and Spectra Sequencing Tool (DBI/SST)................................................... 21
Figure 14 Process required for Fatigue Life/Crack Growth Analysis utilising stress
sequences generated using P-3C SLAP Loads Database Interface and Spectra Sequencing
Tool (DBI/SST) ............................................................................................................................... 22
Figure 15 Overview of FCA353 analysis locations .................................................................... 23
Figure 16 P-3C Lower Surface Fatigue Critical Locations ........................................................ 24
Figure 17 DBI/SST Main Menu Screen – Calculate Stress Function....................................... 27
Figure 18 DBI/SST Upload Stress-to-Load Ratio Page ............................................................. 27
Figure 19 DBI/SST Main Menu Screen – Check stress calculation status.............................. 28
Figure 20 DBI/SST Main Menu Screen – Check stress calculation status.............................. 29
Figure 21 DBI/SST SST Setup Screen – Stress (preset station) Screen .................................... 30
Figure 22 DBI/SST Stress/FCA Selector Screen – Select Stress Station Screen..................... 31
Figure 23 Stress Exceedence chart for Outer Wing Lower Front Spar Web –Cap/Web
Splice for RAAF AP-3C 15,000 Hour Spectrum ......................................................................... 32
Figure 24 Exceedance curve for FCA353..................................................................................... 33
Figure 25 FAMS curves for P-3C FSFT and RAAF FCA 353 Spectra ...................................... 34
Figure 26 Location of failure associated with FCA353-12 ........................................................ 35
Figure 27 Location of FCA353-12 cracks ..................................................................................... 37
Figure 28 Location of three largest failures on the RW............................................................. 37
Figure 29 FCA353-12 fracture Surface ......................................................................................... 38
Figure 30 Schematic of Crack growth for FCA353-12 at WS 188............................................. 39
Figure 31 FASTRAN analysis for FCA361-WEB-1 Pegged to FCA353-12 Largest Crack .... 40
Figure 32 FAMS fatigue life curves for FCA353-12 ................................................................... 40
Figure 33 Detailed schematic for Phase 1 crack growth of FCA361-WEB-1 .......................... 41
Figure 34 Detailed schematic for Phase 2 crack growth of FCA361-WEB-1 .......................... 42
Figure 35 FASTRAN analysis for FCA353-12............................................................................. 43
List of Abbreviations and Nomenclature
ADF Australian Defence Force
AFB Airframe Bulletin
AFHRS Airframe Hours
ASI Aircraft Structural Integrity
ASIP Aircraft Structural Integrity Program
BHEC Bolt Hole Eddy Current
BL Butt Line
-BLK- Aft Pressure Bulkhead
BLM Balanced Loads Matrix
BSF Base Safety Factor
BuNo. (Aircraft) Bureau Number
-CDN- Cap Dome Nut Hole
CDRL Contract Data Requirements List
CF Canadian Forces
-CF- Cap Flange
CG Crack Growth
-CHF- Cap Horizontal Flange
CI Crack Initiation
-CLE- Cap Leading Edge
-CSS- Cap/Panel Spanwise Splice
-CUT- Cutout
-CVF- Cap Vertical Flange
CW Centre Wing
D Diameter
DBI/SST DataBase Interface/Spectra Sequencing Tool
DEC Double Edge Crack
DGTA Directorate General Technical Airworthiness
DLL Design Limit Load
DNH Dome Nut Hole
DOF Degree Of Freedom
DSTO Defence Science Technology Organisation
DTA Damage Tolerance Analysis
ECSS Eddy Current Surface Scan
EIF Equivalent Initial Flaw
EOP Edge Of Part
ESSI Extended Special Structural Inspection
E1 Elevator Hinge Fitting
F&DTA Fatigue and Damage Tolerance Analysis
FAA Federal Aviation Authority
FAMS Fatigue Analysis of Metallic Structures
FCA Fatigue Critical Area
FE Finite Element
FEM Finite Element Model
FLI Fatigue Life Index
-FLR- Fuselage Underfloor
FLTP Flight Loads Test Program
FMS Foreign Military Sales
FS Fuselage Station
F-S Fail-Safe
FSFT Full-Scale Fatigue Test
FSL Full-Stop Landing
FTA Fatigue Test Article
-FTG- Fitting
FxF Flight by Flight
H-Stab Horizontal Stabiliser
IAT Individual Aircraft Tracking
IPB Illustrated Parts Breakdown
ICF Input Control File
JLM Jack Loads Matrix
LH Left Hand
L-M Lockheed-Martin, Marietta
-LON- Longeron
LOV Limit of Validity
LW Left Wing
MCP Master Control Point
MDF Mission Definite File
MED Multi-Element Damage
MLG Main Landing Gear
MLP Multi-Load Path
MMF Mission Mix File
mrs Multiple Reference Stations
MSD Multi-Site Damage
NASA National Aeronautics and Space Administration
NAVAIR Naval Air Systems Command
NLG Nose Landing Gear
NLR The Netherlands Aerospace Laboratory
OW Outer Wing
-PBR- Panel Bracket
-PDN- Panel Dome Nut Hole
-PH- Panel Hole
PITS Points In The Sky
POD Probability Of Detection
-PRO- Panel Run Out
PSD Power Spectral Density
-PSS- Panel Spanwise Splice
PWD Planned Withdrawal Date
R1 Rudder Hinge Fitting
RAAF Royal Australian Air Force
RH Right Hand
-RIS- Panel Intercostal Riser
RNLN Royal Netherlands Navy
RST Residual Strength Test
RW Right Wing
SCF Stepping Control File
SEC Single Edge Crack
SEM Scanning Electron Microscope
SF Stress Factor
SFHRS Simulated Flying Hours
SLAP Service Life Assessment Program
SLEP Service Life Extension Program
SLL Service Life Limit
SLR Stress to Load Ratio
SMA Structural Management Area
SMF Stress Multiplication Factor
SMP Structural Management Plan
-SP- Splice Plate
SPC Single Point Contraint
SRP Sustained Readiness Program
-SS- Skin Splice
SSI Special Structural Inspection
SST Spectra Sequencing Tool
TAG Touch And Go
TL Total Life
USN United States (of America) Navy
V&V Verify and Validate
V-Stab Vertical Stabiliser
W/F Wing/Fuselage
WFD Widespread Fatigue Damage
-WH- Weep Hole
WS Wing Station
acrit(X) Critical crack size a under load X

Hinit Time to crack initiation using FAMS analysis results
ai Initial crack size for FASTRAN analysis
ainit Initial crack size assumed for FAMS analysis
KN Neuber notch factor
KN-TD Test demonstrated notch factor
KN-ICG Notch Factor Slope Intercept Method
KN-HY Notch Factor Hybrid Method
a or c crack length in direction a or c
β Geometric stress intensity factor
σ Stress
α Component of stress intensity solution independent of stress
KC Material Fracture Toughness for given thickness
R ratio Ratio of Minimum to Maximum Stress
D Hole Diameter
t Material Thickness
DSTO-TN-0819
1. Introduction
The United States Navy (USN) originally contracted Lockheed-Martin (L-M) to undertake
the P-3C Service Life Assessment Program (SLAP), which included a Full Scale Fatigue
Test of the wing and fuselage and separate tests of the empennage (structurally modified)
and the landing gear. The other SLAP partners (including the Canadian Forces, the Royal
Australian Air Force and the Royal Netherlands Navy) also contributed work share, with
Australia undertaking a flight loads test program, an empennage fatigue test (original
structure) and a teardown of an in-service wing. The program of tests, teardowns and
analysis was conducted between 2000 and 2004.
As well as leading the Australian technical contribution to the program, DSTO was also
tasked by the RAAF to conduct test interpretation of all the SLAP tests to the RAAF P-3C
fleet usage as all tests were conducted using load sequences representative of USN fleet
usage. Using load spectra developed from analysis of RAAF usage, the test interpretation
process analysed and translated the raw test results from wing/fuselage, landing gear and
both empennage fatigue tests into results that are relevant to RAAF P-3C operations. This
work was reported in DSTO-TR-1929 (Reference 1) and DSTO-TR-1856 (Reference 2).
The DSTO test interpretation considered all of the Fatigue Critical Areas (FCAs) chosen by
Lockheed Martin in their test interpretation of FSFT results for the USN. The FCAs were
selected by Lockheed Martin as locations that have limited fatigue life as identified by
analysis, P-3 related tests (airframe or component level), P-3 in-service cracking and
Electra 188 in-service cracking. Additional FCAs were identified by both L-M and DSTO
as a result of the SLAP FSFTs and these were also covered in the P-3C SLAP analysis.
There will undoubtedly be additional problem areas that will arise from in-service usage
that could not be generated during the FSFT due to limitations in load application during
full scale fatigue testing. This document outlines a process whereby a new Fatigue Critical
Area can be analysed in an identical manner as that conducted by DSTO in their P-3C
SLAP test interpretation process. The complete process consists of generating Stress-to-
Load Ratios (SLR) for the new FCA from the P-3C SLAP Finite Element Models (FEMs),
uploading these SLRs to the P-3C SLAP Loads Database Interface and Spectra Sequencing
Tool (DBI/SST) to generate the stress sequence at the FCA for the required fleet mission
usage and criteria, and finally to perform Fatigue Life (FAMS) and Crack Growth analysis
(FASTRAN) at the new FCA.
1
DSTO-TN-0819
2. Fatigue Critical Areas

It is necessary to firstly identify what Fatigue Critical Locations (FCAs) have previously
been analysed prior to analysing a new location. A number of references are available that
provide extensive information on previously analysed FCAs, such as Lockheed Martin’s P-
3C SLAP CDRL’s U003 (Reference 3), A009 Vol 1 and 2 (Reference 4 and 5) and DSTO Test
Interpretation report (Reference 1). The following sub-sections outline the locations
analysed as part of P-3C SLAP.
2.1 P-3C SLAP Wing/Fuselage Fatigue Critical Areas

The following section presents the P-3C SLAP wing/fuselage FCAs analysed by DSTO
(Reference 1). The wing/fuselage FSFT was separate from the empennage fatigue test.
The FCA’s on the P-3C SLAP full scale fatigue tests are all labelled with 3 unique digits to
help identify their location on the airframe. The first digit identifies a major structural
component as outlined in Table 1, the second and third digit definitions are provided
below. The wing/fuselage FCAs are pictorially presented in Figure 1 to Figure 4. Note
that the landing gear FCA descriptions are not shown here and can be found in Reference
1. The P-3C SLAP wing/fuselage and landing gear FCAs analysed by DSTO are defined
in Table 2.
Table 1 Fatigue Critical Area – First Digit Identifier

First Digit Major Structural Component
1 Center Wing Lower Surface
2 Center Wing Upper Surface
3 Outer Wing Lower Surface
4 Outer Wing Upper Surface
5 Main Landing Gear
6 Nacelle
7 Fuselage
8 Empennage
9 Nose Landing Gear
Second and Third Digits are dependent on the first digit as follows:
• If the first digit identifies the wing then the second digit identifies the spanwise
location (0 - most inboard, 9 - most outboard) and the third digit identifies the
chordwise location (0 - most forward, 9 - most aft).
• If the first digit identifies the Nacelle, then the second digit identifies which nacelle
(1 - most outboard left, 4 - most outboard right) and the third digit identifies a
detail.
• If the first digit identifies the Fuselage then the second digit identifies the forward
and aft location (0 - most forward , 9 - most aft) and the third digit identifies the
vertical location (0 - lowest, 9 - highest).
2
DSTO-TN-0819
Figure 1: Outer Wing Lower Surface FCAs
Figure 2: Outer Wing Upper Surface FCAs
Figure 3: Centre Wing Lower and Upper Surface FCAs
3
DSTO-TN-0819
FCA 749 FCA 759 FCA 769
FCA 713 FCA 711 FCA 743 FCA 795
F.S. 260.00 F.S. 515.00 FCA 758
F.S. 335.00 F.S. 568.00 F.S. 695.00 F.S. 806.00 F.S. 1117.00
Figure 4: Fuselage FCAs
4
Table 2: DSTO P-3C SLAP Wing/Fuselage/Landing Gear Fatigue Critical Areas
FCA ID DESCRIPTION FCA ID DESCRIPTION
Centre Wing Analysis Locations -FTG-1 OW Lower Panel 1 at Uplock Fitting at WS 193
125 -CUT-1 CW Lower Panel Cutout at BL 0.0 353 -PH-4 OW Lwr Panels 1 & 2 Under Drag Angle at WS 176
163 -WH-1 CW Lower Panel 3 Weep Hole at BL 49 -PSS-6 OW Lower Panel 3 - 2/3 Splice at WS 184
-CHF-1 CW Front Spar Lower Cap H-flange at BL 58 -PSS-1 OW Lower Panel 3 - 3/4 Splice at WS 157
170
-CVF-2 CW Front Spar Lower Cap V-flange at BL 52 355 -PDN-2 OW Lower Panel 4 Nacelle Supt DNH at WS 162
223 -PSS-1 CW Upper Panel 2 - 2/3 Splice at BL 0.0 -PSS-3 OW Lower Panel 4 - 3/4 Splice at WS 169
Outer Wing Lower Surface Analysis Locations -RIS-1 OW Lower Panel 7 Intercostal Riser at WS 196
357
-CSS-1 OW FS Lower Cap - Cap/Panel Splice at WS 72 -CF-4 OW Rear Spar Lower Cap - Cap/Panel at WS 181
301 -FTG-3 OW Forward Lower Corner Fitting at Barrel Nut Hole at WS 66 358 -(4) OW Lower Panel 7 at Jack Pad Repair
-WEB-4 OW FS Lower Web - Cap/Web Splice at WS 72 -WEB-1 OW FS Lower Web - Cap/Web Splice at WS 216
305 -PSS-1 OW Lower Panel 3 - 3/4 Splice at WS 83 -CDN-2 OW FS Lower Cap - Cap/Panel DNH at WS 218
361
315 -PSS-3 OW Lower Panel 3 - 2/3 Splice at WS 103 -PDN-3 OW Lwr Panel DNHs at Nac Fillet Fair at WS 217
-WEB-1 OW FS Lower Web - Cap/Web Splice at WS 101 -PSS-4 OW Lower Panel 1 - Cap/Panel Splice at WS 220
331 -CLE-2 -CF-
OW FS Lower Cap Flanges at WS 101/WS 134 -PBR-3 OW Lower Panel 3 - MLG Electrical Bracket Aft Hole at WS 205
3
365
-CDN-2 OW FS Lower Cap - Cap/Panel DNH at WS 156 -PDN-6 OW Lwr Panel 3 DNH at Nac Skate Ang at WS 215
351
-WEB-5 OW FS Lower Web - Cap/Web Splice at WS 162 -PDN-7 OW Lower Panel 4 Nacelle Supt DNH at WS 213
-PDN-1 OW Lwr Panel DNHs at Nac Fillet Fair at WS 160 -PDN-2 OW Lwr Panel 6 Close-out Blkh’d DNHs at WS 197
352 368
-PSS-2 OW Lower Panel 1 - Cap/Panel DNH at WS 156 -CF-3 OW Rear Spar Lower Cap Aft Flange at WS 210
371 -PSS-3 OW Lower Panel 1 - Cap/Panel Splice at WS 283 Engine Nacelle Analysis Locations
-PSS-2 OW Lower Panel 3 - 2/3 Splice at WS 281 611 -SP-1 Outboard Nacelle - Lower Splice Plate
375
-PRO-3 OW Lwr Panel 6 - 6/7 Splice Runout at WS 251 612 -LON-1 Outboard Nacelle - Inboard Upper Longeron
-PSS-1 OW Lower Panel 1 - Cap/Panel Splice at WS 342 613 -LON-1 Outboard Nacelle - Outboard Upper Longeron
381
-PDN-2 OW Lwr Panel DNHs at Nac Fillet Fair at WS 335 621 -SP-1 Inboard Nacelle - Lower Splice Plate
385 -PSS-1 OW Lower Panel 3 - 2/3 Splice at WS 334 622 -LON-1 Inboard Nacelle - Inboard Upper Longeron
Outer Wing Upper Surface Analysis Locations 623 -LON-1 Inboard Nacelle - Outboard Upper Longeron
401 -CF-1 OW Front Spar Upper Cap at WS 65 Fuselage Analysis Locations
434 -(2) OW Upper Panel 4 - 4/5 Splice at WS 101 711 -LON-1 Cockpit Underfloor Longeron at FS 260 & BL 40
445 -(3) OW Upper Panel 7 - 6/7 Splice at WS 169 743 -FLR-1 Fuselage Underfloor Beam at Cutout at FS 515
461 -WEB-1 OW FS Upper Web - Cap/Web Splice at WS 209 749 -SS-1 Fuselage Upp Crown Circum Skin Splice at FS 571
472 -PSS-1 OW Upper Panel 1 - 1/2 Splice at WS 245
795 -(2) Fuselage Pressure Bulkhead Forward Circum Angle at FS 1117
485 -CUT-1 OW Upper Panel 3 Door Cutout WS 328
Main Landing Gear Analysis Locations Nose Landing Gear Analysis Locations
500 MLG Axle 900 NLG Axle
550 MLG Drag Strut 950 NLG Drag Strut
571 MLG Side Strut 971 NLG Side Strut
586 MLG Cylinder 981 NLG Cylinder
591 MLG Piston Tube 991 NLG Piston Tube
DSTO-TN-0819
5
DSTO-TN-0819
2.2 P-3C SLAP Empennage Fatigue Critical Areas
The P-3C SLAP empennage FCAs as analysed by DSTO (Reference 2) are presented in
Table 3 and Figure 5. The empennage FCAs all lie in the root structure of the horizontal
and vertical stabiliser and adjacent fuselage frame locations.
Table 3: P-3 SLAP Empennage Fatigue Critical Areas

FCA Number Description Comment/Status
Vertical Stabilizer Front Spar Root Original FCA. Significant failures in this region on the DSTO FTA. Crack
811
Attachment growth and Crack Initiation analysis performed.
Vertical Stabilizer Mid-Spar Root Original FCA. Deleted due to low stress levels and a lack of failures in this
812
Attachment location.
LHS Horizontal Stabiliser Front Spar Original FCA (previously located on RHS). No analysis performed based
821
Lower Cap Root on low stress levels and no defects found on SLAP FTAs.
LHS Horizontal Stabiliser Front Spar Original FCA (previously located on RHS). Fatigue life analysis performed
822
Upper Cap at Root only due to limited results obtained from SLAP FTAs.
RHS Horizontal Stabiliser Front Spar New FCA added due to Horizontal Stabiliser asymmetric loads.
823
Upper Cap at Root
RHS Horizontal Stabiliser Front Spar New FCA added due to Horizontal Stabiliser asymmetric loads.
824
Lower Cap at Root
Horizontal Stabiliser Upper Stringer at New FCA added due to SLAP FTA cracking found during fatigue testing.
831
Root (FS 1185.7) Crack growth and Crack Initiation analysis performed.
Fuselage Frame web runout (FS New FCA added due to SLAP FTA cracking found during fatigue testing.
841
1185.7/1203.7) Crack growth and Crack Initiation analysis performed.
LHS Horizontal Stabiliser Upper Rear New FCA added due to SLAP FTA cracking found during fatigue testing.
885
Spar Cap at Root
RHS Horizontal Stabiliser Upper Rear New FCA added due to SLAP FTA cracking found during fatigue testing.
886
Spar Cap at Root Crack growth and Crack Initiation analysis performed.
Original FCA. Deleted because of low stress levels and no defects found
E1 Elevator Hinge Fitting
on SLAP FTAs.
Original FCA. Deleted because of low stress levels and no defects found
R1 Rudder Hinge Fitting
on SLAP FTAs.
Figure 5: Revised Empennage FCA locations
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3. Tools Required
3.1 Finite Element Models
3.1.1 Overview
Throughout the P-3C Service Life Assessment Program (SLAP) P-3C Finite Element
Models (FEM) were used to generate the test load sequence and to conduct detailed
analysis of the structure. The Lockheed Martin enhanced P-3C FEM consisted of a global
loads model for the entire aircraft, a global loads model for the empennage (including the
transition structure) as well as various detailed local models. Each model was modified or
created by Lockheed Martin Aeronautics (L-M) and were assigned a specific number, as
detailed in Table 4. This section gives a basic overview of the Lockheed Martin P-3C
FEM’s, more detailed information can be found in Reference 2.
Table 4: Lockheed Martin Finite Element Model Numbering System and Model Descriptions
FE Model
Description
Number
N5713 This is a detailed model of the left inboard nacelle upper longeron.
This is a detailed model of the horizontal stabiliser panel (test article configuration). It should be
N5715
noted that this component test was not performed.
This is the global model of the P-3, and therefore is not a detailed (fastener level) model like the
other FE models. This airframe level FEM was only correlated to the quick look P-3 Strain Survey
N5721
cases to check the stiffness of the model. There are a few sub-categories to this model, which
relate to the location and type of loading applied to the model.
This is a detailed model of the left front spar at WS167 (test article configuration). This test was
N5722
performed by the CF.
This is a detailed model of the left front spar at BL65 (test article configuration). This test was
N5724
performed by both L-M and the CF.
This is a detailed model of the P-3 main landing gear test article. This model was used in the
N5725
development of the MLG test rig; hence, there should be no requirement to run this model.
This is a model of the P-3 empennage. This model is a loads level model like that of N5721, but
N5727
only contains structure pertinent to the empennage test articles.
The P-3C SLAP FEM development effort started with L-M refining the P-3 FEM furnished
from the Naval Air Systems Command (NAVAIR) in April 1992. Details of the
refinements made by L-M are documented in Reference 5. Reference 5 is the L-M Contract
Data Requirements List (CDRL) documentation produced during Phase I of the P-3C
SLAP. As a part of Phases II and III, this CDRL document (A003), was revised and
amended. The subsequent documents produced by L-M during these Phases are given a
separate reference, (Reference 7, 8 and 9).
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3.1.2 Global Model, (N5721)
It is recommended that Reference 7 be read to provide the FE modeller with an

understanding of the development history and the modelling techniques utilised in the
development of the global model. The global model consists of 1,274 grids and 1,824
Degrees of Freedom (DOF), (excluding the SPC6 DOF). The global model does have some
fine details missing consistent with a global loads model (airframe level FEM). An
example was the wing centre box, which does not include the access panel. This model
was not intended for stress extraction suitable for fatigue analysis, which is why some of
the detailed FEM have been created. The global model connects plates together by sharing
nodes, rather than by bar elements representing fasteners. These connections were
assumed to be fully effective.
Figure 6 Lockheed Martin P-3C Global Model
3.1.3 Difference between Finite Element Sub-Models
For the N5721 FEM there are three sub-models, which vary according to the applied
loading system. These three sub-models named by L-M are design loads (desloads), jack
loads (jackloads), and Multiple Reference Stations (mrs).
3.1.3.1 Desloads, (V0307_limitloads.data)

This sub-model contains all the limit load cases as component loads for the required
regions of analysis (i.e. wing, fuselage, empennage, etc.). The P-3C Orion is still only
certified to the original stress reports (1960’s) and not the FEM Design Limit Loads (DLL)
cases. Consequently, to certify a new FE model, the modeller must check that the loads
from the FEM correlate to those listed in the P-3C stress reports for the applied limit loads.
This model was used by L-M to obtain the critical crack length utilised in their crack
growth analyses. It should be noted that the loads applied in this model are correct at
BL65, but the wing distribution is non-representative. Additionally, the torsion FE results
have been reported by L-M as incorrect. Panel point loading is the loading mechanism of
this model.
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3.1.3.2 Jackloads
The Jackloads are the P-3C N5721 loads that were applied at the hydraulic jack locations
on the FSFT article and were used to generate the wing/fuselage FSFT sequence. The
Jackloads include the FSFT loads for 18 and 40 degrees flap extended. Note that these
were the only two flap settings used during full scale fatigue testing and a retracted flap
setting corresponds to the 18 degrees extension (ie negligible difference between 0 and 18
degrees flap extension).
3.1.3.3 Multiple Reference Stations

The load application points in the Multiple Reference Stations (MRS) models were
grouped into ensembles to adequately accommodate the solution for gust loading. Each of
the ensembles, defined in Reference 10, is balanced at the boundaries and can be
considered as a single component test (FSFT). The single point constraints (SPC) set vary
between each ensemble. Despite the balancing of the loads at the ensemble boundaries,
the global model in the truest sense of the term is not balanced. There is some overlap of
elements for the various ensembles. In theory for the same load the different ensembles at
the same overlapping region should give the same result. In practice differences will be
seen, resulting in the ensemble with the better answer being utilised. These MRS models
were utilised by L-M to develop the SLR that were used in creating the FCA spectra used
in the fatigue and damage tolerance analysis.
3.1.4 Stress-to-load Ratios
The fatigue life of a structural location (load station) on the P-3C airframe is determined by
assembling the stress spectra, for every significant load case in the operational life of the
aircraft, which is then input into the fatigue life program. To save computer power and
time, L-M calculated Stress-to-loads (SLR) ratios for each FCA. SLRs are calculated by
applying unit loads at defined load system panel point load stations to the FEM one by
one and extracting the resulting stresses (both axial and shear) at the element representing
the FCA. For each load case in the intended sequence the resulting stresses are obtained
by multiplying the SLR matrix by the matrix of actual loads at each load station to obtain a
stress superposition. L-M groups the load stations for convenience into groups called
“ensembles”, where an ensemble contains all load system points that are expected to
contribute to the stress of an FCA. The L-M P-3C SLAP loads stations and ensembles are
documented in Reference 11 , the development of the SLRs is reported in Reference 10 and
the L-M derived P-3C SLAP SLRs are contained in Reference 12. The N5721 FEM element
numbers for L-M FCA’s where SLR’s were derived for the Phase IIC loads are presented in
Table 5. Figure 7 and Figure 8 show the location of the lower and upper wing Fatigue
Critical Areas respectively. An example stepping through the process of generating SLR’s
at a given FCA, using the P-3C SLAP N5721 FEM, was obtained from Reference 6 and is
presented in Appendix A.
The magnitude of SLRs for various locations throughout the structure were calculated by
L-M from stress analysis results obtained from the FEM model of the aircraft. These can
be found in Reference 12. However, it should be noted that because the SLRs are derived
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DSTO-TN-0819
from the FEM, they are based solely upon theoretical stress calculations. Because the
accuracy of these SLRs is highly dependent on the fidelity of the FEM at the locations of
interest, they will not include any local stress concentration effects. This means that to
generate stress sequences at a local level, often stress modification factors are required
when a crack growth program such as FASTRAN is executed.
4433935 4418837 351

381 353 331
371 361 352 301 170
WS WS WS WS
WS WS WS WS WS WS WS WS WS WS WS WS WS BL BL BL BL
197 179 167 65
329 311 293 275 257 239 221 209 155 137 119 101 83 48 31 14 00
385
315 163
4433139 365
375 125
355
305
387
4433144
358
368
357
Lower Surface Elements 4418347
Figure 7 P-3C SLAP Lower Surface Fatigue Critical Locations
WS WS WS WS WS WS BL
WS WS WS WS WS WS WS WS WS WS WS BL BL BL
179 167 155 137 119 65 00
329 311 293 275 257 239 221 209 197 101 83 48 31 14
223
485 434
4131108
472
4123907
465
445
4113914
409
Upper Surface Elements 4110117
Figure 8 P-3C SLAP Upper Surface Fatigue Critical Locations
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Table 5: L-M P-3C N5721 FEM Elements where SLR’s Calculated

FEM
FCA Analysis Location Detail Analyzed FS WS
Element
125 -CUT-1 CW Lower Surface Panel 4 Access Door Cutout 616 0 4400040
163 -WH-1 CW Lower Surface Weep Hole Crack on Lower Panel #3 603 49 4404839
170 -CHF-1 CW Front Spar Cap Lower Cap Horizontal Flange 571 49.7 4404835
301 -CSS-1 OW Front Spar Cap Lower Cap/Panel Splice 571 72.4 4406535
305 -PSS-1 OW Lower Surface Panel 3 - 3/4 Splice 614 83 4406542
331 -CLE-2 OW Front Spar Cap LE Attachment 571 134 4410135
OW Lower Front Beam and
351 -CDN-2 Cap/Panel Splice DNH 571 156 4416135
Surface
-PDN-1 Panel 1 Generic Dome Nut Hole 576 160.4

352 OW Lower Surface 4415535
-PSS-2 Panel 1 - Cap/Panel Splice DNH 572 156
-FTG-1 Panel 1 Uplock Ftg Outbd Hole 572 193
-PSS-7 Panel 3 - 2/3 Splice 600 183
-RIS-1 Panel 7 Intercostal Riser 661 196
-CF-5 Panel 7 run-out - 7/8 splice 669 179
-WEB-1 Front Spar Web 571 216.4
OW Lower Front Beam and
361 -CDN-2 Cap/Panel Splice DNH 572 218 4421135
Surface
-PDN-3 Panel 1 Generic Dome Nut Hole 576 217
365 -PSS-1 OW Lower Surface Panel3 - 3/4 Splice 614 209 4421140
371 -PSS-3 OW Lower Surface Panel 1 - Cap/Panel Splice 571 283 4425735
381 -PDN-2 OW Lower Surface Panel 1 - Fairing Fillet DNH 575 335 4433935
445 -PSS-1 OW Upper Surface Upper Panel 6 - 5/6 Splice 642 160 4113914
461 -WEB-1 OW Upper Front Beam Spar Web Upper Hole 571 209 4120905
622 -LON-1 Inboard Nacelle Inboard Longeron 620 - 823023
623 -LON-1 Inboard Nacelle Outboard Longeron 620 - 823073
711 -LON-1 Forward Fuselage BL 40 Longeron 230 - -
743 -FLR-1 Forward Fuselage Underfloor Beam 515 - -
749 -SS-1 Mid Fuselage Upper Crown Circum. Skin Splice 571 - 2055302L
758 -SS-1 Mid Fuselage Upper Crown Stringer #65 Splice 695 - 69565
759 -SS-1 Mid Fuselage Upper Crown Circum. Skin Splice 695 - 2069572L
769 -SS-1 Aft Fuselage Upper Crown Longit. Skin Splice 806 - 2078772L
795 -BLK-1 Aft Fuselage Pressure Bulkhead 1117 - 1111911
811 -VC-1 Vertical Stabilizer Front Spar Cap at Root - - 1115275
823 -HC-1 Horizontal Stabilizer RHS Front Spar Upper Cap at Root 1167 - 6702610
886 -HC-1 Horizontal Stabilizer Right Rear Spar Upper Cap at Root 1221 - 6802634
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3.2 Loads Database Interface and Spectra Sequencing Tool (DBI/SST)
3.2.1 DBI/SST Overview
The P3 SLAP Loads Database Interface & Spectra Sequencing Tool (DBI/SST) was created
to provide a generic external loads/stress database interface and stress sequencing tool
(Figure 9). This includes the ability to extract loads and stresses using a web based
graphical user interface (GUI), perform stress calculations based on user defined (or
selected from an existing list) stress-to-load ratios (SLRs), contains a load and stress
interpolation routine, and the ability to generate spectra based on user defined mission
definition files (MDFs), mission mix files (MMFs) and input criteria files (ICFs). The
DBI/SST was designed and tested using the P-3C SLAP Phase IIB loads system database
as developed and delivered by Lockheed Martin, Marietta, Georgia, USA. The DBI/SST
has been further refined using the final P-3 SLAP Phase IIC loads system database as
delivered by Lockheed Martin to DSTO on the 13th December 2004. Further details
regarding the DBI/SST can be found in Reference 13 & 14.
P-3C SLAP DBI Loads/Stress DBI

Loads/Stress Database Graphical
Database Interface Application Web
Based
User
File Inputs: P-3C Mission Properties, Interface
Mission Mix, Nz etc Criteria.
File Outputs
Sequence of loads SST Fatigue
or stresses in format Spectra Sequencing
for CI or CG tools Tool Application
Figure 9 P-3C SLAP Loads Database and DBI/SST Overview Flow Chart
3.3 Fatigue Life Analysis (FAMS)

The computer program Fatigue Analysis of Metallic Structures (FAMS) is a fatigue
damage calculation program based upon the local strain approach, which accounts for the
sequence of loading and uses strain-life and cyclic stress-strain data in addition to material
mechanical property data. This approach has an advantage over conventional nominal
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DSTO-TN-0819
stress approach where the critical location stresses and strains (i.e. local stress and strains)
have a significant plastic component, and it also tracks continuous changes in the local
mean and residual stresses resulting from the applied load history.
In order to calculate fatigue damage, FAMS converts the input external loads file into local
stresses and strains at the critical location of interest first, and then calculates the exact
variation of these local stresses and strains to each change of external loading following
the stress strain data (FAMS material database) specific to the relevant material. FAMS
then rainflow counts the resulting local strain history and then calculates and accumulates
damage caused by each strain cycle extracted by rainflow count. FAMS uses the Morrow’s
equation to convert strain cycles with non-zero mean stresses into equivalent fully
reversed strain cycles. A more thorough description of FAMS is provided in References 15
and 16.
3.3.1 FAMS Input Spectra
All sequences analysed by FAMS for the DSTO P-3 SLAP test interpretation are in a flight-
by-flight format. Each of the FSFT sequences represents 15,000 SFH spectra. The RAAF
sequences represent approximately 15,000 SFHRS 1 of the average RAAF usage spectrum.
3.3.2 Cyclic Stress-Strain Material Data
Under cyclic loading metallic materials behave differently than under monotonic loading
in that the application of many cycles of repeated stresses into the plastic domain produces
progressive changes in the material stress-strain behaviour. These changes are dependant
upon the temper and condition of the metal alloy as well as on the magnitude and number
of cycles of applied stress. FAMS contains a material database with cyclic stress-strain
data for 7075, 2024, etc. All FAMS analyses performed for the P-3C SLAP test
interpretation will utilise the material data for aluminium 7075-T651 provided in material
file 1 (“flmat1.dat”), which have been obtained from SAR-79-4, a 1979 Northrop Grumman
Report prepared for the USN. However, DSTO has refined the 7075-T651 data by
adjusting the curve fitting of the data at the extremities. Accordingly, all DSTO P-3 SLAP
test interpretation will utilise the D7075-T651 within flmat1.dat. More information on the
refined material curve fit can be found in Reference 2.
3.3.3 Test Demonstrated KN
FAMS uses the local strain approach that assumes the local or surface strain controls the
fatigue life, hence the fatigue life at the FCAs is a function of its notch factor KN. The more
accurately KN can be determined the better the fatigue life prediction. The notch factor KN
is a function of the local structure/geometry, repeated component loading and material
properties.
1The actual number of RAAF SFHRS varies due to specified time requirements of ground events
such as taxi.
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DSTO-TN-0819
The original P-3C KNs were either derived analytically or from P-3 related tests (airframe
or component level), P-3C in-service cracking and Electra 188 in-service cracking as
documented in Reference 22. However, the L-M derived KNs from the P-3C SLAP
presented in the test interpretation reports for the USN (References 3 and 4) were
determined using three methods:
1. 0.01” Defect Method (KN-01”) - based on test hours needed to reach a 0.01” defect
with the FSFT stress spectra,
2. Slope-Intercept Method (KN-ICG) - based on a significant change in the slope of the
crack growth rate for a given FCA,
3. Hybrid Method (KN-HY) based on crack initiation occurring later than a 0.01 flaw,
and later than the flaw associated with the rapid change in crack growth rates.
Details of these respective methods are described in CDRL U003 – Volume 1 (Reference 3).
The demonstrated KNs used for interpretation of the RAAF AP-3C and P-3C sequences are
based on a test demonstrated crack initiation of 0.05”. In the event that a given FCA did
not have a defect at the end of test, a 0.05” flaw was assumed to be present at the end of
the test. More information on this method can be obtained from Appendix B.
3.3.4 FAMS Output
Based on the maximum spectrum stress and the user specified KN value, FAMS outputs
the number of times the spectrum file must be applied before the cumulative damage
matrix exceeds one. This result is easily converted to flight hours, based on the duration of
the spectrum. By applying the analysis at different KN values, a KN life curve is generated
for that particular spectrum.
The calculated life from FAMS corresponds to the KN value multiplied by any Stress
Multiplication Factors (SMF) specified by the user in the input file. Using the same
spectrum file, FAMS will calculate an identical life for a KN value of 3.0 as a KN value of 1.5
and a SMF of 2.0. This negates the requirement to include the spectrum stress factor
applicable for each location, allowing the use of the same graph for the same FCA region.
Consequently, for all fatigue-life graphs the KN value is only presented, (Stress Factor =
1.0) unless otherwise specified.
3.3.5 FAMS Modifications
The version of FAMS obtained through P-3C SLAP is called FAMS-Bailey. However, since
this software was originally developed for fighter aircraft, which have manoeuvre
dominated spectra, it was decided to modify how FAMS analyses materials based on data
obtained through the P-3C SLAP. Accordingly, the following summarises the
modifications implemented to the version of FAMS-Bailey used by the DSTO P-3C SLAP
test interpretation:
• Addition of seven equivalent strain equations, including Smith-Watson-Topper,
modified F18, Loopin, Modified Loopin, Walker, LM-aero Mod#1 and LM-aero
Mod#2. (Note however, all DSTO test interpretation work used the Morrow
Equation);
• Ability to process DBI/SST generated spectrum file;
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DSTO-TN-0819
• Ability to process large stress sequences;

• Interpolation of new 7075-T6 strain-life curve based on DSTO coupon tests
(Reference 1).
These modifications to FAMS-Bailey have been supported by various P-3C SLAP related
coupon tests as documented in Reference 1.
3.4 Damage Tolerance Analysis (FASTRAN)
FASTRAN is a crack growth analysis program developed by J.C. Newman for the National
Aeronautics and Space Administration (NASA). FASTRAN is based upon a plasticity-
induced fatigue-crack closure model and is used to calculate the stress level at which the
crack tip becomes fully open during cyclic loading. FASTRAN version 3.8e was chosen by
L-M to be used for DTA because version 3.8e allows the user to input local stress intensity
factor solutions, also known as beta (β) solutions, for more accurate crack growth
modelling. FASTRAN is fully documented in References 17 and 18, while Reference 12
details the P-3C SLAP reasoning for using FASTRAN to conduct DTA.
3.4.1 FASTRAN Input Spectra
All sequences analysed by FASTRAN during the DSTO P-3C SLAP test interpretation
represent 15,000 SFHRS of an approximate 85th percentile usage spectrum. The RAAF
sequences represent approximately 15,000 SFHRS 2 of the average RAAF usage spectrum.
3.4.2 Initial Flaw Criteria
Based on the RAAF P-3C SLAP Test Interpretation Methodology presented in Reference 1,
the initial flaw sized used for all DSTO FASTRAN analyses for the determination of
inspection intervals and thresholds was 0.05”. However, the initial crack size for
FASTRAN analyses will nominally be 0.005”, unless otherwise stated. This was done to
ensure that the crack closure modelling in FASTRAN had time to stabilise before the crack
size of interest is reached. When a FASTRAN run begins at 0.05” the initial crack growth
rate is more rapid than if the FASTRAN run begins at 0.005”. This is depicted in Figure 10.
2The actual number of RAAF SFHRS varies due to specified time requirements of ground events
such as taxi.
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DSTO-TN-0819
FASTRAN Plot for Varying Equivalent Initial Flaw Sizes

ai = 0.005" ai = 0.05" ai = 0.05" Shifted
0.20
0.15
Half-Crack Length (in)
0.10
ai = 0.05"
Shifted
ai = 0.05"
0.05
ai = 0.005"
0.00
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000
Total Flying Hours
Figure 10: FASTRAN Characteristics for different Equivalent Initial Flaw Sizes.
3.4.3 Material Properties
The material properties, in terms of da/dN and fracture toughness, used in the FASTRAN
analysis are obtained from historical L-M Aero-Marietta airframe programs, and are
described in Reference 5.
Unless otherwise specified, all the FASTRAN analyses for the Empennage FCAs will
utilise the material properties file for 7075-T6 extrusion aluminium alloy, which are:
Young’s Modulus 10,300 ksi
Poisson’s Ratio 0.00
Yield Strength 72 ksi
Ultimate Strength 85 ksi
1/2
Fracture Toughness 3 50 ksi-in
3.4.4 Geometric Correction Factors
The geometric correction factors (β solutions) for each FCA were generally provided by L-
M in CDRL A009 Volume 2 and CDRL U003 Volume 2 (References 5 and 19). However, in
the event that DSTO decided to analyse a location or a configuration not considered by L-
M, the β solutions for that location were developed at DSTO.
The crack growth analyses generally addresses cracks emanating from holes in
mechanically fastened joints. A description of the L-M β solution methodology for stress-
intensity calculations is provided in Section 4.5 of Reference 12. The L-M COMBI program,
is the primary method for establishing β factors. The β factors are developed assuming the
3 Sometimes larger values are used in order to extend crack growth duration, as per L-M analysis
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DSTO-TN-0819
crack to be a single quarter-circular crack emanating from the edge of a loaded fastener
hole whereby the fastener fills the hole (i.e., maintains contact with the hole wall.) This
approach is used unless the blueprint specifies that a clearance fit hole is required. The
crack (and corresponding β factors) is assumed to remain a quarter-circle shape until its
radius equals the part thickness at which point it becomes a through-the-thickness crack.
The crack shape for continuing damage from the opposite side of the hole is treated
likewise except the hole is considered an open hole due to the severed edge ligament.
3.4.5 FASTRAN Output
The purpose of FASTRAN is to generate the crack growth curve for a particular FCA
location. The information presented above is input into the FASTRAN program and the
cumulative crack size, the number of cycles applied and the total duration in terms of
flight hours are obtained. Reference 20 provides further information on FASTRAN output
data.
3.4.6 Stress Factors and FASTRAN Output Manipulation
Each FASTRAN input spectrum corresponds to the particular FCA region and not
specifically to the location being analysed. Because FASTRAN is extremely sensitive to
slight differences in the spectrum file, stress factors are required to ensure that the stress
analysed corresponds to the stress at the analysis location. The stress factors generated by
L-M in Reference 3 and 5 were obtained from detailed FEM, stress calculations and strain
gauge data from the P-3C SLAP FSFT article.
The stress factors identified for FASTRAN are not the same as the FAMS stress factors.
While FASTRAN is highly sensitive to the spectrum, FAMS is not due to the rainflow
counting 4 and the combined KN and stress factor output. Consequently, there is no
correlation performed between the FAMS and FASTRAN stress factors.
In order to match the FASTRAN crack growth curve with the fractographic data for the
FSFT spectra, it is possible to manipulate the input data in three ways. For the wing
fuselage interpretation, L-M typically manipulated the FASTRAN crack growth curve by
altering a combination of the stress factor, the β solution and the initial crack size. The
stress factor was used to adjust the slope, (ignoring retardation effects), the β solution
altered the shape and the initial crack size translated the FASTRAN crack growth curve.
3.4.7 FASTRAN Modifications
The version of FASTRAN obtained through P-3C SLAP and used by L-M in their test
interpretation activities was FASTRAN 3.8e. Although there have been modifications to
the codes for this version of FASTRAN, DSTO used FASTRAN version 3.8e as received
from L-M. However, the DSTO developed FASTRAN graphical user interface, CGAP, was
4 When performing a strain life analysis using a code such as FAMS, as per convention, the
spectrum is subjected to a cycle counting method such as rainflow.
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DSTO-TN-0819
used for all DSTO P-3C crack growth analysis. Additional information on CGAP can be
obtained in Reference 2.
3.5 Analytical Tool Calibration, Verification and Validation of Analysis

Tools
3.5.1 Analytical Tool Calibration
P-3C SLAP has generated data and analytical tools with the intent of enabling a P-3C
operator to safely maximise the fatigue life of the airframe. P-3C SLAP has also conducted
various coupon and component test programs to ensure the accuracy of the analytical
tools developed through P-3C SLAP. Details of the coupon and component test programs
performed in support of the P-3C SLAP can be found in Reference 1.
3.5.2 Verification and Validation of Analysis Tools
The effectiveness of the tools used for test interpretation is dependent upon verifying and
validating (V&V) that the tools provide accurate results. The steps taken to V&V the tools
used for the DSTO fatigue life and crack growth analysis activities is described in
References 1 and 2.
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DSTO-TN-0819
4. Procedure for Developing Fatigue Life/Crack Growth

Curves at non P-3C SLAP FCA
4.1 Overview
The process of generating fatigue life & crack growth curves for a new FCA is a three step
process (Figure 11) when utilising data and tools from P-3C SLAP.
1. The first step involves selecting a P-3C FEM element at the new location and
extracting Stress to Load Ratios (SLR) for a unit load case, and then uploading the
SLR’s into the P-3C SLAP loads database using the Database Interface and Spectra
Sequencing Tool (DBI/SST).
2. The second step (Processes 3 and 3a from Figure 11) uses the DBI/SST to generate
stress sequences for the newly uploaded SLR’s or for existing FCA’s (ie FCA’s
developed during P-3C SLAP). The DBI/SST allows the user to add or change
aircraft usage or criteria inputs and generate new stress sequences. It is advisable
that a comparison of the newly generated stress sequence (process 3a of Figure 11)
be conducted with an existing known/validated P-3C SLAP FCA stress sequence
to ensure the new results are reasonable.
3. The third step (Processes 4, 5, 6 and 7 of Figure 11) allows the user to conduct
fatigue life and crack growth analysis and produce fatigue life and crack growth
curves. Additional tools and methods are required to obtain the Neuber notch
concentration factor for fatigue life analysis and ‘Beta’ factor solution for crack
growth analysis. The results can then be plotted using a simple spreadsheet
application such as Microsoft Excel.
Stress to Load Ratio Generation

1. P-3C SLAP FEM
- Element Selection
2. Upload SLR To DBI/SST
- Identify FEM Ensembles
(-Ref A)
-Extract SLR’s @ selected Element
(-Ref A)
Sequence Generation
3. DBI/SST – Generate Stress Sequence
- DBI/SST Input Files (Mission Mix, Profiles, etc.)
-Generate FAMS/FASTRAN output Stress Sequences
(-Ref C & D)
3a.Validate New FCA Sequence Against Existing Similar FCA
Fatigue Life/Crack Growth Analysis
4.Faitgue Life –FAMS 6.Crack Growth –FASTRAN

- DBI/SST Stress Sequence - DBI/SST Stress Sequence
-Material Data - Material Data
(-Ref B) - Crack Geometry
-Critical Crack Size
(-Ref B)
4a. Require Kn
- Neuber notch
Concentration factor
6a.Require Beta Solution
-Generally developed - L-M propriety software : COMBI
from FSFT Results 5. Generate 7. Generate Crack - Commercial Available:
(-Ref E) Fatigue Life Curve - GEOFAC
Growth Curve @ - AFGROW, etc.
@ New FCA New FCA (-Ref B)
Figure 11 Process required for the development of new fatigue life and crack growth curves at a non
P-3C SLAP Fatigue Critical Location (FCA)
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4.2 Step 1 – Stress to Load Ratio (SLR) Generation
The first step in developing fatigue life and crack growth curves at a new non-P-3C SLAP
generated FCA is to select the appropriate FEM element, identify the FEM ensembles for
the selected element, and then apply the necessary load case to extract the Stress-to-Load
Ratio’s (SLR) at the selected element. Some post processing of the NASTRAN output file
is required to get the results in the correct DBI/SST format. These steps are highlighted in
Process number 1 in the flow chart in Figure 12. The second step is to then upload the
newly generated Stress to Load Ratios into the P-3C SLAP loads database using the
DBI/SST. This step is highlighted as Process number 2 in the flow chart in Figure 12.
Stress to Load Ratio Generation
1. P-3C SLAP FEM

- Element Selection
2. Upload SLR To DBI/SST
- Identify FEM Ensembles
(-Ref A)
-Extract SLR’s @ selected Element
(-Ref A)
Figure 12 Process required for Stress to Load Ratio Generation utilising P-3C SLAP Finite Element
Model
Reference 2, Section 5.5.3, outlines the process of generating Stress-to-Load Ratios (SLR) of
a given element using the P-3C SLAP L-M P-3C Finite Element Model (FEM). A more
detailed example of this process is provided in Appendix D of Reference 2, including the
steps required to upload the newly generated SLR ratio into the P-3C SLAP loads Database
using the DBI/SST Version 2.2.3. Note that the process is identical for the latest version of
the DBI/SST Version 2.3.2, dated April 2006.
The required skills or knowledge base to conduct this first step is intimate knowledge of
PATRAN/NASTRAN FEM software, L-M P-3C SLAP FEM and the appropriate
constraints, ensembles, load cases, etc required to execute the L-M P-3C SLAP FEM.
Reference 1 in conjunction with P-3C SLAP CDRL’s A003 (Finite Element Modelling and
Internal Loads Report: Volumes I to III, Reference 7 to 9) provide the necessary
information.
4.3 Step 2 – Sequence Generation

The second step is to conduct stress sequence generation. Process 3 from Figure 13 allows
the user to generate stress sequences for existing FCA’s (ie FCA’s developed during P-3C
SLAP or newly uploaded FCA’s). To generate a stress spectrum the user must select
“Generate” from the DBI/SST main menu, input your fleet mission mix, mission profiles
and criteria files to then generate stress spectra in FAMS and FASTRAN formats. It is
advisable that comparison of the newly generated stress sequence (process 3a of Figure 13)
20
DSTO-TN-0819
be conducted with an existing known/validated USN P-3C SLAP FCA stress sequence to
ensure the new results are reasonable.
Sequence Generation
3. DBI/SST – Generate Stress Sequence

- DBI/SST Input Files (Mission Mix, Profiles, etc.)
-Generate FAMS/FASTRAN output Stress Sequences
(-Ref C & D)
3a.Validate New FCA Sequence Against Existing Similar FCA
Figure 13 Process required for Stress Sequence Generation utilising P-3C SLAP Loads Database
Interface and Spectra Sequencing Tool (DBI/SST)
The DBI/SST also allows the user to change the aircraft usage, mission mix or criteria to
generate new stress sequences, and allows the user to generate stress sequences with the
newly uploaded SLR’s. If the user has no previous experience of executing the DBI/SST,
Reference 13 provides a very good guide to the layout and functionality of the DBI/SST,
including basic instructions on how to extract loads/stresses at Points-In-The-Sky (PITS)
and instructions on how to generate a stress spectrum. DSTO Technical Report DSTO-TR-
1704 (Reference 21) provides RAAF P-3C and AP-3C mission mix, usage and criteria files
(ie DBI/SST input files) along with the USN P-3C 50th percentile, USN P-3C 85th percentile
and the Full Scale Fatigue Test (FSFT) DBI/SST input files. The latest RAAF AP-3C
DBI/SST input files are provided for reference in Appendix C (DBI/SST Version 2.3.2
Build 20060413).
4.4 Step 3- Fatigue Life Analysis

To generate a fatigue life curve, in addition to the DBI/SST generated stress sequence at
the new FCA and the material data, the Neuber notch concentration factor is required
(Process 4a from Figure 14). DSTO have calculated FCA ‘test demonstrated” Kn’s during
P-3C SLAP Full Scale Fatigue Test (FSFT) interpretation work (Reference 1). Kn’s are
‘pegged’ to the FSFT results if there was a crack during testing, otherwise a 0.050” crack
was assumed to be present at the end of test. For locations that have not failed on the test,
analytical approaches to deriving a Kn for a new feature need to be employed. Along with
the Kn the material data in FAMS format is of course also required. The details of all the
required FAMS inputs are contained in References 1 and 20. The stress sequence in FAMS
format is obtained directly from the DBI/SST output and requires no post processing.
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DSTO-TN-0819
Fatigue Life/Crack Growth Analysis
4.Faitgue Life –FAMS 6.Crack Growth –FASTRAN

- DBI/SST Stress Sequence - DBI/SST Stress Sequence
-Material Data - Material Data
(-Ref B) - Crack Geometry
-Critical Crack Size
(-Ref B)
4a. Require Kn
- Neuber notch
Concentration factor
6a.Require Beta Solution
-Generally developed - L-M propriety software : COMBI
from FSFT Results 5. Generate 7. Generate Crack - Commercial Available:
(-Ref E) Fatigue Life Curve - GEOFAC
Growth Curve @ - AFGROW, etc.
@ New FCA New FCA (-Ref B)
Figure 14 Process required for Fatigue Life/Crack Growth Analysis utilising stress sequences
generated using P-3C SLAP Loads Database Interface and Spectra Sequencing Tool (DBI/SST)
4.5 Step 4- Crack Growth Analysis
To generate a crack growth curve, in addition to the DBI/SST generated stress sequence at
the new FCA, the material data, critical crack size and the crack geometry, the Beta factor
solution is required (Process 6a from Figure 14). During the P-3C SLAP test interpretation
L-M generated the Beta Factor Solutions for all wing and fuselage FCA’s using their
proprietary software COMBI. This software is not available to the FMS community,
therefore DSTO utilised commercially available software such as GEOFAC and AFGROW
to generate Beta Solutions at new FCA locations. DSTO also generated some Beta
Solutions directly from detailed FEMs during test interpretation of the DSTO P-3C
Empennage FSFT (Reference 2, Appendix B). Section 3.6 of Reference 6 provides two
examples, using GEOFAC and AFGROW, to calculate Beta Factor Solutions. Reference 6
also provides instructions on how to run FASTRAN once all the necessary input files are
obtained.
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5. Example of Procedure for Developing Fatigue

Life/Crack Growth Curves at non P-3C SLAP FCA
5.1 Analysis Location Selection
5.1.1 DSTO Test Interpretation Analysis Locations at FCA353 Outer Wing Lower
Surface at WS 188
Cracking was observed during the W/F FSFT in the outer wing lower surface (lower front
spar cap, web and panels 1 to 3) in the region of the inboard engine nacelle. L-M identified
this region, nominally between WS 179 and WS 197, as FCA353. A number of L-M details
(represented as “-” numbers) and DSTO details (represented as “( )” numbers) were
defined and are provided in Figure 15.
Dash* Description of Detail
-1 Panel 1 uplock fitting at WS 193 (LW)
-2 Panel 1 uplock fitting at WS 193 (RW)
-3 Lower spar cap flange at WS 188
-4 Panels 1 & 2 under drag angle at WS 176
-5 Panel 2 under drag angle at WS 176
-6 Panel 3 – 2/3 splice at WS 184
(7) Inboard drag angle at WS 179
(8) Panels 1, 2 & 3 under otbd drag angle
(9) Bracket at WS 192
(11) Panel 2 – 2/3 splice at WS 188
(12) Lower front spar web at WS 188
(13) Panel 1 –1/2 splice at WS 175
(15) Panel 2 riser
FCA353-(9)
FCA353-CF-3 FCA353-FTG-1
FCA353-(12) FCA353-FTG-2
WS WS WS WS WS WS WS WS
137.0 155.0 167.0 179.0 197.0 207.9 221.0 239.0
FCA353-PSS-6
FCA353-(13) FCA353-(11)
1
FCA353-(15)
FCA353-PH-4 2
FCA353-PH-5 FCA353-(8)
FCA353-(7) 3
* FCA353-(10) and FCA353-(14) are

not included as they are associated
with repairs
Figure 15 Overview of FCA353 analysis locations
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5.1.2 Fatigue Critical Area Selection
A new FCA has been selected that was not analysed during P-3C SLAP, however it has
arisen from cracking on the full scale fatigue test article. The location was labelled by
DSTO as Structural Management Area SMA 353-12 during the development of the DSTO
Structural Management Plan (SMP), of which SMA 353-12 is defined as the outer wing
front spar lower web – cap/web splice from Wing Station (WS) 179 to WS 197. The other
more significant defects associated with the remaining details were analysed as part of the
DSTO Test Interpretation analysis and can be found in DSTO-TR-1929 and L-M P-3C SLAP
CDRL’s A009 (P-3C SLAP FSFT Fatigue and Damage Tolerance Analysis Report) and U003
(P-3C SLAP FSFT Test Failure Analysis Report), and FLMP CDRL A0AC (USN Fleet Outer
Wing Teardown Inspection Report), as part of L-M’s analysis of the USN fleet. The
Structural Management Areas (SMA) differ from Fatigue Critical Areas (FCA) in that they
cover a region and not a specific fatigue critical feature of the structure, as is the case for
FCAs. For the following analysis FCA353-12 is assumed to be located at the largest crack
finding (1.196”) location on the RW at WS188. DSTO reviewed the location during the
SMP, but this location was not analysed during DSTO test interpretation as it was not
deemed as severe as some of the other web cracks. DSTO applied the analysis for FCA361-
WEB-1 & -5 (outer wing front spar lower web – cap/web at WS 216 for -1 and WS 226 for -
5 locations) to this location during the SMP. Figure 16 shows the location of the existing
SLR element for FCA 353 (element number 4418837) which lies on lower wing panel #2.
As FCA353-12 is located on the front spar and not near lower wing panel #2, the new
element chosen to generate the Stress to Load Ratio (SLR) for FCA 353-12 is P-3C SLAP
N5721 FEM element number 4418835, as shown in Figure 16. It is important to note that
the blue grids in Figure 16 represent the L-M FEM, the red squares/rectangles represent
FE model elements selected to represent FCA’s, the green square represents the new FE
model element selected for FCA 353 and the black seven digit numbers represent the L-M
FE model element numbers for the FCA label the number is closest to.
Element #4418835
4433935 4418837 351
381 353 331
371 361 352 301 170
WS WS WS WS
WS WS WS WS WS WS WS WS WS WS WS WS WS BL BL BL BL
197 179 167 65
329 311 293 275 257 239 221 209 155 137 119 101 83 48 31 14 00
385
315 163
4433139 365
375 125
355
305
387
4433144
358
368
357
Lower Surface Elements 4418347
Figure 16 P-3C Lower Surface Fatigue Critical Locations
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5.2 Step 1 – Stress to Load Ratio (SLR) Generation
The process required to generated Stress-to-Load Ratios at FCA353-12 involves extracting

axial and shear stress at a given element (element number 4418835 for FCA353-12) for Unit
loads applied over the applicable load ensemble. It is important to note that the final
version of P-3C SLAP loads used for test interpretation analysis were titled Phase IIC loads
by L-M and are based upon the right hand wing loads as applied to the FSFT article (ie
orientation of RW loads on FSFT were deemed more realistic by L-M than orientation and
application of LW loads).
5.2.1 SLR Extraction from FEM
The following steps required to extract SLR’s from the P-3C SLAP N5721 FEM were
obtained from Reference 2. The 200-series ensembles are used to extract the lower wing
surface SLR’s. If these steps are followed a SLR file can be generated that can be imported
successfully into the DBI/SST.
1. Identify the FCA and its corresponding element number. If unsure of the element
number, refer to Reference 4. For FCA353-12 the element number is 4418835.
2. Identify the appropriate ensemble number required for analysis (200-series for RH
wing which is the convention for all PhaseIIC wing SLRs). For FCA353-12 ensemble
202 contains element number 4418835.
3. Copy FE model files for MRS appropriate ensemble to computer with NASTRAN.
4. Open the “ensemble_20#-##.dat” file and perform the following steps.
a. Remove data file information not required.
b. Ensure that the appropriate element number is included in the output set.
c. Check all INCLUDE statements and ensure that all load paths are correct and that
all included files exist, (Note: Check the date/version of the data files. File
slr_rbe_v0707.bdf is the latest version of the SLR_rbe file, but currently is only called
for in the 200 series ensemble files.)
d. Alter ELSTRESS(SORT2) = 1 to ELSTRESS(PUNCH,PRINT,SORT2) = 1 NB.
ELSTRESS is equivalent to STRESS. This will ensure that the element stresses for
the elements defined under set1 are printed to the pch file and the f06 file.
5. Run the data file through NASTRAN
6. Copy the output pch file to a working directory.
7. Run the program SLR_pch_Sorter and obtain the output in the appropriate format.
The current version of this program (Version 1.20) is capable of outputting the
results as axial stresses for BAR elements and the axial stresses in the x and y
directions as well as the shear for QUAD4 elements. It should be noted that the
output value for the QUAD4 elements is the average of the upper and lower fibres
(Z1 and Z2). The source code for SLR_pch_Sorter is provided in Section A.3 of
Appendix A.
8. If this SLR is to be entered into the DBI/SST, then the output should contain both
the axial stress (x-direction) and the shear stress. Appendix A contains a worked
example of generating a new stress sequence, based on the FE model generated
SLR.
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DSTO-TN-0819
The resultant extracted SLR’s for FCA353-12 FEM element number 4418835, in a modified
format for documentation purposes, is presented in Appendix D. An extract of the correct
format ready for upload to the DBI/SST, is presented in Table 6. Column one represents
the Degree Of Freedom (DOF), column two represents the axial stress ratio and column
three is the shear stress ratio.
Table 6 Extract from FCA353-12 Generated SLR

FCA353 DSTO generated SLR at element 4418835 by M. Phillips (23/02/07) - Axial X
353RDSXY 353RDSXY
uncorrelated
964 -9.64E-03 4.53E-03
965 -1.67E-02 4.35E-03
966 -3.27E-02 8.26E-03
967 -1.09E-01 5.28E-02
968 -7.76E-02 9.07E-02
969 -4.67E-02 3.34E-01
970 5.54E-02 3.49E-01
971 1.51E-01 3.42E-01
972 2.24E-01 3.35E-01
973 2.86E-01 3.29E-01
974 3.47E-01 3.22E-01
984 -1.69E-03 -1.76E-03
985 -8.80E-03 4.37E-05
986 -2.69E-03 2.60E-03
987 -5.80E-03 1.84E-02
988 -4.95E-02 2.20E-02
989 -1.09E-01 7.86E-02
" " "
" " "
“ Some Data Removed “
" " "
" " "
1818 2.94E-01 -8.79E-02
1831 3.48E-01 1.81E-01
1832 2.27E-03 -4.49E-04
1833 4.26E-04 2.75E-03
1837 -2.84E-03 -5.35E-04
1838 2.78E-05 -1.05E-06
1839 5.94E-06 7.25E-06
5.2.2 Uploading SLRs to DBI/SST
To upload the extracted SLRs to the DBI/SST the following steps are required: log into the
DBI/SST, which then takes you to the Main Page and then select “Calculate/store stresses
for new FCA” under DBI Tasks (Figure 17). Select the new SLR file to be uploaded;
ensuring that Analysis type is selected as “All Analysis” and Inertia Configuration is set to
USN. Once all of these steps have been performed click on the “Upload” button
(Figure 18).
26
DSTO-TN-0819
Figure 17 DBI/SST Main Menu Screen – Calculate Stress Function
Figure 18 DBI/SST Upload Stress-to-Load Ratio Page
27
DSTO-TN-0819
After the user has selected the SLR file to upload, the DBI/SST performs all of the
necessary actions (ie creates a new FCA location and stores the new stresses in the
appropriate stress tables in the P-3C SLAP loads database). It is important to note that this
process is very time consuming and should be run overnight. The user can enquire about
the status of the upload by selecting the “Check stress calc status” button (Figure 19),
resulting in a screen appearing that will display the percentage completion.
Figure 19 DBI/SST Main Menu Screen – Check stress calculation status
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DSTO-TN-0819
5.3 Step 2 – Sequence Generation
5.3.1 DBI/SST Stress Sequence Generation
Once the stresses have been stored for the new FCA, the user can then generate a spectrum
of loads or stresses using this new FCA. To do this the user must select “Generate
loads/stress spectra: Generate” button (Figure 20) on the “Main Menu” page.
Figure 20 DBI/SST Main Menu Screen – Check stress calculation status
The Spectra Sequencing Tool (SST) screen then appears and the user can then select the
“Search” button under Define Master Control Point (MCP), stress (preset station), as
shown in Figure 21.
29
DSTO-TN-0819
Figure 21 DBI/SST SST Setup Screen – Stress (preset station) Screen
The user can then select the newly created FCA (Figure 22), and in conjunction with the
appropriate DBI/SST input files, the stress spectra at the new FCA can be generated. Note
that the DBI/SST requires four input files that are the Mission Mix File (MMF) which lists
the number of each mission type in the spectra and whether the spectra generation process
is random or semi-random, the Mission Definition File (MDF) which provides the segment
information for each mission (includes altitude, segment duration, air speed and criteria
source), the Input Criteria File (ICF) which provides the mission criteria and the Stepping
Control File (SCF) that allows the user to clip or truncate the spectrum and control the
fidelity of the spectrum generation process. Further detail regarding the DBI/SST input
files can be found in References 13 and 21. The latest version of RAAF AP-3C DBI/SST
input files are provided in Appendix C.
30
DSTO-TN-0819
Data Removed
Figure 22 DBI/SST Stress/FCA Selector Screen – Select Stress Station Screen
Once the appropriate FCA has been selected, the user selects the “Continue” button at the
bottom of the screen, which returns the user to the SST Setup Page. The user then imports
the four DBI/SST input files, selects the running options (DSTO recommends that all of
the running options be selected) and selects the output file formats (crack initiation output
file format required is Bailey-FAMS and crack growth output file format required is
FASTRAN). The user then selects the “Submit” button at the bottom of the screen to
commence the spectrum generation.
5.3.2 New FCA Stress Sequence Validation
To validate that the newly created DSTO FCA 353 is producing realistic stresses at the
outer wing lower front spar web – cap/web splice at WS179 to 197, the stress exceedences
for the newly generated FCA 353-12 were plotted and compared against the existing
FCA353 stresses. Reference 19 (Appendix C) provides the wing surface stress plots for the
most critical wing up bending Residual Strength Test case, which is designate PLA135 by
Lockheed Martin (L-M). Under this maximum wing up bending design limit load case the
maximum axial stress experienced at L-M original FCA 353 (FEM element number
4418837, lower panel 3 see Figure 16) is 30.8 ksi and the maximum axial stress at the new
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DSTO-TN-0819
DSTO FCA353-12 location (FEM element number 4418835, lower panel 1 5) is 26.4 ksi.
Therefore the axial stresses at the lower front spar are lower than the stresses at the lower
crown of the wing. Figure 23 presents the stress exceedence chart for the L-M generated
SLR’s and the DSTO generated SLR’s for the two different FCA 353 chordwise locations.
The DSTO chosen FCA 353 location experiences lower magnitude stresses (Figure 23) than
the L-M FCA 353 location as was shown to be the case with the maximum wing up
bending design limit load case.
FCA 353: Outer Wing Lower Front Spar web - Cap/Web Splice WS179 - 197
RAAF AP-3C Stress Exceedence Chart
10000000
LM FCA353R Clip -13.8 Ksi

1000000 DSTO FCA353Rdsto Clip -15.8 Ksi
100000
Exceedences/15,000 Hrs
10000
1000
100
10
0.1
-20,000 -15,000 -10,000 -5,000 0 5,000 10,000 15,000 20,000 25,000
Stress (psi)
Figure 23 Stress Exceedence chart for Outer Wing Lower Front Spar Web –Cap/Web Splice for
RAAF AP-3C 15,000 Hour Spectrum
Another DSTO recommended validation step is to compare the stress exceedence curves
for each available spectrum at the FCA location. This provides a basic comparison of each
spectrum characteristic (ie maximum and minimum stress levels, magnitude of ground
events, mean stress for each spectra, etc.). Figure 24 provides the stress exceedence plots
for the three main spectra being considered for this analysis: USN FSFT, RAAF P-3C and
RAAF AP-3C 15,000 SFHR spectra. The FSFT sequence corresponds to the stresses applied
to the FSFT by L-M, adjusted to FCA353 region using the global FEM. This FSFT sequence
was post-processed at DSTO using the program reformat_P5627 (Reference 1 & 6). The
RAAF sequences for FCA353, (P-3C and AP-3C), were generated using the DBI/SST.
5 Note that L-M have used the lower panel axial stresses to calculate the far field stresses sequence
for fatigue analysis at the lower web locations. The local stress risers at a FCA are then accounted
for in the FAMS (Crack Initiation) and FASTRAN (Crack Growth) analyses.
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DSTO-TN-0819
FCA353: Outer Lower Wing, Inboard Engine Nacelle Uplock Fitting

FSFT 353R LM 353R RAAF AP-3C
353RDSTO RAAF AP-3C LM 353R RAAF P-3C
10,000,000 353RDSTO RAAF P-3C
RAAF P-3C &

1,000,000
AP-3C Spectra
Clipped @ -15ksi
100,000
Exceedances/15000hrs
10,000
1,000
100
10
0
-20,000 -15,000 -10,000 -5,000 0 5,000 10,000 15,000 20,000 25,000 30,000
Stress (psi)
Figure 24 Exceedance curve for FCA353

The maximum and minimum stresses are presented in Table 7 for each FCA353 sequence.
Note that SLR designated 353R represents the L-M derived SLR for FCA 353 FEM element
number 4418837 and SLR 353RDSTO represents the new DSTO FCA 353-12 location with
FEM element number 4418835. The minimum stresses were clipped at a value of -15ksi for
both RAAF sequences to remove the extreme once in a 15,000 AFHRS event that will not
be experience by most fleet aircraft. The closeness of the results provides validation of the
new FCA location.
Table 7 Maximum and minimum stresses for FCA353 spectra
Max σ Min σ
Spectrum SLR R ratio
(psi) (psi)
FSFT 353R 26,928 -10,759 -0.40
RAAF AP-3C 353R 21,420 -15,000 -0.70
RAAF P-3C 353R 21,291 -15,000 -0.70
RAAF AP-3C 353RDSTO 18527 -15,000 -0.81
RAAF P-3C 353RDSTO 18567 -15,000 -0.81
5.3.3 Stress Sequence Generation for Fatigue Life and Crack Growth Analysis
To accurately analyse the lower front spar web – cap/web splice at WS 179, a detailed
FEM is required to generate the correct Beta Factor solution. This task lies outside the
original scope of this investigation, of which the main task was to create a procedure on
how to analyse a FCA that had not previously been analysed during P-3C SLAP. To
simplify the process the Beta Factor solution for a web crack at FCA361-WEB-1 will be
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DSTO-TN-0819
assumed to be appropriate for this location (FCA 353-12) and will be used in all of the
remaining calculations.
5.4 Step 3 – Fatigue Life Analysis

The first step in determining the Crack Initiation (CI) life of the FCA is to generate the
FAMS notch concentration factor versus the Simulated Air Frame Hour (SFHRS) curve.
To achieve this, the stress spectra in FAMS format, the material curve data, and a range of
notch concentration factors (Kn’s) are entered and the program is executed. The output
from FAMS can then be plotted on log-linear axes, as shown in Figure 25, for each of the
required spectra.
FCA353: Outer Wing Front Spar Lower Web - Cap/Web Splice

7.5
FSFT 353R
7
RAAF P-3C 353RDSTO
RAAF AP-3C 353RDSTO

6.5
6 Stress Factor = 1
5.5
Kn
4.5
3.5
2.5
1,000 10,000 100,000 1,000,000
SFHRS
Figure 25 FAMS curves for P-3C FSFT and RAAF FCA 353 Spectra
To calculate the actual Crack Initiation (CI) life for the Fatigue Critical Area (FCA) in
question, the reference notch concentration factor (Kn) is required. The methodologies
used to calculated Kn can be varied, however DSTO has created a methodology based
upon the “test demonstrated” Kn’s during the P-3C SLAP FSFT interpretation work
(Appendix B and Reference 1). The Kn’s are pegged to the FSFT results if there was a
crack during testing, otherwise a 0.050” flaw was assumed to be present at the end of the
test.
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DSTO-TN-0819
5.4.1 Kn Derivation
5.4.1.1 FSFT FCA Overview

A number of fatigue cracks were discovered on the FSFT article during testing at 21,215
SFHRS on the Right Hand Wing (RW). It is important to note that the RW had 10,988
AFHRS of fleet usage prior to the commencement of fatigue testing. A major repair was
installed on the RW at 16,785 SFHRS, which consisted of the replacement of part of the RW
front spar lower cap and web. The lower front spar cap was spliced from WS134 to WS
249 and the web was spliced from WS 119 to WS275. The web and cap accrued 27,773
SFHRS (includes pre test usage) prior to being replaced. The location of three of the
largest cracks on the RW is shown in Figure 26.
Figure 26 Location of failure associated with FCA353-12
5.4.1.2 Test Failures

Four cracks were found on the RW web at FCA353-12. The crack at WS186.8, Finding
Number 293, grew from the main dome nut hole in the lower web in a 12 o’clock location.
The two largest cracks, 1.196” & 0.68”, Double Edge Cracks (DEC), both grew at WS188 on
the second and first fastener holes from the bottom of the web. The majority of crack
growth for both of these cracks was down toward the Edge of the Part (EOP). The fourth
crack, Finding Number 1278, was located in the adjacent outboard hole next to the 0.68”
35
DSTO-TN-0819
crack (Finding 1277), which emanated down from the lower Dome nut hole Satellite rivet
hole which was elongated (ie non round hole). All of the defects on the RW web were
detected at the same time during a major inspection.
5.4.1.3 Teardown Results

During Teardown eight web cracks were found on the LW at FCA353-12. These cracks
along with the RW cracks are summarised in Table 8. The three largest cracks on the RW
are all located in adjacent holes and were reported under teardown findings F-1276, F-1277
and F-1278. Their location is shown in Figure 27 and Figure 28. The largest RW crack was
reported under teardown finding F-1276 and its fracture surface is shown in Figure 29.
This 1.196” DEC grew from the hole towards the EOP, and also has small crack growth up
from the fastener hole. The second largest RW double edge crack (F-1277) 0.68” also grew
from the hole to EOP and also grew up from the hole. These three cracks coincided with a
lower spar cap crack at the same location. The LW cracks are all single edge cracks of
which half grew to the EOP and the other half grew up.
Table 8 Teardown findings at FCA353-12
Crack
Finding Hole Dia Crack Accrued Hours
FS WS Length Assembly
No. (inch) Config. at Detection
(inch)
293 571 186.8 0.377 SEC 0.15 21,215 RW
1276 571 188 0.265 DEC 1.196 21,215 RW
1277 571 188 0.265 DEC 0.68 21,215 RW
1278 571 189 0.133 SEC 0.176 21,215 RW
1899 571 190 0.25 SEC 0.435 38,000 LW
1955 571 185 0.21 SEC 0.05 38,000 LW
1956 571 191 0.19 SEC 0.063 38,000 LW
1970 571 180 0.44 SEC 0.411 38,000 LW
1971 571 194 0.19 SEC 0.235 38,000 LW
1972 571 194 0.19 SEC 0.29 38,000 LW
1973 571 196 0.13 SEC 0.375 38,000 LW
1974 572 196 0.44 SEC 0.44 38,000 LW
36
DSTO-TN-0819
WS WS WS WS WS WS WS WS WS WS WS WS WS WS
65.0 83.0 101.0 119.0 137.0 155.0 167.0 179.0 197.0 207.9 221.0 239.0 257.0 275.0
Figure 27 Location of FCA353-12 cracks
Figure 28 Location of three largest failures on the RW
37
DSTO-TN-0819
Figure 29 FCA353-12 fracture Surface
5.4.1.4 In-Service Inspection Results

The number and size of cracks detected on USN aircraft inspected at FCA353-12 under
USN fleet inspection programs are summarised in Table 9. A total of 63 USN aircraft were
inspected at this location with 7 aircraft having a combined total of 17 cracks. The largest
crack found was a 1.75” on USN aircraft 156509 (15,921 AFHRS and 19,195 landings).
Table 9 Number of cracks in fleet aircraft at FCA353-12
Number of Cracks Aircraft Flight Hours (× 1000 hours)
Crack Length (inch) < 10 10 to 15 15 to 20 > 20
< 0.05 3 3 9
0.05 to 0.12 1
> 0.12 1
5.4.1.5 RAAF Structural Configuration

The associated part number for this location identified in the Illustrated Parts Breakdown
(IPB) is 938322. There were no structural configuration differences as noted in Reference 1
for this part number. Hence, there are no differences in the RAAF structural configuration
for this location as to that tested on the P-3C SLAP Wing/Fuselage FSFT article.
38
DSTO-TN-0819
5.5 Step 4 – Crack Growth Analysis
The analysis of FCA353-12 was first modelled as a single corner crack that emanated from
a fastener hole in the web at WS 188 growing toward the EOP and then growing up the
web. The configuration of the area of web, spar cap and lower panel surrounding this
fastener hole in the web is illustrated in Figure 30.
RWS RWS
197.0 RWS
188.0 179.0 RWS
167.0 RWS
155.0
Figure 30 Schematic of Crack growth for FCA353-12 at WS 188
The analysis methodology for this location involves growing a crack from the web fastener
hole to the Edge of the Part (EOP), and then growing the crack up from the web fastener
hole. The first crack growth solution is the common solution for a crack growing from a
hole to the edge of the part; however the second phase of crack growth is more
complicated because as the crack grows towards the centre of the web the bending
moment drops off. This solution requires the generation of a detailed FEM which is
outside the scope of this investigation. Therefore the Beta Solutions that Lockheed Martin
(L-M) derived for FCA361-WEB-1 will be used for this location.
5.5.1 FCA353-12 Crack Initiation Times
The crack growth curve obtained from pegging the FCA361-WEB-1 spectrum to the
FCA353-12 largest FSFT crack is presented in Figure 31. The P-3C SLAP FSFT crack
growth curve for FCA 361-WEB-1 is pegged to the FCA 353-12 largest FSFT finding of
1.196” at 21,215 SFHRS in Figure 31, by shifting the original curve to the right. Regressing
the “pegged” curve back to 0.050” provides the FSFT crack initiation time of 15,175 SFHRS.
39
DSTO-TN-0819
FCA361-WEB-1: Outer Wing Lower Front Web @ WS216
FSFT FCA 353 Largest Crack FCA 361 Pegged to 353 FSFT Failure
3.0
FSFT FSFT
2.5 Pegged to
Failure
Crack Length, a (in)
2.0
FCA353 Largest
Crack 1.196"
1.5
ai = 0.005"
1.0
SF =1.319
acrit = 3.0" *
0.5
0.0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000
Total Flying Hours
Figure 31 FASTRAN analysis for FCA361-WEB-1 Pegged to FCA353-12 Largest Crack
The resultant KN-TD for this crack initiation time can now be determined from Figure 32,
which can then be read across to provide the RAAF P-3C and AP-3C equivalent crack
initiation times. The resulting KN-TD for the 0.05” flaw size is presented in Table 10.
FCA353: Outer Wing Front Spar Lower Web - Cap/Web Splice

7.5
FSFT 353R
7
RAAF P-3C 353RDSTO
RAAF AP-3C 353RDSTO

6.5
6 Stress Factor = 1
5.5
KN-TD(0.05) = 4.82
Kn
4.5
3.5
2.5
1,000 10,000 100,000 1,000,000
SFHRS
Figure 32 FAMS fatigue life curves for FCA353-12
40
DSTO-TN-0819
Table 10 Determination of the test demonstrated KN (KN-TD) for 0.050"

0.05”
FSFT FASTRAN KN-TD
SFHRS AFHRS for RAAF P-3C RAAF AP-3C
Crack Size
Defect Found 0.050” Equivalent Equivalent
when found 4.82
(ttest) Crack AFHRS AFHRS
21,215 1.196* 15,175 20,400 28,300
*Double Edge Crack
5.5.2 FCA361-WEB-1 Crack Growth Modelling (Beta Factor Solution)
Now that the fatigue life of FCA353-12 has been determined, the crack growth lives for the
three spectra at FCA353-12 require calculation.
L-M modelled the crack growth for FCA361-WEB-1 in two phases, the first being the crack
growth from the hole to the EOP. The second phase of crack growth analysed the
continuing crack growth through the web. The L-M information associated with
generating the Phase 1 β solution for this location is presented in Figure 33. The stress
factor at this web location utilised by DSTO in this analysis is 1.319, which is the same
factor used by L-M as documented in CDRL A009 (see Table 4.5-1).
D=.188 t = .083
σFF
UP
Pf
.41
INBD
a
Crack,a
Crack,
Figure 33 Detailed schematic for Phase 1 crack growth of FCA361-WEB-1
The geometric configuration of the Phase 2 β solution from CDRL A009 is illustrated in
Figure 34. For the Phase 2 analysis at this location, L-M took into consideration the
restraining effect of the overlapping plate in generating the β solution.
41
DSTO-TN-0819
COMBI Code: 020205 in conjunction with FEM stress intensities
Web t = .094
a
D = .188
.41 Spar Cap t = .300
Figure 34 Detailed schematic for Phase 2 crack growth of FCA361-WEB-1
The crack growth curves obtained for the FSFT spectrum for FCA361-WEB-1 and the
RAAF FCA353 spectra using FCA361-WEB-1 Beta solutions are presented in Figure 35.
L-M conservatively terminated the crack growth plot in Figure 35 at a web crack length of
4.0”. L-M concluded that although the limit load web critical crack length is longer than
4.0” it is a concern that cracking of the spar cap could develop during the long web crack
growth interval. DSTO selected a termination crack length of 3.0” due to the observed
retardation of the AP-3C spectrum above 3.0” (Reference 1). DSTO concluded that there is
a deficiency in the FASTRAN prediction at the larger crack lengths and a 3.0” flaw would
be sufficient for fleet aircraft failure identification. The FASTRAN crack growth
retardation effects can been seen via the bump in the RAAF P-3C spectrum in Figure 35 at
9,000 AFHRS, which is due to a large load present in the spectrum.
42
DSTO-TN-0819
FCA353-12: Outer Wing Lower Front Web @ WS188 Using FCA361-WEB-1 CG Betas
FSFT RAAF AP-3C RAAF P-3C
3.0
FSFT 361-WEB-1
2.5
RAAF P-3C
353-12
2.0
Crack Length (in)
RAAF AP-3C
353-12
1.5
ai = 0.005"
1.0
SF =1.319
acrit = 3.0" *
0.5
0.0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000
Total Flying Hours
Figure 35 FASTRAN analysis for FCA353-12
The crack growth durations relevant to test interpretation of the above crack growth
curves are summarised in Table 11.
Table 11 FASTRAN results for FCA353-12 with FCA361-WEB-1 CG Beta Solutions
ai = 0.005”
acrit (DLL) = 3.00” (CDRL A009) 6
Stress Factor = 1.319
CG Life
CI Life (Hinit- Δa = 0.05 to Total Life Safe Life TL/3
Spectrum
0.05) (AFHRS) acrit (DLL) tinit+tCG (AFHRS) (AFHRS)
(AFHRS)
FSFT 15,175 9467 24,642 8,214
RAAF P-3C 20,400 7,797 28,197 9,399
RAAF AP-3C 28,300 9,039 37,339 12,446
6 Value of acrit reduced by DSTO due to retardation of AP-3C spectrum
43
DSTO-TN-0819
5.5.3 Results Summary
The structure at this location is classified as Multi-Load-Path and Fail Safe (MLP/F-S) to
80% Design Limit Load (DLL). Based on the analysis results above there may already be
cracks in the web at FCA353-12 on some RAAF P-3C aircraft. The USN fleet inspection
results indicate that web cracks can be expected around 10,000 AFHRS. The example
provided in this document in analysing a FCA not previously covered by the USN P-3C
SLAP or DSTO Test Interpretation process was selected to outline the method. Due to
some of the assumptions made during the process (ie crack growth Beta solution for
FCA361-WEB-1 used instead of determining correct Beta solution for FCA353-12) it is not
recommended that the final results be used to assign inspection thresholds and re-
occurring inspection intervals for this location on RAAF P-3C fleet aircraft. This solution
could be considered to be more conservative than what would be obtained at the WS188
location (FCA353-12) as the web is thicker and the stresses are lower, as there are no
additional stresses being introduced as occurs through the nacelle attachment plates at
WS188.
44
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6. Conclusions
The complete process of analysing a non-P-3C SLAP derived Fatigue Critical Area (FCA)
has been discussed in this report. The complete process consists of generating Stress-to-
Load Ratios (SLR) for the new FCA from the P-3C SLAP Finite Element Global Model
(N5721), uploading these SLRs to the P-3C SLAP Loads Database Interface and Spectra
Sequencing Tool (DBI/SST) to generate the FCA stress sequence and finally to perform
Fatigue Life (FAMS) and crack growth (FASTRAN) analysis at the new FCA.
The process follows the RAAF accepted DSTO Test Interpretation Methodology, which
can subsequently be used by Australian Defence Industry to conduct Damage Tolerance
Analysis of P-3C Orion Fatigue Critical Areas.
45
DSTO-TN-0819
7. Acknowledgements
The author would like to acknowledge the DSTO P-3C SLAP Team members who have all
contributed to the DSTO Test Interpretation Process and ultimately assisted in the creation
of this report.
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DSTO-TN-0819
8. References
1. DSTO-TR-1929, P-3C Service Life Assessment Program Australian Test

Interpretation Report for the USN Wing/Fuselage/Landing Gear Test Articles, B.
Teunisse, M. Phillips, D. Mongru, P. Jackson, E. Matricciani & D. Hartley, August
2006.
2. DSTO-TR-1856, “P-3C Service Life Assessment Program Australian Test
Interpretation Report for the Empennage Test Articles”, D. Hartley, P. Jackson, E.
Matricciani, B. Teunisse & M. Phillips, August 2005.
3. CDRL U003, P-3C FSFT Fatigue and Damage Tolerance Analysis, Volume 1 – FSFT
Correlation – Kn Re-baseline, November 2004, P-3C Service Life Assessment
Program Phase II/III, B.M. Shah, Lockheed Martin Corporation, LG04ER0112.
4. CDRL A009, P-3C FSFT Fatigue and Damage Tolerance Analysis, Volume 1 –
Fatigue Analysis, Revision B, November 2004, P-3C Service Life Assessment
Program Phase II/III, B.M. Shah, Lockheed Martin Corporation, LG99ER0112.
5. CDRL A009, P-3C FSFT Fatigue and Damage Tolerance Analysis, Volume II –
Damage Tolerance Analysis, Revision B, November 2004, P-3C Service Life
Assessment Program Phase II/III, Y.S. Kwon & E.J. Ferko, Lockheed Martin
Corporation, LG00ER0112.
6. DSTO-TR-1834, Computer Programs and Methodology used for DSTO P-3C SLAP
Test Interpretation, B. Teunisse, M. Phillips, P. Jackson, E. Matricciani, R.
Amarantunga, D. Hartley and D. Mongru, March 2006.
7. CDRL A003, “Finite Element Modelling,” March 1998, P-3 Fatigue Test Analysis
Phase 1, K. Thomas, Lockheed Martin, LG98ER0063, N0019 95-G-0208.
8. CDRL A003, “Internal Loads Report Volume I, Finite Element Model,” Revision A,
January 2002, P-3 Service Life Assessment Program Phase II/III, K. Thomas and
H. Smith, Lockheed Martin, LG00ER0081, N00019-99-C-1386.
9. CDRL A003, “Internal Loads Report Volume II, Finite Element Model Analysis,”
Revision A, January 2002, P-3 Service Life Assessment Program Phase II/III,
K. Thomas and H. Smith, Lockheed Martin, LG00ER0081, N00019 99-C-1386.
10. CDRL A003, Internal Loads Report, Volume III Stress-to-Load Ratio Development,
January 2002, P-3C Service Life Assessment Program Phase II/III, K. Thomas and
H. Smith, Lockheed Martin Corporation, LG00ER0081, Revision A.
11. CDRL A002, P-3C Full Scale Fatigue Test External Loads Report, Volume II – Flight
Loads, November 2002, P-3C Service Life Assessment Program Phase II/III, R.N.
Moon, T.E. Lewis, B.D. Goble, V.K. Sharma & C.C. McColl, Lockheed Martin
Corporation, LG00ER0027, Revision A.
12. CDRL A008, Fatigue and Damage Tolerance Analysis Methodology, P-3C Service
Life Assessment Program Phase II/III, E.J. Ferko, B.M. Shah & Y.S. Kwon,
Lockheed Martin Corporation, LG99ER0061, Revision A, December 2001.
13. DBI/SST Quick Start Guide, Copyright 2002-2006 Technical Data Analysis,
DBI/SST Version 2.3.2, Published April 2006.
47
DSTO-TN-0819
14. Requirements Document, Loads Database Interface & Spectra Sequencing Tool
(DBI/SST), Copyright 2002-2006 Technical Data Analysis, Document Number
TDA-DBI-02-001, DBI/SST Version 2.3.2, Published April 2006.
15. Technical Data Analysis Inc., Fatigue Analysis of Metallic Structures (FAMS),
Methodology Report for P-3 IAT, Technical Report TDA-TR-01102, March 2002.
16. Fatigue Analysis of Metallic Structures (FAMS), Computer Program
Documentation, No Reference data Available.
17. J.C. Newman, Jr., FASTRAN II – A Fatigue Crack Growth Structural Analysis
Program, NASA Technical Memorandum, February 1992 (Revised Copy).
18. J.C. Newman, Jr., Fatigue-Life Prediction Methodology Using a Crack-Closure
Model, Journal of Engineering Materials and Technology, October 1995, Vol.117.
19. CDRL U003, P-3C FSFT Fatigue and Damage Tolerance Analysis, Volume 2 – Crack
Regression Analysis, November 2004, P-3C Service Life Assessment Program Phase
II/III, Y.S. Kwon & E.J. Ferko, Lockheed Martin Corporation, LG04ER0112.
20. DSTO-DP-1062, P-3C Service Life Assessment Program User’s Guide to using
FAMS and FASTRAN, M. Phillips, August 2005.
21. DSTO-TR-1704, “Development of RAAF P-3C Fatigue Sequences for the P-3C SLAP
Test Interpretation – Part 1 & 2”, E. Matricciani and P. Jackson, April 2005.
22. CDRL A004, Phase I – P-3C Fatigue Test Analysis, Fatigue Analysis – Final Report,
D. J. Cannington, Lockheed Martin, LG98ER0125, June 1998.
23. Aerostructures Technologies, RAAF P-3C Fleet Configuration Review Volume I –
Wing Configuration, ER-P3-57-075, A. Harper, 25 October 1999.
24. Aerostructures Technologies, RAAF P-3C Configuration Review Volume II –
Fuselage Configuration, ER-P3-53-076, A. Harper, 25 October 1999.
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Appendix A Example SLR Generation for FCA301

This example is taken from Reference 6, which explains how to generate the SLR
information for FCA301 and import the new SLR information into the DBI/SST. This
methodology can be applied to any other FCA.
A.1. FE Model Generation of SLRs

Step 1. The first step involved in calculating the SLR for FCA301 is to identify both the
element and the ensemble associated with this FCA location. Using Reference 5, the FE
model element number for FCA301 is 4406535 and the ensemble that this element is
associated with is Ensemble_201. The ensemble initially identified to be a 200 series
ensemble because the element number starts with four, (4000000 series element is RH wing
while 3000000 series is for LH wing). Examining Figure A-1 and knowing that FCA301 is
located at BL65, Ensemble_201 should be used.
Figure A-1 Definition of ensembles for the MRS FE model
49
DSTO-TN-0819
Step 2. The second step is to copy the appropriate ensemble data files (all four flap
setting data files) to a working directory from which NASTRAN can be run, in addition to
the *.bdf files associated with model N5721 and the mrs directory. The following files were
saved to jayted (DSTO UNIX computer containing NASTRAN) under the following
directories:
Table A-1 Directory structure and files required for FCA301 SLR analysis
/ensemble_201/..
ensemble_201-00.dat ensemble_201-18.dat
ensemble_201-10.dat ensemble_201-40.dat
/Data/..
aileron_left.bdf flap18.bdf nac4.bdf
aileron_right.bdf flap40.bdf qec1.bdf
cords.bdf flap_left.bdf qec2.bdf
elevator.bdf flap_right.bdf qec3.bdf
empennage_door.bdf fuselage_frameprops.bdf qec4.bdf
empennage_frames.bdf fuselage_frames_020603.bdf rbe3_flap18_051601.bdf
empennage_grids.bdf fuselage_misc2_020603.bdf rudder.bdf
empennage_misc.bdf fuselage_skin2_020603.bdf snormspc.bdf
empennage_props.bdf fuselage_stringerprops.bdf unit_cabin_pressure_022603.fcards
empennage_skin.bdf fuselage_stringers3_020603.bdf vstab.bdf
empennage_stringers.bdf grids_020603.bdf wing_center.bdf
engine1.bdf hstab.bdf wing_edges_left.bdf
engine2.bdf landing_gear2.bdf wing_edges_props.bdf
engine3.bdf matls2.bdf wing_edges_right.bdf
engine4.bdf nac1.bdf wing_outer_left2.bdf
flap00.bdf nac2.bdf wing_outer_right2.bdf
flap10.bdf nac3.bdf wing_props3.bdf
/Data/mrs/..
engine1.bdf loadcases_ens101-00.casecc slr_rbe_v0307.bdf
engine2.bdf sic_points_release7.bdf slr_rbe_v0707.bdf
engine3.bdf sic_rbe3_040405.bdf slr_unit_forces.bdf
engine4.bdf slr_points.bdf
It is recommended that the *.bdf files be kept in a directory that is separate from the *.dat
files that are to be run. This keeps the storage of files neater and allows access to the files
for future analyses using other ensembles. It should be noted that files sic_rbe3_040405.bdf
and file slr_rbe_v0707.bdf are updated files that were sent to DSTO by Keith Thomas (L-M)
in 2005. These files contain minor modifications, but are not necessarily identified in the
ensemble data file. Both these files are stored in the /Data/mrs/ directory.
Step 3. The third step is to amend the data files that are to be run for the analysis, (all
four data files for wing ensembles). The information that pertains to the scratch command
is to be commented out, as shown in Table A-2.
Table A-2 Example of NASTRAN Text to Comment Out

INIT SCRATCH,LOGICAL=(SCRATCH(16100)),
SCR300=(SCR300(16100))
ASSIGN D1='/export/501r/scratch/des_p3.db1'
ASSIGN D2='/export/501r/scratch/des_p3.db2'
ASSIGN SCRATCH='/export/501r/scratch/desscratch'
ASSIGN SCR300='/export/501r/scratch/desscr300'
TIME 100
50
DSTO-TN-0819
The following steps required to extract SLR’s from the P-3C SLAP N5721 FEM were
obtained from Reference 2. The 200-series ensembles are used to extract out the lower
wing surface SLR’s. If these steps are followed a SLR file can be generated that can be
imported successfully into the DBI/SST.
1. Identify the FCA and its corresponding element number. If unsure of the element
number, refer to Reference 4.
2. Identify the appropriate ensemble number required for analysis (200-series for RH
wing which is the convention for all PhaseIIC wing SLRs).
3. Copy FE model files for MRS appropriate ensemble to computer with NASTRAN.
4. Open the “ensemble_20#-##.dat” file and perform the following steps.
a. Remove data file information not required.
b. Ensure that the appropriate element number is included in the output set.
c. Check all INCLUDE statements and ensure that all load paths are correct and that
all included files exist, (Note: Check the date/version of the data files. File
slr_rbe_v0707.bdf is the latest version of the SLR_rbe file, but currently is only called
for in the 200 series ensemble files.)
d. Alter ELSTRESS(SORT2) = 1 to ELSTRESS(PUNCH,PRINT,SORT2) = 1 NB.
ELSTRESS is equivalent to STRESS. This will ensure that the element stresses for
the elements defined under set1 are printed to the pch file and the f06 file.
5. Run the data file through NASTRAN
6. Copy the output pch file to a working directory.
7. Run the program SLR_pch_Sorter and obtain the output in the appropriate format.
The current version of this program (Version 1.20) is capable of outputting the
results as axial stresses for BAR elements and the axial stresses in the x and y
directions as well as the shear for QUAD4 elements. It should be noted that the
output value for the QUAD4 elements is the average of the upper and lower fibres
(Z1 and Z2). The source code for SLR_pch_Sorter is provided in Section A.3 of
Appendix A.
8. If this SLR is to be entered into the DBI/SST, then the output should contain both
the axial stress (x-direction) and the shear stress.
It is important to note that reference of file slr_rbe_v0307.bdf should be changed to

slr_rbe_v0707.bdf as failure to do so will result in inaccurate SLRs for certain Degrees of
Freedom (DOF). The ensemble_201-00.dat file after modification is presented in Table A-3.
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DSTO-TN-0819
Table A-3 Revised main data file, (ensemble_201-00.dat)
$ NASTRAN SYSTEM(210)=1
$ NASTRAN BUFFSIZE=16385
NASTRAN Q4TAPER=0.70
$ NASTRAN SCR300=1
ID N5721B,P3C $
APP DISP
SOL 101
$ TIME 1000
DIAG 8
CEND
TITLE = N5721-v0307 P-3C Airframe FEM STRESS/Load Ratios
SUBTITLE = Applied Unit Loads, Ensemble 201,FLAPS AT 0 DEG.
$ MAXLINES = 5000000
$
ECHO = NONE
$
MPC = 1
SPC = 1
$
SET 1=4106505,4406551,4106521,4400040,4404839,4404835,4406535,
4406542,4706505,4706536,4082421,4411939,4410135,4110109,
4100005,4100009,4110117,4110111
SET 2 = 4607237,4607239,4607241,4607243
ELFORCE = 2
STRESS(SORT2,PUNCH,PRINT) = 1
$
$------------------------------------------------------------------
$-- SUBCASE STRUCTURE FOR ENSEMBLE 201
$------------------------------------------------------------------
$
INCLUDE 'ens201.casecc'
$
BEGIN BULK
$--- SPC - RIGID BODY CONSTRAINT ON CENTER WING ---
$PC1 1 123 300035
$PC1 1 2 300060
$PC1 1 3 306560 406560
$--- SPC - RIGID BODY CONSTRAINT ON FUSELAGE ---
SPC1 7003 123456 28701 THRU 28706
SPC1 7003 123456 28801 THRU 28872
SPC1 7003 123456 28880 28874 28879 28885 28888
SPC1 7003 123456 28891 28980 29086 29087 29093 29094
SPC1 7003 123456 111700 THRU 111713
SPC1 7003 123456 111715 THRU 111725
SPC1 7003 123456 111727 THRU 111746
SPC1 7003 123456 111748 THRU 111758
SPC1 7003 123456 111760 THRU 111772
SPC1 7003 123456 111774 THRU 111799
INCLUDE '../data/mrs/sic_points_release7.bdf'
INCLUDE '../data/mrs/sic_rbe3_040405.bdf'
$---------------------------------------------------------
$--- ADD SLR FILES ---
INCLUDE '../data/mrs/slr_rbe_v0707.bdf'
INCLUDE '../data/mrs/slr_points.bdf'
INCLUDE '../data/mrs/slr_unit_forces.bdf'
$
$ARAM,POST,-1
PARAM,AUTOSPC,NO
PARAM,SNORM,15.0
PARAM,OMAXR,16384
PARAM,EPPRT,1.E-6
PARAM,MAXRATIO,1.E8
PARAM,GRDPNT,571
$
52
DSTO-TN-0819
Table A-3 Revised main data file, (ensemble_201-00.dat), Cont…

SPCADD 1 7003 7002
$--- SPC - RIGID BODY CONSTRAINT AT GEAR/GROUND CONTACT ---
SPC1 7001 3 3001503 3002503 3001213
SPC1 7001 2 3002722 3002732
SPC1 7001 1 3001711
$
$--- INCLUDES FOR v0307 FILES ---

INCLUDE '../data/snormspc.bdf'
$
INCLUDE '../data/wing_center.bdf'
INCLUDE '../data/wing_outer_left2.bdf'
INCLUDE '../data/wing_outer_right2.bdf'
INCLUDE '../data/wing_edges_left.bdf'
INCLUDE '../data/wing_edges_right.bdf'
INCLUDE '../data/wing_edges_props.bdf'
INCLUDE '../data/wing_props3.bdf'
$
INCLUDE '../data/flap_left.bdf'
INCLUDE '../data/flap_right.bdf'
INCLUDE '../data/flap00.bdf'
$NCLUDE '../data/flap10.bdf'
$
INCLUDE '../data/aileron_left.bdf'
INCLUDE '../data/aileron_right.bdf'
$
INCLUDE '../data/grids_020603.bdf'
$
INCLUDE '../data/fuselage_frames_020603.bdf'
INCLUDE '../data/fuselage_misc2_020603.bdf'
INCLUDE '../data/fuselage_skin2_020603.bdf'
INCLUDE '../data/fuselage_stringers3_020603.bdf'
INCLUDE '../data/fuselage_frameprops.bdf'
INCLUDE '../data/fuselage_stringerprops.bdf'
$
INCLUDE '../data/empennage_grids.bdf'
INCLUDE '../data/empennage_frames.bdf'
INCLUDE '../data/empennage_misc.bdf'
INCLUDE '../data/empennage_skin.bdf'
INCLUDE '../data/empennage_stringers.bdf'
INCLUDE '../data/empennage_props.bdf'
INCLUDE '../data/rudder.bdf'
INCLUDE '../data/elevator.bdf'
INCLUDE '../data/hstab.bdf'
INCLUDE '../data/vstab.bdf'
$
INCLUDE '../data/nac1.bdf'
INCLUDE '../data/qec1.bdf'
$ unit load point added to rigid engines:
INCLUDE '../data/mrs/engine1.bdf'
$
INCLUDE '../data/landing_gear2.bdf'
$
INCLUDE '../data/cords.bdf'
INCLUDE '../data/matls2.bdf'
$
ENDDATA
It should be noted that PUNCH,PRINT has been added to the command STRESS(SORT2)=1
so that the output results will be printed to the *.pch file.
53
DSTO-TN-0819
Step 4. Once the necessary changes have been made to all the ensemble *.dat files, each
file is analysed using NASTRAN. Once each file has been solved, the usual FE model
checks of EPSILON values and any error reports should be made.
Step 5. The calculated SLRs are printed to the *.pch files according to the unit loading
of each applicable DOF, (each ensemble DOF is documented in Reference 11). The
program SLR_pch_Sorter (Version 1.20) will read in the *.pch file and extract the
appropriate stresses for each DOF. Consequently, in order to run the program
SLR_pch_Sorter, the resulting *.pch files should be copied form jayted to a working
directory where SLR_pch_Sorter can be run. Ensure that if the analysis was for a wing
ensemble, all four flap setting punch files are copied. Table A-4 contains an extract of a
typical *.pch file.
Table A-4 Extract of punch output file (ensemble_201-00.pch)
$TITLE = N5721-V0307 P-3C AIRFRAME FEM STRESS/LOAD RATIOS 1

$SUBTITLE= APPLIED UNIT LOADS, ENSEMBLE 201,FLAPS AT 0 DEG. 2
$LABEL = UNIT LOAD ON SIC POINT 10628 DOF 1 3
$ELEMENT STRESSES 4
$REAL OUTPUT 5
$ELEMENT TYPE = 34 BAR 6
$ELEMENT ID = 4082421 IDENTIFIED BY SUBCASE 6
955 0.000000E+00 0.000000E+00 0.000000E+00 7
-CONT- 0.000000E+00 1.595555E-05 1.595555E-05 8
-CONT- 1.595555E-05 1 0.000000E+00 9
-CONT- 0.000000E+00 0.000000E+00 0.000000E+00 10
-CONT- 1.595555E-05 1.595555E-05 1 11
956 -0.000000E+00 -0.000000E+00 -0.000000E+00 12
-CONT- -0.000000E+00 -1.034569E-04 -1.034569E-04 13
-CONT- -1.034569E-04 1 0.000000E+00 14
-CONT- 0.000000E+00 0.000000E+00 0.000000E+00 15
-CONT- -1.034569E-04 -1.034569E-04 1 16
957 0.000000E+00 0.000000E+00 0.000000E+00 17
-CONT- 0.000000E+00 -2.333892E-05 -2.333892E-05 18
-CONT- -2.333892E-05 1 0.000000E+00 19
-CONT- 0.000000E+00 0.000000E+00 0.000000E+00 20
-CONT- -2.333892E-05 -2.333892E-05 1 21
958 0.000000E+00 0.000000E+00 0.000000E+00 22
-CONT- 0.000000E+00 -1.555742E-05 -1.555742E-05 23
-CONT- -1.555742E-05 1 -0.000000E+00 24
-CONT- -0.000000E+00 -0.000000E+00 -0.000000E+00 25
-CONT- -1.555742E-05 -1.555742E-05 1 26
The program SLR_pch_Sorter relies on direct text input by the user. A copy of the
FORTRAN source code for SLR_pch_Sorter (Version 1.20) is provided in Section A.3, and
can also be located in the //P3/bin/ directory on Erebus (DSTO Network Linux Computer). An
example of the SLR_pch_Sorter input requirements is illustrated in Table A-5. It should be
noted that if the SLRs are to be imported to the DBI/SST, it is recommended that the
axial_x and the shear_xy format be used for QUAD4 elements (option 3 in second menu).
Use of the other formats may result in a generated stress sequence that is significantly
different to the desired stress sequence.
54
DSTO-TN-0819
Table A-5 Example input into the program SLR_pch_Sorter
$ SLR_pch_Sorter
__________________________________________
| |
| SLR_pch_Sorter Version 1.20 |
| |
| Written By: M. Phillips (3 Oct 2005) |
|__________________________________________|
This program converts a *.pch file into the format

of component stresses per element and load case.
Do you wish to analyse all four wing pch output files? [y/n]: y
Please specify the punch file extension minus designation of flap settings:
(i.e. "ensemble_201"): ensemble_201
ensemble_201-00.pch
ensemble_201-10.pch
ensemble_201-18.pch
ensemble_201-40.pch
Please specify the filename of the output file: FCA301_DSTO_generated.slr
Output File Data Options:

_______________________________
| |
| 1. BAR elements only |
| 2. QUAD4 elements only |
| 3. BAR and QUAD4 elements |
| 4. Specific Element Number |
|_______________________________|
Please specify elements to be printed in output file [1,2,3,4]: 4
Please enter the specific finite element number to analyse (i.e. 4406535):
4406535
Output file QUAD4 stress option:

___________________________________________
| |
| 1. Axial X (DBI/SST Format) |
| 2. Axial Y (DBI/SST Format) |
| 3. Axial X and Shear (DBI/SST Format) |
| 4. Axial Y and Shear (DBI/SST Format) |
| 5. Shear XY (DBI/SST Format) |
| 6. Axial and Shear (NO Format) |
|___________________________________________|
Please specify the format of the QUAD4 element output [1 to 6]: 3
Please enter stress description for header of DBI/SST SLR file:

FCA301 Right Wing FEM SLRs generated by M. Phillips
Please specify the Stress ID you wish to write to the output to file
(limit = 8 characters): 301_DSTO
Does the element already exist in the DBI/SST [y/n]: y
Is there an axial or shear stress-pressure ratio [y/n]: y

Please specify the axial pressure ratio: -228.6
Please specify the shear pressure ratio: 0
The output file specified in Table A-5 was FCA301_generated.slr. An extract of this output
file is shown in Table A-6. This file can now be imported into the DBI/SST; however, the
®
file should be opened and saved using Wordpad or converted to Windows format prior
to attempting to upload this file to the DBI/SST.
55
DSTO-TN-0819
Table A-6 Extract from FCA301_generated.slr
FCA301 Right Wing FEM SLRs generated by M. Phillips

301_DSTO 301_DSTO -228.600000000000 0.000000000000000E+000
uncorrelated
955 0.140633E-03 -0.500129E-03
956 -0.873536E-02 0.232939E-01
957 0.344370E-01 -0.526214E-01
958 0.256317E-01 0.580422E-01
959 0.190559E-01 -0.227249E-01
960 0.438449E-02 -0.105335E-01
961 0.293993E-01 -0.120137E-01
962 0.283177E-01 -0.386483E-01
963 0.752186E-02 -0.121875E+00
964 0.149301E+00 0.110446E+00
965 0.230123E+00 0.134656E+00
966 0.300231E+00 0.133893E+00
967 0.383603E+00 0.967698E-01
982 -0.367561E-01 -0.776508E-02
983 0.429430E-01 0.670143E-01
984 0.139090E+00 0.115736E+00
985 0.240755E+00 0.124014E+00
986 0.604510E-01 -0.193272E-01
987 0.316261E-01 -0.498177E-02
988 0.326240E+00 0.100278E+00
989 0.372001E+00 0.804405E-01
1010 0.328426E-01 -0.442505E-01
1011 0.348629E-01 0.112915E-01
1012 0.934339E-01 0.209779E-01
1013 0.185701E+00 0.489643E-01
1014 0.278416E+00 0.271559E-01
1015 0.329169E+00 0.219652E-01
1031 0.632646E-03 -0.117907E-02
1032 -0.713438E-02 0.811451E-02
1033 0.979303E-02 -0.114063E-01
1034 0.443992E-01 -0.268119E-01
1035 0.718342E-01 -0.291902E-01
1036 0.131019E+00 -0.420095E-01
“ “ “
SOME DATA REMOVED
“ “ “
1790 0.942791E-01 -0.985869E-01
1791 0.445635E-01 -0.396360E-01
1792 0.172430E+00 -0.992164E-01
1793 0.405736E-01 -0.459797E-01
1794 0.158322E+00 -0.120582E+00
1795 0.216300E+00 -0.112887E+00
1796 0.200296E+00 -0.136034E+00
1828 0.305674E+00 -0.235117E-01
1829 0.208989E-02 -0.947638E-03
1830 0.108816E-02 0.128353E-02
1834 0.182416E-02 -0.260248E-03
1835 0.531117E-03 -0.513121E-03
1836 0.166294E-03 -0.371158E-04
1843 -0.384747E-03 -0.880261E-03
1844 0.208530E-02 -0.381864E-02
1845 -0.774585E-05 -0.244818E-05
1846 -0.756460E-05 0.134633E-04
1847 -0.144223E-05 -0.298010E-05
1848 -0.141946E-02 0.113610E-02
1849 0.201396E-02 -0.723873E-03
1850 0.121943E-05 0.254875E-06
1851 0.400632E-05 -0.143080E-05
1852 0.253542E-05 -0.190816E-05
56
DSTO-TN-0819
A.2. Uploading SLRs to the DBI/SST
To upload the new SLR data file to the DBI/SST, the following steps should be performed.
Start the DBI/SST and go to the Calculate Stresses page. Select the file that is to be
uploaded and then press the “upload” button. These steps are shown in Figure A-2 to
Figure A-4.
Figure A-2 Select “Calculate stresses” button
Figure A-3 Selection of SLR file
57
DSTO-TN-0819
Figure A-4 Upload of SLR file
Once the user has selected the upload option, the DBI/SST will upload the SLR data to the
appropriate database locations. It should be noted that this process will take quite a while
to perform and may be required to be uploaded overnight. The status of the upload can be
seen by selecting the “Check stress calc status” button, as shown in Figure A-5. A sample
of the status information shown by the DBI/SST is presented in Figure A-6.
Figure A-5 DBI/SST Main Menu
58
DSTO-TN-0819
Figure A-6 DBI/SST Check stress calc status page
Once the SLR data file is uploaded, the spectrum information can be generated for this
new FCA location. The generation of the FCA stress sequences utilise the data files that
are provided in Appendix I of Reference 21. This document should be consulted for
further information on stress sequence generation. The latest RAAF AP-3C DBI/SST input
files are also provided in Appendix C.
59
DSTO-TN-0819
A.3. Source Code for FORTRAN Program SLR_pch_Sorter
Table A.3.-1 Source Code for FORTRAN Program SLR_pch_Sorter

program SLR_pch_Sorter ! Version 1.10
c ___________________________________________
c | |
c | This program converts a NASTRAN *.pch |
c | file into a format that can be used |
c | by Excel for SLR generation. |
c |___________________________________________|
implicit none
character all_four
character(60) input_file ! string input file name is saved to
character(70) Input_00, Input_10, Input_18, Input_40
character(10) element_type1, element_type2
character(10) element_type3, element_type4
character element_exist
integer eof1, eof2, eof3, eof4
integer outputI(2000,2)
double precision outputD(2000,3)
character(10) element_type
character*60 output_file ! string output file name is saved to
character*10 text,text1,text2,text3
character check, answer
character*80 stress_description ! Description of SLR file
character*8 Stress_ID
integer file_check ! used to check that file esists in current directory.

integer i
integer element
integer element1, element2, element3, element4
integer subcase
integer menu
integer tmp
integer Element_No
integer menu_2
double precision press_ratio1, press_ratio2
do i=1,2000
outputI(i,1) = 0
outputI(i,2) = 0
outputD(i,1) = 0d0
outputD(i,2) = 0d0
outputD(i,3) = 0d0
enddo
write(*,*)
write(*,*)' __________________________________________'
write(*,*)' | |'
write(*,*)' | SLR_pch_Sorter Version 1.20 |'
write(*,*)' | |'
write(*,*)' | Written By: M. Phillips (3 Oct 2005) |'
write(*,*)' |__________________________________________|'
write(*,*)
write(*,*)
write(*,*)' This program converts a *.pch file into the format'
write(*,*)' of component stresses per element and load case.'
write(*,*)
write(*,'(a,$)')' Do you wish to analyse all four wing pch '

+ //'output files? [y/n]: '
read(*,*) all_four
60
DSTO-TN-0819
Table A.3.-1 Source Code for FORTRAN Program SLR_pch_Sorter (Cont’d..)

c ************************************
c read input file
c ************************************
if(all_four.eq.'y'.or.all_four.eq.'Y')then
write(*,*)
40 write(*,*)'Please specify the punch file extension'
+ //' minus designation of flap settings: '
write(*,'(a,$)')' (i.e. "ensemble_201"): '
read(*,*) input_file
Input_00 = input_file(1:len_trim(input_file)) // '-00.pch'

write(*,*) Input_00
write(*,*) Input_10
write(*,*) Input_18
write(*,*) Input_40
open(unit=100, status='old', file=Input_00, iostat=file_check)

if(file_check.ne.0)then
write(*,*)'The specified input file does not exist.',
+ Input_00
write(*,*)'The program has been terminated... Please '
+ //'check that the specified file name exists.'
goto 40
endif

write(*,*)'The following file name does not exist.',
+ Input_10
write(*,*)'Please ensure that file exists and rename '
+ //'if required.'
goto 99
endif
+ Input_18
+ //'if required.'
goto 99
endif
+ Input_40
+ //'if required.'
goto 99
endif
else
write(*,*)
write(*,'(a,$)')' Please specify the punch file name: '
read(*,*) input_file
open(unit=10, status='old', file=input_file,iostat=file_check)
if(file_check.ne.0)then ! checks file exists. if not then error

write(*,*)'The specified input file does not exist.' ! message is displayed
write(*,*)'The program has been terminated... Please '
+ //'check that the specified file name exists.'
goto 99
endif
endif
61
DSTO-TN-0819

c ************************************
c read output file
c ************************************
41 write(*,*)' '
write(*,'(a,$)')
+ ' Please specify the filename of the output file: '
read(*,*) output_file
open(unit=11, status='new', file=output_file, iostat=file_check)
if(file_check.ne.0)then ! checks file exists. if not then

error
write(*,*)'The specified ouput file already exists!' ! message is displayed
goto 41
endif
c ************************************
c determine output file options
c ************************************
write(*,*)' '
write(*,*)' Output File Data Options:'
write(*,*)' _______________________________'
write(*,*)' | |'
write(*,*)' | 1. BAR elements only |'
write(*,*)' | 2. QUAD4 elements only |'
write(*,*)' | 3. BAR and QUAD4 elements |'
write(*,*)' | 4. Specific Element Number |'
write(*,*)' |_______________________________|'
50 write(*,*)
write(*,'(a,$)')' Please specify elements to be printed in'
+ //' output file [1,2,3,4]: '
read(*,*) menu
if(menu.gt.4.or.menu.lt.1)then
write(*,*)' Incorrect menu number:'
goto 50
endif
if(menu.eq.4)then
write(*,*)
write(*,*)'Please enter the specific finite element '
+ //' number to analyse (i.e. 4406535):'
write(*,'(a,$)')' '
read(*,*) Element_No
endif
if(menu.ne.1)then
write(*,*)' '
write(*,*)' Output file QUAD4 stress option:'
write(*,*)' ___________________________________________'
write(*,*)' | |'
write(*,*)' | 1. Axial X (DBI/SST Format) |'
write(*,*)' | 2. Axial Y (DBI/SST Format) |'
write(*,*)' | 3. Axial X and Shear (DBI/SST Format) |'
write(*,*)' | 4. Axial Y and Shear (DBI/SST Format) |'
write(*,*)' | 5. Shear XY (DBI/SST Format) |'
write(*,*)' | 6. Axial and Shear (NO Format) |'
write(*,*)' |___________________________________________|'
55 write(*,*)
write(*,'(a,$)')' Please specify the format of the QUAD4'
+ //' element output [1 to 6]: '
read(*,*) menu_2
if(menu_2.gt.6.or.menu_2.lt.1)then
write(*,*)' Incorrect menu number:'
goto 55
endif
endif
62
DSTO-TN-0819

if(menu_2.ne.6)then
write(*,*)
write(*,*)'Please enter stress description for header'
+ //' of DBI/SST SLR file:'
write(*,'(a,$)')' '
read(*,19) stress_description
write(11,19) stress_description
write(*,*)
write(*,*)'Please specify the Stress ID you wish to'
+ //' write to the output to file'
write(*,'(a,$)')'(limit = 8 characters): '
read(*,*) Stress_ID
write(*,'(a,$)')' Does the element already exist in the '

+ //' DBI/SST [y/n]: '
read(*,*) element_exist
write(*,*)
write(*,'(a,$)')' Is there an axial or shear stress-pressure'
+ //' ratio [y/n]: '
read(*,*) answer
if(answer.eq.'y'.or.answer.eq.'Y')then
write(*,'(a,$)')' Please specify the axial pressure '
+ //'ratio: '
read(*,*) press_ratio1
write(*,'(a,$)')' Please specify the shear pressure '
+ //'ratio: '
read(*,*) press_ratio2
if(element_exist.eq.'y'.or.element_exist.eq.'Y')then
write(11,*) Stress_ID,' ', Stress_ID, press_ratio1,
+ press_ratio2
else
write(11,*) Stress_ID,' ', Element_No, press_ratio1,
+ press_ratio2
endif
elseif(element_exist.eq.'y'.or.element_exist.eq.'Y')then
write(11,*) Stress_ID,' ', Stress_ID
else
write(11,*) Stress_ID, Element_No
endif
write(11,*)'uncorrelated'
endif
c ************************************
c read data from input file
c ************************************
60 if(all_four.eq.'y'.or.all_four.eq.'Y')then
call read_pch_file(100, element_type1, element1, eof1)
if(element_type1.ne.element_type2)then
write(*,*)'ERROR1'
goto 99
elseif(element_type2.ne.element_type3)then
write(*,*)'ERROR2'
goto 99
elseif(element_type3.ne.element_type4)then
write(*,*)'ERROR3'
goto 99
elseif(element1.ne.element2)then
write(*,*)'ERROR4'
goto 99
write(*,*)'ERROR5'
goto 99
write(*,*)'ERROR6'
goto 99
endif
element_type = element_type1
element = element1
else
call read_pch_file(10, element_type, element, eof1)
endif
63
DSTO-TN-0819

if(eof1.eq.1) goto 99
if(menu.ne.4)then
if(element_type.eq.'BAR'.and.menu.ne.2)then
write(11,20) element, element_type
write(11,*) 'DOF, Stress X'
elseif(element_type.eq.'QUAD4'.and.menu.ne.1)then
write(11,*) 'DOF, Stress X, Stress Y, Shear XY'
endif
elseif(menu_2.eq.6)then
if(element_type.eq.'BAR'.and.menu.ne.2)then
write(11,*) 'DOF, Stress X'
elseif(element_type.eq.'QUAD4'.and.menu.ne.1)then
write(11,*) 'DOF, Stress X, Stress Y, Shear XY'
endif
endif
if(element_type.eq.'BAR')then
call bars(100, outputI, outputD, eof1)
if(eof1.eq.1)then
if(eof2.ne.1.or.eof3.ne.1.or.eof4.ne.1)then
write(*,*)'End of file error - BAR element!'
endif
endif
else
call bars(10, outputI(2000,2), outputD(2000,3), eof1)
endif
if(menu.ne.2)then
if(menu.eq.4.and.element.eq.Element_No)then
do i=1,2000
if(outputI(i,1).eq.1)then
write(11,21) outputI(i,2), outputD(i,1)
endif
enddo
elseif(menu.eq.4.and.element.ne.Element_No)then
c Nothing is printed
else
do i=1,2000
write(11,21) outputI(i,2), outputD(i,1)
endif
enddo
endif
do i=1,2000
outputI(i,1) = 0
outputI(i,2) = 0
outputD(i,1) = 0d0
outputD(i,2) = 0d0
outputD(i,3) = 0d0
enddo
endif
elseif(element_type.eq.'QUAD4')then
call quad4(100, outputI, outputD, eof1)
64
DSTO-TN-0819

if(eof1.eq.1)then
if(eof2.ne.1.or.eof3.ne.1.or.eof4.ne.1)then
write(*,*)'End of file error - QUAD4 element!'
endif
endif
else
call quad4(10, outputI(2000,2), outputD(2000,3), eof1)
endif
if(menu.ne.1)then
if(menu.eq.4.and.element.eq.Element_No)then
do i=1,2000
if(menu_2.eq.1)then
write(11,22) outputI(i,2),outputD(i,1),0d0
write(11,22) outputI(i,2),outputD(i,1),
+ outputD(i,3)
+ outputD(i,3)
write(11,22) outputI(i,2),0d0,outputD(i,3)
else
+ outputD(i,2), outputD(i,3)
endif
endif
enddo
elseif(menu.eq.4.and.element.ne.Element_No)then
c Nothing is printed
else
do i=1,2000
if(menu_2.eq.1)then
+ outputD(i,3)
+ outputD(i,3)
write(11,22) outputI(i,2),0d0,outputD(i,3)
else
+ outputD(i,2), outputD(i,3)
endif
endif
enddo
endif
do i=1,2000
outputI(i,1) = 0
outputI(i,2) = 0
outputD(i,1) = 0d0
outputD(i,2) = 0d0
outputD(i,3) = 0d0
enddo
endif
endif
if(eof1.eq.1)then
goto 99
else
goto 60
endif
19 format(a80)
20 format(2x, i8, ',', a8)
21 format(2x, i8, 2x, e14.6)
22 format(2x, i8, 2x, e14.6, 2x, e14.6)
23 format(2x, i8, ',', e14.6, ',', e14.6, ',', e14.6)
65
DSTO-TN-0819

99 close(10)
close(11)
stop
end
subroutine read_pch_file(read_file, element_type, element, eof)
c Input variables
integer read_file
c Returned variables
character(10) element_type
integer eof, element
c Other Variables
character(10) text,text1,text2,text3
80 eof = 0
read(read_file,*,end=97)text
if(text.eq.'$TITLE')then
do i=1,4
read(read_file,*)text
enddo
else
goto 80
endif
read(read_file,*)text,text1,text2,text3,element_type
read(read_file,*)text,text1,text2,element
goto 98
97 eof = 1
98 return
end
subroutine bars(read_file, outputI, outputD, eof)
c Input variables
integer read_file
character check
character*10 text
integer subcase, eof

double precision average_x
double precision SA1, SA2, SA3, SA4, SA_max, SA_min, MS_A
double precision SB1, SB2, SB3, SB4, SB_max, SB_min, MS_B
eof = 0
80 read(read_file,*,end=82) subcase, SA1, SA2, SA3
read(read_file,*) text, SA4, average_x, SA_max
read(read_file,*) text, SA_min, MS_A, SB1
read(read_file,*) text, SB2, SB3, SB4
read(read_file,*) text, SB_max, SB_min, MS_B
outputI(subcase,1) = 1
outputI(subcase,2) = subcase
outputD(subcase,1) = average_x
read(read_file,'(a)',end=81) check
backspace(read_file)
66
DSTO-TN-0819

if(check.ne.'$')then
goto 80
endif
goto 82
81 eof = 1
82 return
end
subroutine quad4(read_file, outputI, outputD, eof)
c Input variables
integer read_file
character check
character*10 text
integer subcase, eof
double precision fiber1, stress_x1, stress_y1, shear_xy1

double precision angle1, max_principal1, min_principal1
double precision von_mises1, von_mises2
double precision fiber2, stress_x2, stress_y2, shear_xy2
double precision angle2, max_principal2, min_principal2
double precision average_x, average_y, average_xy
eof = 0
85 read(read_file,*) subcase, fiber1, stress_x1, stress_y1
read(read_file,*) text, shear_xy1, angle1, max_principal1
read(read_file,*) text, min_principal1, von_mises1, fiber2
read(read_file,*) text, stress_x2, stress_y2, shear_xy2
read(read_file,*) text, angle2, max_principal2, min_principal2
read(read_file,*) text, von_mises2
average_x = (stress_x1+stress_x2)/2
average_y = (stress_y1+stress_y2)/2
average_xy = (shear_xy1+shear_xy2)/2
outputI(subcase,1) = 1
outputI(subcase,2) = subcase
outputD(subcase,1) = average_x
outputD(subcase,2) = average_y
outputD(subcase,3) = average_xy
read(read_file,'(a)',end=86) check
backspace(read_file)
if(check.ne.'$')then
goto 85
endif
goto 87
86 eof = 1
87 return
end
67
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68
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Appendix B RAAF Test Interpretation Methodology
B.1. Introduction
A test interpretation methodology for the RAAF P-3C fleet has been developed to ensure
that the results from the P-3 SLAP will enable the RAAF to continue to maintain the
airworthiness (safety) and durability (economics or cost of ownership) of their P-3C
airframes. To achieve this, a balance must be struck between airworthiness (determine
critical length of crack that must be found during inspections) and durability (inspect so
that only smaller cheaper repairs are required at longest possible inspection thresholds).
The test interpretation process must also ensure that Widespread Fatigue Damage (WFD)
does not occur as it can cause accelerated loss of residual strength and an increased
probability that not all cracking has been found.
The P-3 SLAP generated data was used to define component safe lives (non-inspection
period), inspection thresholds and intervals and other limits such as the onset of WFD.
The P-3 SLAP generated data includes a description of all fatigue cracking sites, crack
orientations, and an estimation of the criticality of each, the definition of the point of ‘crack
initiation’ as well as total fatigue life, crack growth curves and the definition of critical
crack lengths. The crack initiation and total fatigue lives are required in order to generate
the safe life or inspection-free service lives and the crack growth data is required so that
the total crack growth life and the period in which the crack is inspectable can be
determined. The ‘basic’ steps for RAAF interpretation for the management of the RAAF P-
3 fleet are:
a. Generation of fatigue crack data from the fatigue tests and supporting analyses,
taking into account any ‘overtesting’ or ‘undertesting’ resulting from deficiencies in
the testing process
b. Convert the cracking data to that under the RAAF characteristic usage, and
c. Generate fleet management requirements and options using accepted certification
requirements and standards.
The RAAF test interpretation methodology must also incorporate individual aircraft
tracking (IAT) of fatigue using the same methodology as test interpretation. More details
of the RAAF Test Interpretation Methodology can be found in Reference 1.
B.2. Previous RAAF P-3C Certification
The P-3 aircraft structural design originated as the Lockheed Electra, designed and
certified against the Civil Air Regulations CAR 4b (the predecessor of Federal
Airworthiness Regulations FAR 25). The structure was designed to a fail-safe philosophy,
with only limited components such as landing gear designed to a safe life. Although no
fatigue testing was carried out on the Electra structure, residual strength tests were
conducted. Upon development of the P-3, the USN required a FSFT. Accordingly, a FSFT
was conducted in the early 1960’s on the centre and outer wings of the P-3A. From the test
results a safe life (non-inspection) period was established, with L-M also providing limited
crack growth information for management of the aircraft post safe life. The original test
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results are the basis of the RAAF pre-SLAP fatigue damage tracking systems although, as
no failures occurred on the lower wing, the current critical locations on the lower wing
have been chosen analytically.
B.3. Current RAAF P-3C Certification

The Aircraft Structural Integrity Section of the Director General Technical Airworthiness
(ASI-DGTA) submitted a proposal to the Director General Technical Airworthiness
(DGTA) to amend the Certification Structural Design Standard by substituting CAR 4b
requirements with FAR 25.571 Amendment 25-95 for the fatigue management of the
aircraft via a Safety-By-Inspection (SBI) program beyond the current 100 Fatigue Life Index
(FLI) limit. The CAR 4b fail safe residual strength requirements were deemed insufficient
against which a SBI program could be developed. Accordingly, the RAAF has chosen FAR
25.571 as the successor to CAR 4b, with reference to the supporting Advisory Circular
(AC), AC25.571-1C and the Joint Services Specification Guide 2006 (JSSG 2006).
B.4. FAR 25 Requirements
FAR 25.571 states that a damage tolerance evaluation must be conducted on each part of
the structure that could contribute to a catastrophic failure. Based on the damage
tolerance evaluation, inspections must be established to prevent the residual strength of
the structure to reduce below limit load. Fatigue tests must be used to establish that WFD
will not occur within the design service goal of the aircraft, and the supporting AC25.571-
1C states that a test factor of 2 is needed to conclude with confidence that WFD will not
occur. The factor of 2 is a minimum and requires that the test loading is realistic, the
structural configuration is correct and the post-test teardown is exhaustive. AC25.571-1C
states that inspection thresholds for multiple load path structure can be established by
fatigue test plus analysis with appropriate scatter factors, or by crack growth using
‘appropriate initial manufacturing damage’. The definition of the damage state that can
exist at the inspection threshold is not explicitly stated. The residual strength capability
must be no less than DLL, but can also be defined as an ‘obvious partial failure’ such as
detectable skin cracks, severance of an interior frame element, or detectable failure of a
spar cap or web. By contrast, the inspection threshold for single load path structure, or for
multiple load path structure for which partial failure cannot be detected prior to failure of
the remaining structure, must be based on “maximum probable size of manufacturing or
service induced damage”, i.e. a ‘rogue’ flaw. If application of a damage tolerance
approach to a particular structure is impractical (for example for the undercarriage) then
analysis supported by test can be used to generate a safe life. AC25.571-1C states that a
minimum life factor is 3, but notes that many aspects of how representative the test is may
increase this basic factor.
B.5. DSTO Test Interpretation Approach Definition
The basis of the approach taken for the DSTO RAAF P-3 test interpretation is thus defined
as; that which will meet the requirements of FAR 25.571 and the guidance of AC 25.571-
1C, with consultation to other industry practices for help with some of the more detailed
aspects of the test interpretation process that are not explicit in the –1C such as safe life
70
DSTO-TN-0819
factor adjustments and initial flaw sizes. Fatigue life (to crack initiation), crack growth life
(from initiation to critical) and total life (crack initiation plus crack growth) are determined
by analysis, supported by the test results, for each FCA and any other additional analysis
location deemed significant for test interpretation. This information is then used to
determine the threshold for inspections and the recurring inspection interval.
B.6. Definition of Test Demonstrated ‘Crack Initiation’ Life
For RAAF interpretation, a test demonstrated ‘crack initiation’ life is defined as the time to
reach a crack size of 0.050 inches. This size is essentially a compromise between the ‘small
crack’ threshold size of, say, 0.010 inches and the minimum detectable crack size aNDI that
will be used to determine inspection intervals. Such a size is not so large that the slower
crack growth in the more severe spectra will bias the setting of the time to crack initiation.
The value of 0.050 inches is smaller than the value of 0.12 inches selected by Lockheed as
their nominal aNDI, being from a Eddy Current Surface Scan (ECSS) procedure around a
filled fastener hole. However 0.050 inches represents the aNDI value for a Bolt Hole Eddy
Current (BHEC) procedure, another common procedure for the P-3 in the past, and most
probably in the future. The 0.050 inch value will also be consistent with the aNDI value
used in the damage tolerance phase of the analysis.
B.7. Definition of Test Demonstrated ‘Total Life’

The total life of a failure location is the sum of its crack initiation and crack growth phases
up to the point of acceptable “extent of damage”. Very few, and perhaps only one failure
location will have progressed to total life at the end of each of the fatigue tests and so the
determination of this point will require the generation of the crack initiation time and a
crack growth curve. FAR 25.571 requires that the residual strength of the aircraft not fall
below DLL, but also allows an obvious partial failure to be defined as the extent of damage
limit. Thus for the P-3, which is of multi-load path design, the failure of one principal
element of that load path (i.e. spar cap or wing plank) is an obvious choice for a partial
failure. Such a condition may often result in a major fuel leak in wing structure and would
certainly involve significant repair with consequent economic and availability
consequences for the aircraft. Moreover, the subsequent time to fail the adjacent elements
and reach total collapse is likely to be insignificant in terms of the total life of the location.
The fracture of one primary element as the limiting condition is also consistent with L-M’s
approach. The crack size acrit will therefore be defined for this condition. For locations
that are subject to multi-site damage, where adjacent cracking influences the residual
strength of the element, that effect shall be taken account when determining acrit.
B.8. Structural Configuration
FAR 25.571-1C requires that the number of test specimens be considered. An accepted
approach is that a wing tip-to-tip test provides two results for each location that is
represented twice on the aircraft. The life factors require adjustment but the mean test life
must also be defined. Again, an accepted approach is that the mean test life is the log
mean of the port and starboard failures. For P-3 SLAP wing/fuselage test, symmetric
loading was applied. The RH wing was original structure, and the LH wing structure had
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undergone SRP. Results from the test showed that the different build standards are not a
significant feature, therefore left and right hand results could be averaged (after taking
into account pre-test usage) unless there is a known difference in structural configuration
or repair state. Similar symmetry could be applied to the two empennage tests (in the
Lockheed test the Horizontal Stabiliser (H-Stab) was new and in the DSTO test it was a
retired component, whilst the Vertical Stabiliser (V-Stab) is symmetrical by virtue of
symmetry of loading). Some build quality variation related issues have come to light, for
example dome nut hole edge distances on the front spar, and the H-Stab rear spar failure
location Kt. Where these variations were found, separate analysis was required. Given
the concern expressed about build quality and the possibility of corrosion initiated
cracking, the Lockheed approach of taking the earliest crack from either LH or RH sides is
used as opposed to the mean life approach. One aspect that will need to be considered for
each wing location is the accuracy placed upon the determination of pre-test usage. The
following criteria was therefore used to calculate the mean crack initiation and total lives
for each symmetric location:
a. Symmetric locations on wing, fuselage, tailplane and fin were assessed to provide
separate life estimates,
b. Evident build quality differences as well as RAAF/test article structural
configuration differences were assessed and lives and analysis locations adjusted
as necessary,
c. The uncertainty of the RH wing, fuselage and empennage pre-test usage was
considered and a conservative estimation (in terms of reduced life) used if needed,
d. The earlier life for symmetrical failures was used as the test life,
e. L-M pre-determined FCA locations that did not generate a failure shall were given
a mean crack initiation life determined from the end of test life.
For each analysed location, a key assessment is to determine if the configuration of that
location on the FSFT article corresponds to that of the RAAF fleet. This assessment
requires examination of the P-3 drawings and drilling down each assembly to the
appropriate part number. This assessment of the structural configuration difference was
performed and documented by Aerostructures in 1999 (see Reference 23 and 24). DSTO
did not perform an independent assessment of the structural configuration, but utilised
these references solely, unless additional fleet data was known. In each case, the source of
information has been referenced. It should be noted that the extent of the assessment of
the structural configuration is limited to the information presented in these reports and the
caveats mentioned at the start of each report.
B.9. Definition of Life Factors
AC25.571-1C provides a step-by-step process to be used for making a determination of the

fatigue life factors that are to be applied during an evaluation of the structure. Two paths
are provided (see AC25.571-1C Figure 1). The first is when loads, load paths and material
specification are all known or controlled, and test structure representativeness can be
taken into account in the analysis process. This path is regarded as applicable for the P-3
SLAP therefore only this path shall be examined further. In this path the Base Scatter
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DSTO-TN-0819
Factor (BSF) required for a safe-life is 3.0 and the following issues need to be considered
and the factor adjusted if required:
a. Material Fatigue Scatter. Material properties should be investigated if needed. It

is noted that the test scatter factor of 3 equates to the commonly accepted value of
standard deviation on log fatigue life of 0.11 for aluminium built up structure
(strictly 2.78 for a single test of two identical components each with a desired
probability of failure of 1/1000). Given the relatively high stress levels at the P-3C
FCAs, this value of standard deviation is regarded as appropriate and was used. It
is noted that Lockheed used a standard deviation of 0.2 in their P-3A analysis,
however this was developed from standard deviation values taken from in-service
histories that will have been based on flying hours and will therefore include an
element associated with scatter in a fleet about a mean usage severity.
b. Spectrum severity. The test loads spectrum is to be conservative when compared
to the service usage. The differences between the test spectrum and the RAAF
usage spectrum will be addressed by converting test lives to RAAF lives via fatigue
(and crack growth) analyses supported by coupon tests, rather that generating an
adjustment to the BSF. The RAAF spectra will represent a fleet mean severity, but
where some aspects of the spectra are uncertain, a conservative estimate will be
used.
c. Number of representative specimens. AC25.571-1C requires “well established
statistical methods”. Guidance on any necessary adjustments to the BSF for
different numbers of specimens will be taken from the ‘Bullen equation’.
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B.10. Definition of Inspection Intervals
AC25.571-1C states that detection of damage before it becomes critical is the ultimate
control in ensuring the damage tolerance characteristics of the structure, and that
operational experience and practicability of the inspections need to be taken into account.
Apart from this, no process guidance is given, so for determination of inspection intervals,
the JSSG 2006 guidance of a factor of 2 on the crack growth period between aNDI and acrit
was used. The aNDI value was set for the specific technique and is a value that is regarded
as giving a Probability of Detection (POD) of over 90% with 95% confidence.
B.11. Definition of Initial Flaw Sizes and Inspection Thresholds
AC25.571-1C provides the following guidance on the threshold for inspections:

a. For multiple load path structure which has demonstrated fail safety and can be
meaningfully inspected, then the inspection threshold can be established by
analysis and tests using “an appropriate factor”, or by crack growth analysis and
tests using appropriate initial manufacturing damage.
b. For single load path structure, or for multiple load path structure where inspection
cannot detect load path failures or partial failures, then the threshold should be
based on crack growth analysis and tests assuming an initial flaw of “maximum
probable size” (i.e. rogue flaw).
For the situation described in subparagraph a above, the likely flaw sizes or Equivalent
Initial Flaw (EIF) for “appropriate initial manufacturing damage” has recently been
explored by L-M. L-M investigated the use of aEIF =0.002 or 0.003 as an alternative to 0.005
as is more routinely done in DTAs. FASTRAN over predicted the test lives of some FCAs
and under predicted others. The current FCA analysis gives aEIF values varying between
0.0006 inches and 0.005 inches. The results were even more problematic when different
spectra from the FMS countries were investigated, suggesting that, as it currently stands,
FASTRAN is less able to predict fatigue durations based on growth from very small flaws
than the alternative strain-life or stress-life approaches. The basic analysis therefore used
the alternate option of an appropriate scatter factor on the results of the SLAP testing. The
safety criterion is the application of a factor of 3.0 to the calculated total life to determine a
‘safe-life’ or ‘non-inspection period’. As a significant portion of the total life is spent in
crack growth, this criterion can lead to relatively large (but still safe) cracks in the
structure. Therefore, in addition to the safety criteria, an economic based inspection
threshold was also calculated based on the likely detection of small cracks that can be
easily repaired. To provide for a sufficient but not overly conservative (and costly)
threshold for inspection of fleet aircraft, a factor of two (based on one in 40 probability
with S.D. = 0.11) was applied to the test demonstrated life at crack sizes of 0.05 inches and
0.12 inches, ie relating to the aNDI values of the two most common likely inspection
methods, BHEC and ECSS.
For the situation described in subparagraph b above, the JSSG 2006/Mil-Spec-83444 rogue
flaw of 0.050 inches was used.
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B.12. The Process for RAAF Test Interpretation
The RAAF test interpretation methodology is applied by conducting a consistent process

for each failure location on each test. Additionally, aligning this process as much as
possible with the process being conducted and reported by L-M will aid in the conduct
and verification of the results. The accepted process is described in the following steps:
Step 1. Definition of Locations to be Analysed. Each failure recorded during each SLAP
fatigue test and during teardown was assessed for criticality. All primary
structure locations were further evaluated. Secondary structure failures were
discarded unless they were considered “maintenance significant” and worthy of
being included in the structural integrity management documents (maintenance
and inspection requirements) for the aircraft, or, where the secondary failure will
lead to an accelerated primary structure failure. All previously defined FCA
locations were retained for evaluation. Structural configuration differences
between the test articles and the RAAF fleet were checked and any build quality
issues resulting from test failures or fleet results taken into account.
Step 2. Calculation of Crack Initiation, Crack Growth and Total Life. For each FCA
location, generate a FAMS Kn versus life curve and a FASTRAN crack growth
curve. Critical crack length, acrit, is determined based on failure of the first
primary element, modified if required by multi-site damage requirements. The
FAMS based crack initiation life is defined (as discussed previously) as equating to
a crack length of 0.05 inches. For locations which did not crack or fail on a test, or if
the detected crack size at the end of the test was less than 0.05 inches, the end of
test time is taken as the time at which a crack of 0.05 inches exists. For locations
which did crack or fail on a test, and where the crack size exceeded 0.05 inches, the
FASTRAN crack growth curve was used to determine the time the crack would
have taken to grow from 0.05 inches to the size at the end of the test. This
information was then used to determine the test time at which a crack of 0.05
inches would have existed. A test demonstrated Kn (KnTD) was then determined by
reading off the Kn versus life curve to find the Kn value which corresponds to the
test demonstrated life (at 0.05 inches). The crack growth life is based on the
FASTRAN analysis from 0.05 inches to critical. The total life is the sum of the crack
initiation and growth lives.
Step 3. Calculation of Unfactored Inspection threshold and intervals. For each analysis
location, generate the crack growth periods from ainit = 0.050 inches and 0.12 inches
out to acrit. Although not to be used in the basic interpretation, generate the crack
growth period from a = 0.005 to a=0.05 inches for use in alternative methods.
Step 4. Generate the RAAF average usage stress spectra for each analysis location and
produce a FAMS Kn versus life curve and a FASTRAN crack growth curve.
Determine the unfactored crack initiation life using the test demonstrated KnTD
obtained from Step 2. Calculate total life. Calculated the unfactored inspection
intervals from ainit = 0.050 inches and 0.12 inches.
75
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Step 5. For each analysis location, apply the test factors described above to generate test
demonstrated safe lives, inspection thresholds (both the safety criteria and the
economic criteria) and inspection intervals. Use the above information to
determine a list of critical locations in priority order.
Step 6. For each analysis location, review the RAAF in-service airworthiness management
options available (safety by inspection or safety by retirement) and make
recommendations. Include assessments of the impact of widespread fatigue
damage. Modify the inspection intervals based on a review of the NDI techniques
that will be used in the RAAF fleet to take account of any variation in aNDI that may
be necessary due to alternative techniques or location specific issues. Make
recommendations on the overall structural durability and economic life limits from
a review of the overall structural cracking on each major component (wing,
fuselage, tailplane, fin, main landing gear and nose landing gear).
Figure B 1 and Figure B 2 graphically present the process of determining inspection

intervals and thresholds (as described above). The process as described here was
performed and the results are detailed in Reference 1.
FASTRAN
For multi load path structure
calibration by fracto
Hthreshold = Total Life / 3
and/or coupons
Total Life FCA163-2 FASTRAN Analysis
DSTO FASTRAN USN Fracto
CGAP
0.50
0.45
Crack initiation life Crack growth life 0.40
0.35
Half-Crack Length (in)
0.30
0.25
0.20
0.15
0.10
Hthresh for single load path

0.05
0.00
20000 25000 30000 35000 40000 45000 50000
Total Flying Hours
structure = (Hcrit – Hinit)/2

acrit
Crack length a
Economic Peg to test result

Hthreshold for
multi load
path structure
= Hinit /2 Crack detection
aNDI For ainit=0.05 on fatigue test
0.050” and 0.12
inches
Hinit Hcrit Hours

(test + pre-test)
Inspection interval = (Hcrit – HNDI)/2
HNDI
Figure B 1 DSTO Method of Determining Inspection Intervals
76
DSTO-TN-0819
Time to Crack Initiation

FCA - xxx
KnTD
RAAF Average
FSFT
Hours
Hinit FSFT Hinit RAAF average
Recurring Inspection Interval
acrit
Crack
length a
or 2a
aNDI
RAAF Inspection interval x 2
Hours
Figure B 2 DSTO Method of Determining Inspection Thresholds
77
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78
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Appendix C RAAF AP-3C DBI/SST Input Files
C.1. RAAF AP-3C Mission Mix File (MMF)

# *********************************************************
# Version February 2005
# RAAF Mission Mix File (MMF):
# All lines beginning with # are comments.
# RAAF AP-3C Mission Mix File for "15,000" flight Hours
# *********************************************************
# *********************************************************
# Miss. No. RAAF Missions Total Missions
# 1 "Mission 1A - INSTEX, Short Duration" 30
# 2 "Mission 1B - INSTEX, Medium Duration" 38
# 3 Mission 1C - TACEX + Harpoon 25
# 4 "Mission 1CC - INSTEX, Medium Duration" 27
# 5 "Mission 1D - INSTEX, Short Duration" 82
# 6 "Mission 1E - INSTEX, Medium Duration" 86
# 7 "Mission 1F - PCT, Short Duration" 26
# 8 "Mission 1G - PCT, Medium Duration" 91
# 9 "Mission 1H - PCT, Medium Duration" 44
# 10 Mission 2A - Anti-Submarine Warfare 13
# 11 Mission 2AA - Anti-Submarine Warfare 19
# 12 Mission 2B - Curtailed Anti-Submarine Warfare 8
# 13 Mission 2BB - Curtailed Anti-Submarine Warfare 1
# 14 Mission 2C - Anti-Submarine Warfare 17
# 15 Mission 2CC - Anti-Submarine Warfare 53
# 16 Mission 2D - Anti-Submarine Warfare 10
# 17 Mission 2DD - Anti-Submarine Warfare 87
# 18 Mission 2E - Anti-Submarine Warfare 2
# 19 Mission 2EE - Anti-Submarine Warfare 36
# 20 Mission 2F - Anti-Submarine Warfare 2
# 21 Mission 2FF - Anti-Submarine Warfare 15
# 22 Mission 3A - Short Duration 4
# 23 Mission 3B - Medium Duration 1
# 24 Mission 3C - Long Duration 1
# 25 "Mission 4A - Patrol, Search & Fisheries Surveillance" 81
# 26 "Mission 4AA - Curtailed Patrol, Search & Fisheries Sur" 81
# 27 "Mission 4B - Patrol, Search & Fisheries Surveillance" 48
# 28 "Mission 4BB - Patrol, Search & Fisheries Surveillance" 278
# 29 "Mission 4C - Patrol, Search & Fisheries Surveillance" 20
# 30 "Mission 4CC - Patrol, Search & Fisheries Surveillance" 398
# 31 "Mission 4D - Patrol, Search & Fisheries Surveillance" 8
# 32 "Mission 4DD - Patrol, Search & Fisheries Surveillance" 159
# 33 Mission 6A - Harpoon 1
# 34 Mission 7A - Transit 111
# 35 "Mission 7B - Transit, Short Duration" 302
# 36 "Mission 7C - Transit, Medium Duration" 202
# 37 "Mission 7D - Transit, Long Duration" 265
# 38 Mission 8A - SLEPII Display Flight 9
# *********************************************************
MMF_01 "RAAF AP-3C 15,000 Hour mission mix; ref = Aerostructures"
1 0 (runOption initialSeeding)
cross-randomize
Mission_01 30
Mission_02 38
Mission_03 25
Mission_04 27
Mission_05 82
Mission_06 86
Mission_07 26
Mission_08 91
Mission_09 44
Mission_10 13
Mission_11 19
Mission_12 8
Mission_13 1
Mission_14 17
Mission_15 53
Mission_16 10
Mission_17 87
Mission_18 2
Mission_19 36
Mission_20 2
Mission_21 15
Mission_22 4
Mission_23 1
Mission_24 1
Mission_25 81
Mission_26 81
Mission_27 48
Mission_28 278
Mission_29 20
Mission_30 398
79
DSTO-TN-0819
Mission_31 8
Mission_32 159
Mission_33 1
Mission_34 111
Mission_35 302
Mission_36 202
Mission_37 265
Mission_38 9
EOR
# Enter individual mission order (options 2 and 3 only; ignored in

option 1):
# Note: mission occurrences must sum up to totals given above.
EOF
# Sample option 3 (to "use," remove text given above and uncomment):
# "mission," "flight," "buffet," "landing," "taxi," "braking," "turning," pivot severities
# Mission_01 A E A D A C B
# Mission_03 B E B D B C B
# Mission_01 C E C D B C A
# Mission_03 D D D C B C B
# Mission_01 D D D D B C B
# Mission_01 E C D C B B B
# Mission_01 E B D B B B B
# Mission_03 E A C A B A B
# EOF
C.2. RAAF AP-3C Mission Definition File (MDF)

# *********************************************************
# RAAF Mission Definition File (MDF):
# RAAF AP-3C "15,000" Hour Mission Profiles
# *********************************************************
# Valid load sources (third column of each segment row):
# 10 flight - climbout (symm/asymm/vg/lg)
# 20 flight - cruise (symm/asymm/vg/lg)
# 40 flight - traffic (symm/asymm/vg/lg)
# 50 flight - approach (symm/asymm/vg/lg)
# 61 buffet
# 66 abrupt manoeuvre
# 72 taxi - takeoff
# 75 taxi - rollout
# 82 landing impact
# 91 turning
# 92 braking
# 93 pivot
#
# *********************************************************
# *********************************************************
# General comments:
# #NAME? impact duration must = 1
# #NAME? flight segments must contain airspeed and altitude
# #NAME? must = "'mach'," "'vcas'," "'veas'," or 'vtas'
#
# *********************************************************
# Mission format:
# name airspeedUnits description
# segment segName loadSrc criteriaSrc durationMin grossWt fuelWt intStrWt extStrWt foam airspd
altitude
# *********************************************************
# *********************************************************
# 1 P-3C J "1A-INSTEX," SHRT "DUR," ONE LND 71.5 T 62

Mission_01 mach RAAF Mission profile #1A; ref = Aerostructures ER-P3-ASM199
1 LT-TURN 91 191 0.12 100800 28900 370a 0 N
2 RT-TURN 91 1911 0.12 100800 28900 370a 0 N
3 TAXI 72 171 5 100800 28900 370a 0 N
4 TAKEOFF 72 172 0.513 100800 28900 370a 0 N
5 ABRUPTMNVR 66 0 1 100800 28900 370a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 100762.5 28862.5 370a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 100702.5 28802.5 370a 0 N 0.326
1500
8 CLIMB 20 151.251.301.401 0.9 100646.3 28746.3 370a 0 N 0.339
3750
9 CLIMB 20 151.251.301.401 2 100537.5 28637.5 370a 0 N 0.363
7500
10 CLIMB 20 151.251.301.401 0.884 100429.4 28529.4 370a 0 N 0.388
11000
11 CRUISE 20 151.251.301.401 23.3 99522.5 27622.5 370a 0 N 0.46
12000
12 DESCENT 20 151.251.301.401 1.17647 98604.6 26704.6 370a 0 N 0.461
11000
80
DSTO-TN-0819
13 DESCENT 20 151.251.301.401 3.84615 98416.2 26516.2 370a 0 N 0.432

7500
14 DESCENT 20 151.251.301.401 1.53846 98214.3 26314.3 370a 0 N 0.406
4000
15 CRUISE 20 151.251.301.401 3 98044.1 26144.1 370a 0 N 0.351
3000
16 APPROACH 50 151.251.301.401 5 97744.1 25844.1 370a 0 N 0.249
1650
17 CRUISE 20 151.251.301.401 2 97481.6 25581.6 370a 0 N 0.251 300
18 CLIMBOUT 10 151.251.301.401 0.4 97391.6 25491.6 370a 0 N 0.32 400
19 CLIMB 20 151.251.301.401 0.6 97354.1 25454.1 370a 0 N 0.326
1500
20 CLIMB 20 151.251.301.401 0.9 97297.9 25397.9 370a 0 N 0.339
3750
21 CLIMB 20 151.251.301.401 1.9145 97192.3 25292.3 370a 0 N 0.363
7500
22 CLIMB 20 151.251.301.401 0.82768 97089.5 25189.5 370a 0 N 0.388
11000
23 CRUISE 20 151.251.301.401 23.3 96184.7 24284.7 370a 0 N 0.451
12000
24 DESCENT 20 151.251.301.401 1.17647 95266.8 23366.8 370a 0 N 0.461
11000
25 DESCENT 20 151.251.301.401 3.84615 95122.6 23222.6 370a 0 N 0.432
7500
26 DESCENT 20 151.251.301.401 1.53846 94964.8 23064.8 370a 0 N 0.406
4000
27 CRUISE 20 151.251.301.401 3 94794.6 22894.6 370a 0 N 0.351
3000
28 APPROACH 50 151.251.301.401 6 94457.1 22557.1 370a 0 N 0.248
1500
29 FS-LDG 82 182 1 94232.1 22332.1 370a 0 N
30 ROLLOUT 75 175 0.512 94232.1 22332.1 370a 0 N
31 TAXI 75 171 5 94232.1 22332.1 370a 0 N
32 LT-TURN 91 191 0.12 94232.1 22332.1 370a 0 N
33 RT-TURN 91 1911 0.12 94232.1 22332.1 370a 0 N
34 HARD-BRK 92 192 0.12 94232.1 22332.1 370a 0 N
35 LT-TURN 91 191 0.12 94232.1 22332.1 370a 0 N
36 SOFT-BRK 92 1922 0.11 94232.1 22332.1 370a 0 N
EOR
# "2 P-3C J 1B-INSTEX, MED DUR, ONE LND 71.5 T 99"
Mission_02 mach RAAF Mission profile #1B; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 106300 34200 640a 0 N
2 RT-TURN 91 1911 0.12 106300 34200 640a 0 N
3 TAXI 72 171 5 106300 34200 640a 0 N
4 TAKEOFF 72 172 0.513 106300 34200 640a 0 N
5 ABRUPTMNVR 66 0 1 106300 34200 640a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 106262.5 34162.5 640a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 106202.5 34102.5 640a 0 N 0.311
1500
8 CLIMB 20 151.251.301.401 0.9 106146.3 34046.3 640a 0 N 0.323
3750
9 CLIMB 20 151.251.301.401 2.12656 106032.8 33932.8 640a 0 N 0.346
7500
10 CLIMB 20 151.251.301.401 5.5 105746.8 33646.8 640a 0 N 0.399
15000
11 CRUISE 20 151.251.301.401 42.2 103958 31858 640a 0 N 0.526
20000
12 DESCENT 20 151.251.301.401 5.88235 102154.9 30054.9 640a 0 N 0.497
15000
13 DESCENT 20 151.251.301.401 3.84615 101790.1 29690.1 640a 0 N 0.432
7500
14 DESCENT 20 151.251.301.401 1.53846 101588.2 29488.2 590a 0 N 0.406
4000
15 CRUISE 20 151.251.301.401 3 101418 29318 590a 0 N 0.351
3000
16 APPROACH 50 151.251.301.401 5 101118 29018 590a 0 N 0.249
1650
17 CRUISE 20 151.251.301.401 2 100855.5 28755.5 590a 0 N 0.251 300
18 CLIMBOUT 10 151.251.301.401 0.4 100765.5 28665.5 590a 0 N 0.251 400
19 CLIMB 20 151.251.301.401 0.6 100728 28628 590a 0 N 0.311
1500
20 CLIMB 20 151.251.301.401 0.9 100671.7 28571.7 590a 0 N 0.323
3750
21 CLIMB 20 151.251.301.401 2 100563 28463 590a 0 N 0.346
7500
22 CLIMB 20 151.251.301.401 4.9 100304.2 28204.2 590a 0 N 0.399
15000
23 CLIMB 20 151.251.301.401 1.09238 100079.5 27979.5 590a 0 N 0.449
21000
24 CRUISE 20 151.251.301.401 42.2 98456.1 26356.1 590a 0 N 0.525
22000
25 DESCENT 20 151.251.301.401 1.17647 96829.4 24729.4 590a 0 N 0.558
21000
26 DESCENT 20 151.251.301.401 5.88235 96564.7 24464.7 590a 0 N 0.497
15000
27 DESCENT 20 151.251.301.401 3.84615 96199.9 24099.9 590a 0 N 0.432
7500
28 DESCENT 20 151.251.301.401 1.53846 95998 23898 590a 0 N 0.406
4000
29 CRUISE 20 151.251.301.401 3 95827.8 23727.8 590a 0 N 0.351
3000
81
DSTO-TN-0819
30 APPROACH 50 151.251.301.401 5 95527.8 23427.8 590a 0 N 0.249

1650
31 CRUISE 20 151.251.301.401 2 95265.3 23165.3 590a 0 N 0.251 300
32 CLIMBOUT 10 151.251.301.401 0.4 95175.3 23075.3 590a 0 N 0.251 400
33 CLIMB 20 151.251.301.401 0.6 95137.8 23037.8 590a 0 N 0.311
1500
34 CLIMB 20 151.251.301.401 0.9 95081.5 22981.5 590a 0 N 0.323
3750
35 CLIMB 20 151.251.301.401 1.89531 94976.7 22876.7 590a 0 N 0.346
7500
36 CLIMB 20 151.251.301.401 4.312 94744 22644 590a 0 N 0.399
15000
37 CLIMB 20 151.251.301.401 1.93312 94509.8 22409.8 590a 0 N 0.459
22000
38 CRUISE 20 151.251.301.401 42.2 92854.8 20754.8 590a 0 N 0.535
24000
39 DESCENT 20 151.251.301.401 2.35294 91184 19084 590a 0 N 0.569
22000
40 DESCENT 20 151.251.301.401 5.88235 90875.2 18775.2 590a 0 N 0.497
15000
41 DESCENT 20 151.251.301.401 3.84615 90510.4 18410.4 590a 0 N 0.432
7500
42 DESCENT 20 151.251.301.401 1.53846 90308.5 18208.5 590a 0 N 0.406
4000
43 CRUISE 20 151.251.301.401 3 90138.3 18038.3 590a 0 N 0.351
3000
44 APPROACH 50 151.251.301.401 6 89800.8 17700.8 590a 0 N 0.248
1500
45 FS-LDG 82 182 1 89575.8 17475.8 590a 0 N
46 ROLLOUT 75 175 0.512 89575.8 17475.8 590a 0 N
47 TAXI 75 171 5 89575.8 17475.8 590a 0 N
48 LT-TURN 91 191 0.12 89575.8 17475.8 590a 0 N
49 RT-TURN 91 1911 0.12 89575.8 17475.8 590a 0 N
50 HARD-BRK 92 192 0.12 89575.8 17475.8 590a 0 N
51 LT-TURN 91 191 0.12 89575.8 17475.8 590a 0 N
52 SOFT-BRK 92 1922 0.11 89575.8 17475.8 590a 0 N
EOR
# "3 P-3C J 1C-TACEX + HARPOON, ONE LND 71.5 T"
Mission_03 mach RAAF Mission profile #1C; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 115100 42400 1160a 0 N
2 RT-TURN 91 1911 0.12 115100 42400 1160a 0 N
3 TAXI 72 171 5 115100 42400 1160a 0 N
4 TAKEOFF 72 172 0.513 115100 42400 1160a 0 N
5 ABRUPTMNVR 66 0 1 115100 42400 1160a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 115054.2 42354.2 1160a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 114980.8 42280.8 1160a 0 N 0.342
1500
8 CLIMB 20 151.251.301.401 0.9 114912.1 42212.1 1160a 0 N 0.356
3750
9 CLIMB 20 151.251.301.401 1.38281 114807.5 42107.5 1160a 0 N 0.374
6500
10 CRUISE 20 151.251.301.401 35 113139.9 40439.9 1160a 0 N 0.445
8000
11 DESCENT 20 151.251.301.401 2.30769 111430 38730 1160a 0 N 0.424
6500
12 DESCENT 20 151.251.301.401 1.92308 111236.1 38536.1 1160a 0 N 0.404
3750
13 DESCENT 20 151.251.301.401 1.15385 111095 38395 1160a 0 N 0.39
1750
14 DESCENT 20 151.251.301.401 0.38462 111024.5 38324.5 1160a 0 N 0.383 750
15 CRUISE 20 151.251.301.401 28 109723.6 37023.6 1160a 0 N 0.397 500
16 CLIMB 20 151.251.301.401 0.1 108435.6 35735.6 1160a 0 N 0.337 750
17 CLIMB 20 151.251.301.401 0.5 108408.1 35708.1 1160a 0 N 0.343
1750
18 CLIMB 20 151.251.301.401 0.2 108376.1 35676.1 800a 0 N 0.349
2750
19 CRUISE 20 151.251.301.401 50 106075.2 33375.2 800a 0 N 0.398
3000
20 CRUISE 20 151.251.301.401 5 103554.4 30854.4 800a 0 N 0.478
3000
21 DESCENT 20 151.251.301.401 0.38462 103307.6 30607.6 800a 0 N 0.397
2750
22 DESCENT 20 151.251.301.401 1.15385 103237.1 30537.1 800a 0 N 0.39
1750
23 DESCENT 20 151.251.301.401 0.38462 103166.6 30466.6 800a 0 N 0.383 750
24 CRUISE 20 151.251.301.401 50 100857.3 28157.3 800a 0 N 0.328 500
25 CLIMB 20 151.251.301.401 0.1 98561 25861 800a 0 N 0.337 750
26 CLIMB 20 151.251.301.401 0.2 98547.3 25847.3 800a 0 N 0.34
1250
27 CRUISE 20 151.251.301.401 40 96704.8 24004.8 800a 0 N 0.311
1500
28 CRUISE 20 151.251.301.401 33.7 93326.9 20626.9 800a 0 N 0.312
1500
29 DESCENT 20 151.251.301.401 0.38462 91764.7 19064.7 800a 0 N 0.386
1250
30 CRUISE 20 151.251.301.401 60 88997 16297 800a 0 N 0.354
1000
31 CLIMB 20 151.251.301.401 0.5 86224.1 13524.1 800a 0 N 0.343
1750
32 CLIMB 20 151.251.301.401 0.9 86159.9 13459.9 800a 0 N 0.356
3750
82
DSTO-TN-0819
33 CLIMB 20 151.251.301.401 1.04808 86070.7 13370.7 800a 0 N 0.374

6500
34 CRUISE 20 151.251.301.401 25 84876.8 12176.8 800a 0 N 0.436
8000
35 DESCENT 20 151.251.301.401 2.30769 83625.2 10925.2 800a 0 N 0.424
6500
36 DESCENT 20 151.251.301.401 1.53846 83448.9 10748.9 800a 0 N 0.406
4000
37 CRUISE 20 151.251.301.401 3 83240.9 10540.9 800a 0 N 0.351
3000
38 APPROACH 50 151.251.301.401 6 82828.4 10128.4 800a 0 N 0.248
1500
39 FS-LDG 82 182 1 82553.4 9853.4 800a 0 N
40 ROLLOUT 75 175 0.512 82553.4 9853.4 800a 0 N
41 TAXI 75 171 5 82553.4 9853.4 800a 0 N
42 LT-TURN 91 191 0.12 82553.4 9853.4 800a 0 N
43 RT-TURN 91 1911 0.12 82553.4 9853.4 800a 0 N
44 HARD-BRK 92 192 0.12 82553.4 9853.4 800a 0 N
45 LT-TURN 91 191 0.12 82553.4 9853.4 800a 0 N
46 SOFT-BRK 92 1922 0.11 82553.4 9853.4 800a 0 N
EOR
# "4 P-3C J 1CC-INSTEX, MED DUR, ONE LND 71.5 T"
Mission_04 mach RAAF Mission profile #1CC; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 115100 42400 1160a 0 N
2 RT-TURN 91 1911 0.12 115100 42400 1160a 0 N
3 TAXI 72 171 5 115100 42400 1160a 0 N
4 TAKEOFF 72 172 0.513 115100 42400 1160a 0 N
5 ABRUPTMNVR 66 0 1 115100 42400 1160a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 115054.2 42354.2 1160a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 114980.8 42280.8 1160a 0 N 0.311
1500
8 CLIMB 20 151.251.301.401 0.9 114912.1 42212.1 1160a 0 N 0.323
3750
9 CLIMB 20 151.251.301.401 2.275 114766.6 42066.6 1160a 0 N 0.346
7500
10 CLIMB 20 151.251.301.401 6.2 114378.1 41678.1 1160a 0 N 0.399
15000
11 CRUISE 20 151.251.301.401 43.02 112122.2 39422.2 1160a 0 N 0.526
20000
12 CRUISE 20 151.251.301.401 42.9 108184.2 35484.2 1160a 0 N 0.526
20000
13 DESCENT 20 151.251.301.401 5.88 105948.5 33248.5 1160a 0 N 0.497
15000
14 DESCENT 20 151.251.301.401 3.84 105503 32803 1160a 0 N 0.432
7500
15 DESCENT 20 151.251.301.401 1.56 105255.5 32555.5 1160a 0 N 0.406
4000
16 CRUISE 20 151.251.301.401 3 105046.5 32346.5 1160a 0 N 0.351
3000
17 APPROACH 50 151.251.301.401 4.98 104680.7 31980.7 1160a 0 N 0.249
1650
18 CRUISE 20 151.251.301.401 1.98 104361.7 31661.7 1160a 0 N 0.251 300
19 CLIMBOUT 10 151.251.301.401 0.42 104251.7 31551.7 1160a 0 N 0.251 400
20 CLIMB 20 151.251.301.401 0.6 104205 31505 1160a 0 N 0.311
1500
21 CLIMB 20 151.251.301.401 0.9 104136.2 31436.2 800a 0 N 0.323
3750
22 CLIMB 20 151.251.301.401 1.98 104004.2 31304.2 800a 0 N 0.346
7500
23 CLIMB 20 151.251.301.401 4.92 103688 30988 800a 0 N 0.399
15000
24 CLIMB 20 151.251.301.401 1.08 103413 30713 800a 0 N 0.449
21000
25 CRUISE 20 151.251.301.401 43.02 101391.7 28691.7 800a 0 N 0.536
22000
26 CRUISE 20 151.251.301.401 42.9 97453.7 24753.7 800a 0 N 0.536
22000
27 DESCENT 20 151.251.301.401 1.2 95432.5 22732.5 800a 0 N 0.558
21000
28 DESCENT 20 151.251.301.401 5.88 95108 22408 800a 0 N 0.497
15000
29 DESCENT 20 151.251.301.401 3.84 94662.5 21962.5 800a 0 N 0.432
7500
30 DESCENT 20 151.251.301.401 1.56 94415 21715 800a 0 N 0.357
4000
31 CRUISE 20 151.251.301.401 3 94206 21506 800a 0 N 0.263
3000
32 APPROACH 50 151.251.301.401 4.98 93840.2 21140.2 800a 0 N 0.249
1650
33 CRUISE 20 151.251.301.401 1.98 93521.2 20821.2 800a 0 N 0.251 300
34 CLIMBOUT 10 151.251.301.401 0.42 93411.2 20711.2 800a 0 N 0.251 400
35 CLIMB 20 151.251.301.401 0.6 93364.5 20664.5 800a 0 N 0.311
1500
36 CLIMB 20 151.251.301.401 0.9 93295.7 20595.7 800a 0 N 0.323
3750
37 CLIMB 20 151.251.301.401 1.92 93166.5 20466.5 800a 0 N 0.346
7500
38 CLIMB 20 151.251.301.401 4.32 92880.5 20180.5 800a 0 N 0.399
15000
39 CLIMB 20 151.251.301.401 1.92 92594.5 19894.5 800a 0 N 0.459
22000
83
DSTO-TN-0819
40 CRUISE 20 151.251.301.401 43.02 90534.7 17834.7 800a 0 N 0.535

24000
41 CRUISE 20 151.251.301.401 43.02 86591.2 13891.2 800a 0 N 0.535
24000
42 DESCENT 20 151.251.301.401 2.34 84512.2 11812.2 800a 0 N 0.569
22000
43 DESCENT 20 151.251.301.401 5.88 84135.5 11435.5 800a 0 N 0.497
15000
44 DESCENT 20 151.251.301.401 3.84 83690 10990 800a 0 N 0.432
7500
45 DESCENT 20 151.251.301.401 1.56 83442.5 10742.5 800a 0 N 0.406
4000
46 CRUISE 20 151.251.301.401 3 83233.5 10533.5 800a 0 N 0.351
3000
47 APPROACH 50 151.251.301.401 6 82821 10121 800a 0 N 0.248
1500
48 FS-LDG 82 182 1 82546 9846 800a 0 N
49 ROLLOUT 75 175 0.512 82546 9846 800a 0 N
50 TAXI 75 171 5 82546 9846 800a 0 N
51 LT-TURN 91 191 0.12 82546 9846 800a 0 N
52 RT-TURN 91 1911 0.12 82546 9846 800a 0 N
53 HARD-BRK 92 192 0.12 82546 9846 800a 0 N
54 LT-TURN 91 191 0.12 82546 9846 800a 0 N
55 SOFT-BRK 92 1922 0.11 82546 9846 800a 0 N
EOR
# "5 P-3C J 1D-INSTEX,""" SHRT "DUR," FIVE LNDS 71.5 T 194

Mission_05 mach RAAF Mission profile #1D; ref = Aerostructures ER-P3-ASM199
1 LT-TURN 91 191 0.02 101100 29500 150a 0 N
2 RT-TURN 91 1911 0.02 101100 29500 150a 0 N
3 TAXI 72 171 5 101100 29500 150a 0 N
4 TAKEOFF 72 172 0.513 101100 29500 150a 0 N
5 ABRUPTMNVR 66 0 1 101100 29500 150a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 101062.5 29462.5 150a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 101002.5 29402.5 150a 0 N 0.311
1500
8 CLIMB 20 151.251.301.401 0.9 100946.3 29346.3 150a 0 N 0.323
3750
9 CLIMB 20 151.251.301.401 2.02356 100836.6 29236.6 150a 0 N 0.346
7500
10 CLIMB 20 151.251.301.401 5.012 100572.8 28972.8 150a 0 N 0.399
15000
11 CRUISE 20 151.251.301.401 40 98884.8 27284.8 150a 0 N 0.515
20000
12 DESCENT 20 151.251.301.401 5.88235 97164.2 25564.2 150a 0 N 0.497
15000
13 DESCENT 20 151.251.301.401 3.84615 96799.4 25199.4 150a 0 N 0.432
7500
14 DESCENT 20 151.251.301.401 1.53846 96597.5 24997.5 130a 0 N 0.406
4000
15 CRUISE 20 151.251.301.401 3 96427.3 24827.3 130a 0 N 0.351
3000
16 APPROACH 50 151.251.301.401 6 96089.8 24489.8 130a 0 N 0.248
1500
17 TAG-LDG 82 182 0.4 95864.8 24264.8 130a 0 N
18 TAG-ROLL 75 176 0.15 95864.8 24264.8 130a 0 N
19 TAG-TO 72 177 0.1 95864.8 24264.8 130a 0 N
20 ABRUPTMNVR 66 0 1 95864.8 24264.8 130a 0 N 90
21 CLIMBOUT 10 151.251.301.401 1 95827.3 24227.3 130a 0 N 0.252 600
22 TRAFFIC 40 151.251.301.401 3 95677.3 24077.3 130a 0 N 0.247
1200
23 APPROACH 50 151.251.301.401 1 95527.3 23927.3 130a 0 N 0.245 600
24 TAG-LDG 82 182 0.4 95489.8 23889.8 130a 0 N
25 TAG-ROLL 75 176 0.15 95489.8 23889.8 130a 0 N
26 TAG-TO 72 177 0.1 95489.8 23889.8 130a 0 N
27 ABRUPTMNVR 66 0 1 95489.8 23889.8 130a 0 N 90
28 CLIMBOUT 10 151.251.301.401 1 95452.3 23852.3 130a 0 N 0.252 600
29 TRAFFIC 40 151.251.301.401 3 95302.3 23702.3 130a 0 N 0.247
1200
30 APPROACH 50 151.251.301.401 1 95152.3 23552.3 130a 0 N 0.245 600
31 FS-LDG 82 182 1 95114.8 23514.8 130a 0 N
32 ROLLOUT 75 175 0.512 95114.8 23514.8 130a 0 N
33 TAXI 75 171 5 95114.8 23514.8 130a 0 N
34 RT-TURN 91 1911 0.225 95114.8 23514.8 130a 0 N
35 HARD-BRK 92 192 0.275 95114.8 23514.8 130a 0 N
36 LT-TURN 91 191 0.225 95114.8 23514.8 130a 0 N
37 SOFT-BRK 92 1922 0.25 95114.8 23514.8 130a 0 N
38 TAKEOFF 72 172 0.513 95114.8 23514.8 130a 0 N
39 ABRUPTMNVR 66 0 1 95114.8 23514.8 130a 0 N 90
40 CLIMBOUT 10 151.251.301.401 1 95077.3 23477.3 130a 0 N 0.251 250
41 CLIMB 20 151.251.301.401 0.6 95017.3 23417.3 130a 0 N 0.311
1500
42 CLIMB 20 151.251.301.401 0.9 94961.1 23361.1 130a 0 N 0.323
3750
43 CLIMB 20 151.251.301.401 1.89531 94856.2 23256.2 130a 0 N 0.346
7500
44 CLIMB 20 151.251.301.401 4.312 94623.5 23023.5 130a 0 N 0.399
15000
45 CLIMB 20 151.251.301.401 0.95168 94426.1 22826.1 130a 0 N 0.449
21000
46 CRUISE 20 151.251.301.401 40.1 92886.6 21286.6 130a 0 N 0.525
22000
84
DSTO-TN-0819
47 DESCENT 20 151.251.301.401 1.17647 91338.8 19738.8 130a 0 N 0.558

21000
48 DESCENT 20 151.251.301.401 5.88235 91074.1 19474.1 130a 0 N 0.497
15000
49 DESCENT 20 151.251.301.401 3.84615 90709.2 19109.2 130a 0 N 0.432
7500
50 DESCENT 20 151.251.301.401 1.53846 90507.3 18907.3 130a 0 N 0.406
4000
51 CRUISE 20 151.251.301.401 3 90337.1 18737.1 130a 0 N 0.351
3000
52 APPROACH 50 151.251.301.401 5 90037.1 18437.1 130a 0 N 0.248
1500
53 TAG-LDG 82 182 0.4 89849.6 18249.6 130a 0 N
54 TAG-ROLL 75 176 0.15 89849.6 18249.6 130a 0 N
55 TAG-TO 72 177 0.1 89849.6 18249.6 130a 0 N
56 ABRUPTMNVR 66 0 1 89849.6 18249.6 130a 0 N 90
57 CLIMBOUT 10 151.251.301.401 1 89812.1 18212.1 130a 0 N 0.252 600
58 TRAFFIC 40 151.251.301.401 3 89662.1 18062.1 130a 0 N 0.247
1200
59 APPROACH 50 151.251.301.401 1 89512.1 17912.1 130a 0 N 0.245 600
60 FS-LDG 82 182 1 89474.6 17874.6 130a 0 N
61 ROLLOUT 75 175 0.512 89474.6 17874.6 130a 0 N
62 TAXI 75 171 5 89474.6 17874.6 130a 0 N
63 LT-TURN 91 191 0.02 89474.6 17874.6 130a 0 N
64 RT-TURN 91 1911 0.02 89474.6 17874.6 130a 0 N
65 HARD-BRK 92 192 0.02 89474.6 17874.6 130a 0 N
66 LT-TURN 91 191 0.02 89474.6 17874.6 130a 0 N
67 SOFT-BRK 92 1922 0.02 89474.6 17874.6 130a 0 N
EOR
# "6 P-3C J 1E-INSTEX, MED DUR, FOUR LNDS 71.5 T"
Mission_06 mach RAAF Mission profile #1E; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.02 110800 39100 250a 0 N
2 RT-TURN 91 1911 0.02 110800 39100 250a 0 N
3 TAXI 72 171 5 110800 39100 250a 0 N
4 TAKEOFF 72 172 0.513 110800 39100 250a 0 N 6
5 ABRUPTMNVR 66 0 1 110800 39100 250a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 110762.5 39062.5 250a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 110702.5 39002.5 250a 0 N 0.311
1500
8 CLIMB 20 151.251.301.401 0.9 110646.3 38946.3 250a 0 N 0.323
3750
9 CLIMB 20 151.251.301.401 2.275 110527.2 38827.2 250a 0 N 0.346
7500
10 CLIMB 20 151.251.301.401 6.2 110209.4 38509.4 250a 0 N 0.399
15000
11 CRUISE 20 151.251.301.401 76.1 107123.1 35423.1 250a 0 N 0.526
20000
12 DESCENT 20 151.251.301.401 5.88235 104048.8 32348.8 250a 0 N 0.497
15000
13 DESCENT 20 151.251.301.401 3.84615 103684 31984 250a 0 N 0.432
7500
14 DESCENT 20 151.251.301.401 1.53846 103482 31782 220a 0 N 0.406
4000
15 CRUISE 20 151.251.301.401 3 103311.9 31611.9 220a 0 N 0.351
3000
16 APPROACH 50 151.251.301.401 6 102974.4 31274.4 220a 0 N 0.248
1500
17 TAG-LDG 82 182 1 102749.4 31049.4 220a 0 N
18 TAG-ROLL 75 176 0.15 102749.4 31049.4 220a 0 N
19 TAG-TO 72 177 0.1 102749.4 31049.4 220a 0 N
20 ABRUPTMNVR 66 0 1 102749.4 31049.4 220a 0 N 90
21 CLIMBOUT 10 151.251.301.401 1 102711.9 31011.9 220a 0 N 0.251 250
22 CLIMB 20 151.251.301.401 0.6 102651.9 30951.9 220a 0 N 0.311
1500
23 CLIMB 20 151.251.301.401 0.9 102595.6 30895.6 220a 0 N 0.323
3750
24 CLIMB 20 151.251.301.401 2.07331 102484.1 30784.1 220a 0 N 0.346
7500
25 CLIMB 20 151.251.301.401 5.128 102214.1 30514.1 220a 0 N 0.399
15000
26 CLIMB 20 151.251.301.401 1.19072 101977.1 30277.1 220a 0 N 0.449
21000
27 CRUISE 20 151.251.301.401 76.1 99078.7 27378.7 220a 0 N 0.536
22000
28 DESCENT 20 151.251.301.401 1.17647 96180.8 24480.8 220a 0 N 0.558
21000
29 DESCENT 20 151.251.301.401 5.88235 95916.1 24216.1 220a 0 N 0.497
15000
30 DESCENT 20 151.251.301.401 3.84615 95551.3 23851.3 220a 0 N 0.432
7500
31 DESCENT 20 151.251.301.401 1.53846 95349.4 23649.4 220a 0 N 0.406
4000
32 CRUISE 20 151.251.301.401 3 95179.2 23479.2 220a 0 N 0.351
3000
33 APPROACH 50 151.251.301.401 6 94841.7 23141.7 220a 0 N 0.248
1500
34 TAG-LDG 82 182 1 94616.7 22916.7 220a 0 N
35 TAG-ROLL 75 176 0.15 94616.7 22916.7 220a 0 N
36 TAG-TO 72 177 0.1 94616.7 22916.7 220a 0 N
37 ABRUPTMNVR 66 0 1 94616.7 22916.7 220a 0 N 90
38 CLIMBOUT 10 151.251.301.401 1 94579.2 22879.2 220a 0 N 0.251 250
85
DSTO-TN-0819
39 CLIMB 20 151.251.301.401 0.6 94519.2 22819.2 220a 0 N 0.311

1500
40 CLIMB 20 151.251.301.401 0.9 94462.9 22762.9 220a 0 N 0.323
3750
41 CLIMB 20 151.251.301.401 1.89531 94358.1 22658.1 220a 0 N 0.346
7500
42 CLIMB 20 151.251.301.401 4.312 94125.3 22425.3 220a 0 N 0.399
15000
43 CLIMB 20 151.251.301.401 1.93312 93891.2 22191.2 220a 0 N 0.459
22000
44 CRUISE 20 151.251.301.401 76.2 90961.2 19261.2 220a 0 N 0.535
24000
45 DESCENT 20 151.251.301.401 2.35294 88015.4 16315.4 220a 0 N 0.569
22000
46 DESCENT 20 151.251.301.401 5.88235 87706.6 16006.6 220a 0 N 0.497
15000
47 DESCENT 20 151.251.301.401 3.84615 87341.8 15641.8 220a 0 N 0.432
7500
48 DESCENT 20 151.251.301.401 1.53846 87139.9 15439.9 220a 0 N 0.406
4000
49 CRUISE 20 151.251.301.401 3 86969.7 15269.7 220a 0 N 0.351
3000
50 APPROACH 50 151.251.301.401 5 86669.7 14969.7 220a 0 N 0.248
1500
51 TAG-LDG 82 182 1 86482.2 14782.2 220a 0 N
52 TAG-ROLL 75 176 0.15 86482.2 14782.2 220a 0 N
53 TAG-TO 72 177 0.1 86482.2 14782.2 220a 0 N
54 ABRUPTMNVR 66 0 1 86482.2 14782.2 220a 0 N 90
55 CLIMBOUT 10 151.251.301.401 1 86444.7 14744.7 220a 0 N 0.252 600
56 TRAFFIC 40 151.251.301.401 3 86294.7 14594.7 220a 0 N 0.247
1200
57 APPROACH 50 151.251.301.401 1 86144.7 14444.7 220a 0 N 0.245 600
58 FS-LDG 82 182 1 86107.2 14407.2 220a 0 N
59 ROLLOUT 75 175 0.512 86107.2 14407.2 220a 0 N
60 TAXI 75 171 5 86107.2 14407.2 220a 0 N
61 LT-TURN 91 191 0.02 86107.2 14407.2 220a 0 N
62 RT-TURN 91 1911 0.02 86107.2 14407.2 220a 0 N
63 HARD-BRK 92 192 0.02 86107.2 14407.2 220a 0 N
64 LT-TURN 91 191 0.02 86107.2 14407.2 220a 0 N
65 SOFT-BRK 92 1922 0.02 86107.2 14407.2 220a 0 N
EOR
# "7 P-3C J 1F-PCT, SHRT DUR, 14 LNDS 71.5 T"

Mission_07 mach RAAF Mission profile #1F; ref = Aerostructures ER-P3-ASM199
1 LT-TURN 91 191 0.02 98800 27300 30a 0 N
2 RT-TURN 91 1911 0.02 98800 27300 30a 0 N
3 TAXI 72 171 5 98800 27300 30a 0 N
4 TAKEOFF 72 172 0.513 98800 27300 30a 0 N
5 ABRUPTMNVR 66 0 1 98800 27300 30a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 98758.3 27258.3 30a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 98691.7 27191.7 30a 0 N 0.342
1500
8 CLIMB 20 151.251.301.401 0.9 98629.2 27129.2 30a 0 N 0.356
3750
9 CLIMB 20 151.251.301.401 0.37285 98576.1 27076.1 30a 0 N 0.367
5500
10 CRUISE 20 151.251.301.401 21.6 97660.6 26160.6 30a 0 N 0.42
6000
11 DESCENT 20 151.251.301.401 0.76923 96728.5 25228.5 30a 0 N 0.417
5500
12 DESCENT 20 151.251.301.401 1.53846 96632.4 25132.4 30a 0 N 0.406
4000
13 CRUISE 20 151.251.301.401 3 96443.3 24943.3 30a 0 N 0.351
3000
14 APPROACH 50 151.251.301.401 6 96068.3 24568.3 30a 0 N 0.248
1500
15 TAG-LDG 82 182 0.2 95818.3 24318.3 30a 0 N
16 TAG-ROLL 75 176 0.15 95818.3 24318.3 30a 0 N
17 TAG-TO 72 177 0.1 95818.3 24318.3 30a 0 N
18 ABRUPTMNVR 66 0 1 95818.3 24318.3 30a 0 N 90
19 CLIMBOUT 10 151.251.301.401 1 95776.6 24276.6 30a 0 N 0.252 600
20 TRAFFIC 40 151.251.301.401 3 95610 24110 30a 0 N 0.247
1200
21 APPROACH 50 151.251.301.401 1 95443.3 23943.3 30a 0 N 0.245 600
22 TAG-LDG 82 182 0.2 95401.6 23901.6 30a 0 N
23 TAG-ROLL 75 176 0.15 95401.6 23901.6 30a 0 N
24 TAG-TO 72 177 0.1 95401.6 23901.6 30a 0 N
25 ABRUPTMNVR 66 0 1 95401.6 23901.6 30a 0 N 90
26 CLIMBOUT 10 151.251.301.401 1 95360 23860 30a 0 N 0.252 600
27 TRAFFIC 40 151.251.301.401 3 95193.3 23693.3 30a 0 N 0.247
1200
28 APPROACH 50 151.251.301.401 1 95026.6 23526.6 30a 0 N 0.245 600
29 TAG-LDG 82 182 0.2 94985 23485 30a 0 N
30 TAG-ROLL 75 176 0.15 94985 23485 30a 0 N
31 TAG-TO 72 177 0.1 94985 23485 30a 0 N
32 ABRUPTMNVR 66 0 1 94985 23485 30a 0 N 90
33 CLIMBOUT 10 151.251.301.401 1 94943.3 23443.3 30a 0 N 0.252 600
34 TRAFFIC 40 151.251.301.401 3 94776.6 23276.6 30a 0 N 0.247
1200
35 APPROACH 50 151.251.301.401 1 94610 23110 30a 0 N 0.245 600
36 TAG-LDG 82 182 0.2 94568.3 23068.3 30a 0 N
37 TAG-ROLL 75 176 0.15 94568.3 23068.3 30a 0 N
38 TAG-TO 72 177 0.1 94568.3 23068.3 30a 0 N
86
DSTO-TN-0819
39 ABRUPTMNVR 66 0 1 94568.3 23068.3 30a 0 N 90

40 CLIMBOUT 10 151.251.301.401 1 94526.6 23026.6 30a 0 N 0.252 600
41 TRAFFIC 40 151.251.301.401 3 94360 22860 30a 0 N 0.247
1200
42 APPROACH 50 151.251.301.401 1 94193.3 22693.3 30a 0 N 0.245 600
43 TAG-LDG 82 182 0.2 94151.6 22651.6 30a 0 N
44 TAG-ROLL 75 176 0.15 94151.6 22651.6 30a 0 N
45 TAG-TO 72 177 0.1 94151.6 22651.6 30a 0 N
46 ABRUPTMNVR 66 0 1 94151.6 22651.6 30a 0 N 90
47 CLIMBOUT 10 151.251.301.401 1 94110 22610 30a 0 N 0.252 600
48 TRAFFIC 40 151.251.301.401 3 93943.3 22443.3 30a 0 N 0.247
1200
49 APPROACH 50 151.251.301.401 1 93776.6 22276.6 30a 0 N 0.245 600
50 TAG-LDG 82 182 0.2 93735 22235 30a 0 N
51 TAG-ROLL 75 176 0.15 93735 22235 30a 0 N
52 TAG-TO 72 177 0.1 93735 22235 30a 0 N
53 ABRUPTMNVR 66 0 1 93735 22235 30a 0 N 90
54 CLIMBOUT 10 151.251.301.401 1 93693.3 22193.3 30a 0 N 0.252 600
55 TRAFFIC 40 151.251.301.401 3 93526.6 22026.6 30a 0 N 0.247
1200
56 APPROACH 50 151.251.301.401 1 93360 21860 30a 0 N 0.245 600
57 FS-LDG 82 182 1 93318.3 21818.3 30a 0 N
58 ROLLOUT 75 175 0.512 93318.3 21818.3 30a 0 N
59 TAXI 75 171 5 93318.3 21818.3 30a 0 N
60 RT-TURN 91 1911 0.2 93318.3 21818.3 30a 0 N
61 HARD-BRK 92 192 0.2 93318.3 21818.3 30a 0 N
62 LT-TURN 91 191 0.2 93318.3 21818.3 30a 0 N
63 SOFT-BRK 92 1922 0.2 93318.3 21818.3 30a 0 N
64 TAKEOFF 72 172 0.513 93318.3 21818.3 30a 0 N
65 ABRUPTMNVR 66 0 1 93318.3 21818.3 30a 0 N 90
66 CLIMBOUT 10 151.251.301.401 1 93276.6 21776.6 30a 0 N 0.251 250
67 CLIMB 20 151.251.301.401 0.6 93210 21710 30a 0 N 0.342
1500
68 CLIMB 20 151.251.301.401 0.9 93147.5 21647.5 30a 0 N 0.356
3750
69 CLIMB 20 151.251.301.401 0.35942 93095 21595 30a 0 N 0.367
5500
70 CRUISE 20 151.251.301.401 21.7 92175.8 20675.8 30a 0 N 0.412
6000
71 DESCENT 20 151.251.301.401 0.76923 91239.6 19739.6 30a 0 N 0.417
5500
72 DESCENT 20 151.251.301.401 1.53846 91143.5 19643.5 30a 0 N 0.406
4000
73 CRUISE 20 151.251.301.401 3 90954.4 19454.4 30a 0 N 0.351
3000
74 APPROACH 50 151.251.301.401 6 90579.4 19079.4 30a 0 N 0.248
1500
75 TAG-LDG 82 182 0.2 90329.4 18829.4 30a 0 N
76 TAG-ROLL 75 176 0.15 90329.4 18829.4 30a 0 N
77 TAG-TO 72 177 0.1 90329.4 18829.4 30a 0 N
78 ABRUPTMNVR 66 0 1 90329.4 18829.4 30a 0 N 90
79 CLIMBOUT 10 151.251.301.401 1 90287.7 18787.7 30a 0 N 0.252 600
80 TRAFFIC 40 151.251.301.401 3 90121 18621 30a 0 N 0.247
1200
81 APPROACH 50 151.251.301.401 1 89954.4 18454.4 30a 0 N 0.245 600
82 TAG-LDG 82 182 0.2 89912.7 18412.7 30a 0 N
83 TAG-ROLL 75 176 0.15 89912.7 18412.7 30a 0 N
84 TAG-TO 72 177 0.1 89912.7 18412.7 30a 0 N
85 ABRUPTMNVR 66 0 1 89912.7 18412.7 30a 0 N 90
86 CLIMBOUT 10 151.251.301.401 1 89871 18371 30a 0 N 0.252 600
87 TRAFFIC 40 151.251.301.401 3 89704.4 18204.4 30a 0 N 0.247
1200
88 APPROACH 50 151.251.301.401 1 89537.7 18037.7 30a 0 N 0.245 600
89 TAG-LDG 82 182 0.2 89496 17996 30a 0 N
90 TAG-ROLL 75 176 0.15 89496 17996 30a 0 N
91 TAG-TO 72 177 0.1 89496 17996 30a 0 N
92 ABRUPTMNVR 66 0 1 89496 17996 30a 0 N 90
93 CLIMBOUT 10 151.251.301.401 1 89454.4 17954.4 30a 0 N 0.252 600
94 TRAFFIC 40 151.251.301.401 3 89287.7 17787.7 30a 0 N 0.247
1200
95 APPROACH 50 151.251.301.401 1 89121 17621 30a 0 N 0.245 600
96 TAG-LDG 82 182 0.2 89079.4 17579.4 30a 0 N
97 TAG-ROLL 75 176 0.15 89079.4 17579.4 30a 0 N
98 TAG-TO 72 177 0.1 89079.4 17579.4 30a 0 N
99 ABRUPTMNVR 66 0 1 89079.4 17579.4 30a 0 N 90
100 CLIMBOUT 10 151.251.301.401 1 89037.7 17537.7 30a 0 N 0.252 600
101 TRAFFIC 40 151.251.301.401 3 88871 17371 30a 0 N 0.247
1200
102 APPROACH 50 151.251.301.401 1 88704.4 17204.4 30a 0 N 0.245 600
103 TAG-LDG 82 182 0.2 88662.7 17162.7 30a 0 N
104 TAG-ROLL 75 176 0.15 88662.7 17162.7 30a 0 N
105 TAG-TO 72 177 0.1 88662.7 17162.7 30a 0 N
106 ABRUPTMNVR 66 0 1 88662.7 17162.7 30a 0 N 90
107 CLIMBOUT 10 151.251.301.401 1 88621 17121 30a 0 N 0.252 600
108 TRAFFIC 40 151.251.301.401 3 88454.4 16954.4 30a 0 N 0.247
1200
109 APPROACH 50 151.251.301.401 1 88287.7 16787.7 30a 0 N 0.245 600
110 TAG-LDG 82 182 0.2 88246 16746 30a 0 N
111 TAG-ROLL 75 176 0.15 88246 16746 30a 0 N
112 TAG-TO 72 177 0.1 88246 16746 30a 0 N
113 ABRUPTMNVR 66 0 1 88246 16746 30a 0 N 90
114 CLIMBOUT 10 151.251.301.401 1 88204.4 16704.4 30a 0 N 0.252 600
87
DSTO-TN-0819
115 TRAFFIC 40 151.251.301.401 3 88037.7 16537.7 30a 0 N 0.247

1200
116 APPROACH 50 151.251.301.401 1 87871 16371 30a 0 N 0.245 600
117 FS-LDG 82 182 1 87829.4 16329.4 30a 0 N
118 ROLLOUT 75 175 0.512 87829.4 16329.4 30a 0 N
119 TAXI 75 171 5 87829.4 16329.4 30a 0 N
120 LT-TURN 91 191 0.02 87829.4 16329.4 30a 0 N
121 RT-TURN 91 1911 0.02 87829.4 16329.4 30a 0 N
122 HARD-BRK 92 192 0.02 87829.4 16329.4 30a 0 N
123 LT-TURN 91 191 0.02 87829.4 16329.4 30a 0 N
124 SOFT-BRK 92 1922 0.02 87829.4 16329.4 30a 0 N
EOR
# "8 P-3C J 1G-PCT, MED DUR, 16 LNDS 71.5 T"

Mission_08 mach RAAF Mission profile #1G; ref = Aerostructures ER-P3-ASM199
1 LT-TURN 91 191 0.02 100000 28500 30a 0 N
2 RT-TURN 91 1911 0.02 100000 28500 30a 0 N
3 TAXI 72 171 5 100000 28500 30a 0 N
4 TAKEOFF 72 172 0.513 100000 28500 30a 0 N
5 ABRUPTMNVR 66 0 1 100000 28500 30a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 99958.3 28458.3 30a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 99891.7 28391.7 30a 0 N 0.342
1500
8 CLIMB 20 151.251.301.401 0.9 99829.2 28329.2 30a 0 N 0.356
3750
9 CLIMB 20 151.251.301.401 1.164 99743.2 28243.2 30a 0 N 0.374
6500
10 CRUISE 20 151.251.301.401 19.5 98882.2 27382.2 30a 0 N 0.436
8000
11 DESCENT 20 151.251.301.401 2.30769 97973.5 26473.5 30a 0 N 0.424
6500
12 DESCENT 20 151.251.301.401 1.53846 97813.3 26313.3 30a 0 N 0.406
4000
13 CRUISE 20 151.251.301.401 11 97290.8 25790.8 30a 0 N 0.398
3000
14 CLIMB 20 151.251.301.401 0.9 96795 25295 30a 0 N 0.357
4000
15 CLIMB 20 151.251.301.401 1.14222 96709.9 25209.9 30a 0 N 0.374
6500
16 CRUISE 20 151.251.301.401 19.5 95849.8 24349.8 30a 0 N 0.436
8000
17 DESCENT 20 151.251.301.401 2.30769 94941.1 23441.1 30a 0 N 0.424
6500
18 DESCENT 20 151.251.301.401 1.53846 94780.9 23280.9 30a 0 N 0.406
4000
19 CRUISE 20 151.251.301.401 3 94591.8 23091.8 30a 0 N 0.351
3000
20 APPROACH 50 151.251.301.401 6 94216.8 22716.8 30a 0 N 0.248
1500
21 TAG-LDG 82 182 0.2 93966.8 22466.8 30a 0 N
22 TAG-ROLL 75 176 0.15 93966.8 22466.8 30a 0 N
23 TAG-TO 72 177 0.1 93966.8 22466.8 30a 0 N
24 ABRUPTMNVR 66 0 1 93966.8 22466.8 30a 0 N 90
25 CLIMBOUT 10 151.251.301.401 1 93925.1 22425.1 30a 0 N 0.252 600
26 TRAFFIC 40 151.251.301.401 3 93758.5 22258.5 30a 0 N 0.247
1200
27 APPROACH 50 151.251.301.401 1 93591.8 22091.8 30a 0 N 0.245 600
28 TAG-LDG 82 182 0.2 93550.1 22050.1 30a 0 N
29 TAG-ROLL 75 176 0.15 93550.1 22050.1 30a 0 N
30 TAG-TO 72 177 0.1 93550.1 22050.1 30a 0 N
31 ABRUPTMNVR 66 0 1 93550.1 22050.1 30a 0 N 90
32 CLIMBOUT 10 151.251.301.401 1 93508.5 22008.5 30a 0 N 0.252 600
33 TRAFFIC 40 151.251.301.401 3 93341.8 21841.8 30a 0 N 0.247
1200
34 APPROACH 50 151.251.301.401 1 93175.1 21675.1 30a 0 N 0.245 600
35 TAG-LDG 82 182 0.2 93133.5 21633.5 30a 0 N
36 TAG-ROLL 75 176 0.15 93133.5 21633.5 30a 0 N
37 TAG-TO 72 177 0.1 93133.5 21633.5 30a 0 N
38 ABRUPTMNVR 66 0 1 93133.5 21633.5 30a 0 N 90
39 CLIMBOUT 10 151.251.301.401 1 93091.8 21591.8 30a 0 N 0.252 600
40 TRAFFIC 40 151.251.301.401 3 92925.1 21425.1 30a 0 N 0.247
1200
41 APPROACH 50 151.251.301.401 1 92758.5 21258.5 30a 0 N 0.245 600
42 TAG-LDG 82 182 0.2 92716.8 21216.8 30a 0 N
43 TAG-ROLL 75 176 0.15 92716.8 21216.8 30a 0 N
44 TAG-TO 72 177 0.1 92716.8 21216.8 30a 0 N
45 ABRUPTMNVR 66 0 1 92716.8 21216.8 30a 0 N 90
46 CLIMBOUT 10 151.251.301.401 1 92675.1 21175.1 30a 0 N 0.252 600
47 TRAFFIC 40 151.251.301.401 3 92508.5 21008.5 30a 0 N 0.247
1200
48 APPROACH 50 151.251.301.401 1 92341.8 20841.8 30a 0 N 0.245 600
49 TAG-LDG 82 182 0.2 92300.1 20800.1 30a 0 N
50 TAG-ROLL 75 176 0.15 92300.1 20800.1 30a 0 N
51 TAG-TO 72 177 0.1 92300.1 20800.1 30a 0 N
52 ABRUPTMNVR 66 0 1 92300.1 20800.1 30a 0 N 90
53 CLIMBOUT 10 151.251.301.401 1 92258.5 20758.5 30a 0 N 0.252 600
54 TRAFFIC 40 151.251.301.401 3 92091.8 20591.8 30a 0 N 0.247
1200
55 APPROACH 50 151.251.301.401 1 91925.1 20425.1 30a 0 N 0.245 600
56 TAG-LDG 82 182 0.2 91883.5 20383.5 30a 0 N
57 TAG-ROLL 75 176 0.15 91883.5 20383.5 30a 0 N
58 TAG-TO 72 177 0.1 91883.5 20383.5 30a 0 N
59 ABRUPTMNVR 66 0 1 91883.5 20383.5 30a 0 N 90
88
DSTO-TN-0819
60 CLIMBOUT 10 151.251.301.401 1 91841.8 20341.8 30a 0 N 0.252 600

61 TRAFFIC 40 151.251.301.401 3 91675.1 20175.1 30a 0 N 0.247
1200
62 APPROACH 50 151.251.301.401 1 91508.5 20008.5 30a 0 N 0.245 600
63 TAG-LDG 82 182 0.2 91466.8 19966.8 30a 0 N
64 TAG-ROLL 75 176 0.15 91466.8 19966.8 30a 0 N
65 TAG-TO 72 177 0.1 91466.8 19966.8 30a 0 N
66 ABRUPTMNVR 66 0 1 91466.8 19966.8 30a 0 N 90
67 CLIMBOUT 10 151.251.301.401 1 91425.1 19925.1 30a 0 N 0.252 600
68 TRAFFIC 40 151.251.301.401 3 91258.5 19758.5 30a 0 N 0.247
1200
69 APPROACH 50 151.251.301.401 1 91091.8 19591.8 30a 0 N 0.245 600
70 FS-LDG 82 182 1 91050.1 19550.1 30a 0 N
71 ROLLOUT 75 175 0.512 91050.1 19550.1 30a 0 N
72 TAXI 75 171 5 91050.1 19550.1 30a 0 N
73 RT-TURN 91 1911 0.1 91050.1 19550.1 30a 0 N
74 HARD-BRK 92 192 0.1 91050.1 19550.1 30a 0 N
75 LT-TURN 91 191 0.1 91050.1 19550.1 30a 0 N
76 SOFT-BRK 92 1922 0.1 91050.1 19550.1 30a 0 N
77 TAKEOFF 72 172 0.513 91050.1 19550.1 30a 0 N
78 ABRUPTMNVR 66 0 1 91050.1 19550.1 30a 0 N 90
79 CLIMBOUT 10 151.251.301.401 1 91008.5 19508.5 30a 0 N 0.251 250
80 CLIMB 20 151.251.301.401 0.6 90941.8 19441.8 30a 0 N 0.342
1500
81 CLIMB 20 151.251.301.401 0.9 90879.3 19379.3 30a 0 N 0.356
3750
82 CLIMB 20 151.251.301.401 1.07969 90796.8 19296.8 30a 0 N 0.374
6500
83 CRUISE 20 151.251.301.401 19.4 89943.5 18443.5 30a 0 N 0.419
8000
84 DESCENT 20 151.251.301.401 2.30769 89039 17539 30a 0 N 0.424
6500
85 DESCENT 20 151.251.301.401 1.53846 88878.7 17378.7 30a 0 N 0.406
4000
86 CRUISE 20 151.251.301.401 11 88356.3 16856.3 30a 0 N 0.391
3000
87 CLIMB 20 151.251.301.401 0.9 87860.5 16360.5 30a 0 N 0.357
4000
88 CLIMB 20 151.251.301.401 1.05942 87778.8 16278.8 30a 0 N 0.374
6500
89 CRUISE 20 151.251.301.401 19.4 86926.4 15426.4 30a 0 N 0.419
8000
90 DESCENT 20 151.251.301.401 2.30769 86021.9 14521.9 30a 0 N 0.424
6500
91 DESCENT 20 151.251.301.401 1.53846 85861.6 14361.6 30a 0 N 0.406
4000
92 CRUISE 20 151.251.301.401 3 85672.5 14172.5 30a 0 N 0.351
3000
93 APPROACH 50 151.251.301.401 6 85297.5 13797.5 30a 0 N 0.248
1500
94 TAG-LDG 82 182 0.2 85047.5 13547.5 30a 0 N
95 TAG-ROLL 75 176 0.15 85047.5 13547.5 30a 0 N
96 TAG-TO 72 177 0.1 85047.5 13547.5 30a 0 N
97 ABRUPTMNVR 66 0 1 85047.5 13547.5 30a 0 N 90
98 CLIMBOUT 10 151.251.301.401 1 85005.8 13505.8 30a 0 N 0.252 600
99 TRAFFIC 40 151.251.301.401 3 84839.2 13339.2 30a 0 N 0.247
1200
100 APPROACH 50 151.251.301.401 1 84672.5 13172.5 30a 0 N 0.245 600
101 TAG-LDG 82 182 0.2 84630.8 13130.8 30a 0 N
102 TAG-ROLL 75 176 0.15 84630.8 13130.8 30a 0 N
103 TAG-TO 72 177 0.1 84630.8 13130.8 30a 0 N
104 ABRUPTMNVR 66 0 1 84630.8 13130.8 30a 0 N 90
105 CLIMBOUT 10 151.251.301.401 1 84589.2 13089.2 30a 0 N 0.252 600
106 TRAFFIC 40 151.251.301.401 3 84422.5 12922.5 30a 0 N 0.247
1200
107 APPROACH 50 151.251.301.401 1 84255.8 12755.8 30a 0 N 0.245 600
108 TAG-LDG 82 182 0.2 84214.2 12714.2 30a 0 N
109 TAG-ROLL 75 176 0.15 84214.2 12714.2 30a 0 N
110 TAG-TO 72 177 0.1 84214.2 12714.2 30a 0 N
111 ABRUPTMNVR 66 0 1 84214.2 12714.2 30a 0 N 90
112 CLIMBOUT 10 151.251.301.401 1 84172.5 12672.5 30a 0 N 0.252 600
113 TRAFFIC 40 151.251.301.401 3 84005.8 12505.8 30a 0 N 0.247
1200
114 APPROACH 50 151.251.301.401 1 83839.2 12339.2 30a 0 N 0.245 600
115 TAG-LDG 82 182 0.2 83797.5 12297.5 30a 0 N
116 TAG-ROLL 75 176 0.15 83797.5 12297.5 30a 0 N
117 TAG-TO 72 177 0.1 83797.5 12297.5 30a 0 N
118 ABRUPTMNVR 66 0 1 83797.5 12297.5 30a 0 N 90
119 CLIMBOUT 10 151.251.301.401 1 83755.8 12255.8 30a 0 N 0.252 600
120 TRAFFIC 40 151.251.301.401 3 83589.2 12089.2 30a 0 N 0.247
1200
121 APPROACH 50 151.251.301.401 1 83422.5 11922.5 30a 0 N 0.245 600
122 TAG-LDG 82 182 0.2 83380.8 11880.8 30a 0 N
123 TAG-ROLL 75 176 0.15 83380.8 11880.8 30a 0 N
124 TAG-TO 72 177 0.1 83380.8 11880.8 30a 0 N
125 ABRUPTMNVR 66 0 1 83380.8 11880.8 30a 0 N 90
126 CLIMBOUT 10 151.251.301.401 1 83339.2 11839.2 30a 0 N 0.252 600
127 TRAFFIC 40 151.251.301.401 3 83172.5 11672.5 30a 0 N 0.247
1200
128 APPROACH 50 151.251.301.401 1 83005.8 11505.8 30a 0 N 0.245 600
129 TAG-LDG 82 182 0.2 82964.2 11464.2 30a 0 N
130 TAG-ROLL 75 176 0.15 82964.2 11464.2 30a 0 N
131 TAG-TO 72 177 0.1 82964.2 11464.2 30a 0 N
89
DSTO-TN-0819
132 ABRUPTMNVR 66 0 1 82964.2 11464.2 30a 0 N 90

133 CLIMBOUT 10 151.251.301.401 1 82922.5 11422.5 30a 0 N 0.252 600
134 TRAFFIC 40 151.251.301.401 3 82755.8 11255.8 30a 0 N 0.247
1200
135 APPROACH 50 151.251.301.401 1 82589.2 11089.2 30a 0 N 0.245 600
136 TAG-LDG 82 182 0.2 82547.5 11047.5 30a 0 N
137 TAG-ROLL 75 176 0.15 82547.5 11047.5 30a 0 N
138 TAG-TO 72 177 0.1 82547.5 11047.5 30a 0 N
139 ABRUPTMNVR 66 0 1 82547.5 11047.5 30a 0 N 90
140 CLIMBOUT 10 151.251.301.401 1 82505.8 11005.8 30a 0 N 0.252 600
141 TRAFFIC 40 151.251.301.401 3 82339.2 10839.2 30a 0 N 0.247
1200
142 APPROACH 50 151.251.301.401 1 82172.5 10672.5 30a 0 N 0.245 600
143 FS-LDG 82 182 1 82130.8 10630.8 30a 0 N
144 ROLLOUT 75 175 0.512 82130.8 10630.8 30a 0 N
145 TAXI 75 171 5 82130.8 10630.8 30a 0 N
146 LT-TURN 91 191 0.02 82130.8 10630.8 30a 0 N
147 RT-TURN 91 1911 0.02 82130.8 10630.8 30a 0 N
148 HARD-BRK 92 192 0.02 82130.8 10630.8 30a 0 N
149 LT-TURN 91 191 0.02 82130.8 10630.8 30a 0 N
150 SOFT-BRK 92 1922 0.02 82130.8 10630.8 30a 0 N
EOR
# "9 P-3C J 1H-PCT, MED DUR, 25 LNDS 71.5 T"
Mission_09 mach RAAF Mission profile #1H; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.02 99700 28200 40a 0 N
2 RT-TURN 91 1911 0.02 99700 28200 40a 0 N
3 TAXI 72 171 5 99700 28200 40a 0 N
4 TAKEOFF 72 172 0.513 99700 28200 40a 0 N
5 ABRUPTMNVR 66 0 1 99700 28200 40a 0 N 90
6 CLIMBOUT 10 151.251.301.401 1 99658.3 28158.3 40a 0 N 0.251 250
7 CLIMB 20 151.251.301.401 0.6 99591.7 28091.7 40a 0 N 0.326
1500
8 CLIMB 20 151.251.301.401 0.9 99529.2 28029.2 40a 0 N 0.339
3750
9 CLIMB 20 151.251.301.401 2 99408.3 27908.3 40a 0 N 0.363
7500
10 CRUISE 20 151.251.301.401 30.2 98066.7 26566.7 40a 0 N 0.443
10000
11 DESCENT 20 151.251.301.401 3.84615 96648.1 25148.1 40a 0 N 0.432
7500
12 DESCENT 20 151.251.301.401 1.53846 96423.7 24923.7 40a 0 N 0.406
4000
13 CRUISE 20 151.251.301.401 3 96234.6 24734.6 40a 0 N 0.351
3000
14 APPROACH 50 151.251.301.401 6 95859.6 24359.6 40a 0 N 0.248
1500
15 TAG-LDG 82 182 0.2 95609.6 24109.6 40a 0 N
16 TAG-ROLL 75 176 0.15 95609.6 24109.6 40a 0 N
17 TAG-TO 72 177 0.1 95609.6 24109.6 40a 0 N
18 ABRUPTMNVR 66 0 1 95609.6 24109.6 40a 0 N 90
19 CLIMBOUT 10 151.251.301.401 1 95567.9 24067.9 40a 0 N 0.252 600
20 TRAFFIC 40 151.251.301.401 3 95401.3 23901.3 40a 0 N 0.247
1200
21 APPROACH 50 151.251.301.401 1 95234.6 23734.6 40a 0 N 0.245 600
22 TAG-LDG 82 182 0.2 95192.9 23692.9 40a 0 N
23 TAG-ROLL 75 176 0.15 95192.9 23692.9 40a 0 N
24 TAG-TO 72 177 0.1 95192.9 23692.9 40a 0 N
25 ABRUPTMNVR 66 0 1 95192.9 23692.9 40a 0 N 90
26 CLIMBOUT 10 151.251.301.401 1 95151.3 23651.3 40a 0 N 0.252 600
27 TRAFFIC 40 151.251.301.401 3 94984.6 23484.6 40a 0 N 0.247
1200
28 APPROACH 50 151.251.301.401 1 94817.9 23317.9 40a 0 N 0.245 600
29 TAG-LDG 82 182 0.2 94776.3 23276.3 40a 0 N
30 TAG-ROLL 75 176 0.15 94776.3 23276.3 40a 0 N
31 TAG-TO 72 177 0.1 94776.3 23276.3 40a 0 N
32 ABRUPTMNVR 66 0 1 94776.3 23276.3 40a 0 N 90
33 CLIMBOUT 10 151.251.301.401 1 94734.6 23234.6 40a 0 N 0.252 600
34 TRAFFIC 40 151.251.301.401 3 94567.9 23067.9 40a 0 N 0.247
1200
35 APPROACH 50 151.251.301.401 1 94401.3 22901.3 40a 0 N 0.245 600
36 TAG-LDG 82 182 0.2 94359.6 22859.6 40a 0 N
37 TAG-ROLL 75 176 0.15 94359.6 22859.6 40a 0 N
38 TAG-TO 72 177 0.1 94359.6 22859.6 40a 0 N
39 ABRUPTMNVR 66 0 1 94359.6 22859.6 40a 0 N 90
40 CLIMBOUT 10 151.251.301.401 1 94317.9 22817.9 40a 0 N 0.252 600
41 TRAFFIC 40 151.251.301.401 3 94151.3 22651.3 40a 0 N 0.247
1200
42 APPROACH 50 151.251.301.401 1 93984.6 22484.6 40a 0 N 0.245 600
43 FS-LDG 82 182 1 93942.9 22442.9 40a 0 N
44 ROLLOUT 75 175 0.512 93942.9 22442.9 40a 0 N
45 TAXI 75 171 5 93942.9 22442.9 40a 0 N
46 RT-TURN 91 1911 0.1 93942.9 22442.9 40a 0 N
47 HARD-BRK 92 192 0.1 93942.9 22442.9 40a 0 N
48 LT-TURN 91 191 0.1 93942.9 22442.9 40a 0 N
49 SOFT-BRK 92 1922 0.1 93942.9 22442.9 40a 0 N
50 TAKEOFF 72 172 0.513 93942.9 22442.9 40a 0 N
51 ABRUPTMNVR 66 0 1 93942.9 22442.9 40a 0 N 90
52 CLIMBOUT 10 151.251.301.401 1 93901.3 22401.3 40a 0 N 0.252 600
53 TRAFFIC 40 151.251.301.401 3 93734.6 22234.6 40a 0 N 0.247
1200
54 APPROACH 50 151.251.301.401 1 93567.9 22067.9 40a 0 N 0.245 600
90
DSTO-TN-0819
55 TAG-LDG 82 182 0.2 93526.3 22026.3 40a 0 N

56 TAG-ROLL 75 176 0.15 93526.3 22026.3 40a 0 N
57 TAG-TO 72 177 0.1 93526.3 22026.3 40a 0 N
58 ABRUPTMNVR 66 0 1 93526.3 22026.3 40a 0 N 90
59 CLIMBOUT 10 151.251.301.401 1 93484.6 21984.6 40a 0 N 0.252 600
60 TRAFFIC 40 151.251.301.401 3 93317.9 21817.9 40a 0 N 0.247
1200
61 APPROACH 50 151.251.301.401 1 93151.3 21651.3 40a 0 N 0.245 600
62 TAG-LDG 82 182 0.2 93109.6 21609.6 40a 0 N
63 TAG-ROLL 75 176 0.15 93109.6 21609.6 40a 0 N
64 TAG-TO 72 177 0.1 93109.6 21609.6 40a 0 N
65 ABRUPTMNVR 66 0 1 93109.6 21609.6 40a 0 N 90
66 CLIMBOUT 10 151.251.301.401 1 93067.9 21567.9 40a 0 N 0.252 600
67 TRAFFIC 40 151.251.301.401 3 92901.3 21401.3 40a 0 N 0.247
1200
68 APPROACH 50 151.251.301.401 1 92734.6 21234.6 40a 0 N 0.245 600
69 TAG-LDG 82 182 0.2 92692.9 21192.9 40a 0 N
70 TAG-ROLL 75 176 0.15 92692.9 21192.9 40a 0 N
71 TAG-TO 72 177 0.1 92692.9 21192.9 40a 0 N
72 ABRUPTMNVR 66 0 1 92692.9 21192.9 40a 0 N 90
73 CLIMBOUT 10 151.251.301.401 1 92651.3 21151.3 40a 0 N 0.252 600
74 TRAFFIC 40 151.251.301.401 3 92484.6 20984.6 40a 0 N 0.247
1200
75 APPROACH 50 151.251.301.401 1 92317.9 20817.9 40a 0 N 0.245 600
76 TAG-LDG 82 182 0.2 92276.3 20776.3 40a 0 N
77 TAG-ROLL 75 176 0.15 92276.3 20776.3 40a 0 N
78 TAG-TO 72 177 0.1 92276.3 20776.3 40a 0 N
79 ABRUPTMNVR 66 0 1 92276.3 20776.3 40a 0 N 90
80 CLIMBOUT 10 151.251.301.401 1 92234.6 20734.6 40a 0 N 0.252 600
81 TRAFFIC 40 151.251.301.401 3 92067.9 20567.9 40a 0 N 0.247
1200
82 APPROACH 50 151.251.301.401 1 91901.3 20401.3 40a 0 N 0.245 600
83 TAG-LDG 82 182 0.2 91859.6 20359.6 40a 0 N
84 TAG-ROLL 75 176 0.15 91859.6 20359.6 40a 0 N
85 TAG-TO 72 177 0.1 91859.6 20359.6 40a 0 N
86 ABRUPTMNVR 66 0 1 91859.6 20359.6 40a 0 N 90
87 CLIMBOUT 10 151.251.301.401 1 91817.9 20317.9 40a 0 N 0.252 600
88 TRAFFIC 40 151.251.301.401 3 91651.3 20151.3 40a 0 N 0.247
1200
89 APPROACH 50 151.251.301.401 1 91484.6 19984.6 40a 0 N 0.245 600
90 TAG-LDG 82 182 0.2 91442.9 19942.9 40a 0 N
91 TAG-ROLL 75 176 0.15 91442.9 19942.9 40a 0 N
92 TAG-TO 72 177 0.1 91442.9 19942.9 40a 0 N
93 ABRUPTMNVR 66 0 1 91442.9 19942.9 40a 0 N 90
94 CLIMBOUT 10 151.251.301.401 1 91401.3 19901.3 40a 0 N 0.252 600
95 TRAFFIC 40 151.251.301.401 3 91234.6 19734.6 40a 0 N 0.247
1200
96 APPROACH 50 151.251.301.401 1 91067.9 19567.9 40a 0 N 0.245 600
97 TAG-LDG 82 182 0.2 91026.3 19526.3 40a 0 N
98 TAG-ROLL 75 176 0.15 91026.3 19526.3 40a 0 N
99 TAG-TO 72 177 0.1 91026.3 19526.3 40a 0 N
100 ABRUPTMNVR 66 0 1 91026.3 19526.3 40a 0 N 90
101 CLIMBOUT 10 151.251.301.401 1 90984.6 19484.6 40a 0 N 0.252 600
102 TRAFFIC 40 151.251.301.401 3 90817.9 19317.9 40a 0 N 0.247
1200
103 APPROACH 50 151.251.301.401 1 90651.3 19151.3 40a 0 N 0.245 600
104 FS-LDG 82 182 1 90609.6 19109.6 40a 0 N
105 ROLLOUT 75 175 0.512 90609.6 19109.6 40a 0 N
106 TAXI 75 171 5 90609.6 19109.6 40a 0 N
107 RT-TURN 91 1911 0.1 90609.6 19109.6 40a 0 N
108 HARD-BRK 92 192 0.1 90609.6 19109.6 40a 0 N
109 LT-TURN 91 191 0.1 90609.6 19109.6 40a 0 N
110 SOFT-BRK 92 1922 0.1 90609.6 19109.6 40a 0 N
111 TAKEOFF 72 172 0.513 90609.6 19109.6 40a 0 N
112 ABRUPTMNVR 66 0 1 90609.6 19109.6 40a 0 N 90
113 CLIMBOUT 10 151.251.301.401 1 90567.9 19067.9 40a 0 N 0.251 250
114 CLIMB 20 151.251.301.401 0.6 90501.3 19001.3 40a 0 N 0.342
1500
115 CLIMB 20 151.251.301.401 0.9 90438.8 18938.8 40a 0 N 0.356
3750
116 CLIMB 20 151.251.301.401 1.8125 90325.8 18825.8 40a 0 N 0.381
7500
117 CRUISE 20 151.251.301.401 30.2 88991.9 17491.9 40a 0 N 0.443
10000
118 DESCENT 20 151.251.301.401 3.84615 87573.3 16073.3 40a 0 N 0.432
7500
119 DESCENT 20 151.251.301.401 1.53846 87349 15849 40a 0 N 0.406
4000
120 CRUISE 20 151.251.301.401 3 87159.9 15659.9 40a 0 N 0.351
3000
121 APPROACH 50 151.251.301.401 6 86784.9 15284.9 40a 0 N 0.248
1500
122 TAG-LDG 82 182 0.2 86534.9 15034.9 40a 0 N
123 TAG-ROLL 75 176 0.15 86534.9 15034.9 40a 0 N
124 TAG-TO 72 177 0.1 86534.9 15034.9 40a 0 N
125 ABRUPTMNVR 66 0 1 86534.9 15034.9 40a 0 N 90
126 CLIMBOUT 10 151.251.301.401 1 86493.2 14993.2 40a 0 N 0.252 600
127 TRAFFIC 40 151.251.301.401 3 86326.5 14826.5 40a 0 N 0.247
1200
128 APPROACH 50 151.251.301.401 1 86159.9 14659.9 40a 0 N 0.245 600
129 TAG-LDG 82 182 0.2 86118.2 14618.2 40a 0 N
130 TAG-ROLL 75 176 0.15 86118.2 14618.2 40a 0 N
131 TAG-TO 72 177 0.1 86118.2 14618.2 40a 0 N
91
DSTO-TN-0819
132 ABRUPTMNVR 66 0 1 86118.2 14618.2 40a 0 N 90

133 CLIMBOUT 10 151.251.301.401 1 86076.5 14576.5 40a 0 N 0.252 600
134 TRAFFIC 40 151.251.301.401 3 85909.9 14409.9 40a 0 N 0.247
1200
135 APPROACH 50 151.251.301.401 1 85743.2 14243.2 40a 0 N 0.245 600
136 TAG-LDG 82 182 0.2 85701.5 14201.5 40a 0 N
137 TAG-ROLL 75 176 0.15 85701.5 14201.5 40a 0 N
138 TAG-TO 72 177 0.1 85701.5 14201.5 40a 0 N
139 ABRUPTMNVR 66 0 1 85701.5 14201.5 40a 0 N 90
140 CLIMBOUT 10 151.251.301.401 1 85659.9 14159.9 40a 0 N 0.252 600
141 TRAFFIC 40 151.251.301.401 3 85493.2 13993.2 40a 0 N 0.247
1200
142 APPROACH 50 151.251.301.401 1 85326.5 13826.5 40a 0 N 0.245 600
143 TAG-LDG 82 182 0.2 85284.9 13784.9 40a 0 N
144 TAG-ROLL 75 176 0.15 85284.9 13784.9 40a 0 N
145 TAG-TO 72 177 0.1 85284.9 13784.9 40a 0 N
146 ABRUPTMNVR 66 0 1 85284.9 13784.9 40a 0 N 90
147 CLIMBOUT 10 151.251.301.401 1 85243.2 13743.2 40a 0 N 0.252 600
148 TRAFFIC 40 151.251.301.401 3 85076.5 13576.5 40a 0 N 0.247
1200
149 APPROACH 50 151.251.301.401 1 84909.9 13409.9 40a 0 N 0.245 600
150 TAG-LDG 82 182 0.2 84868.2 13368.2 40a 0 N
151 TAG-ROLL 75 176 0.15 84868.2 13368.2 40a 0 N
152 TAG-TO 72 177 0.1 84868.2 13368.2 40a 0 N
153 ABRUPTMNVR 66 0 1 84868.2 13368.2 40a 0 N 90
154 CLIMBOUT 10 151.251.301.401 1 84826.5 13326.5 40a 0 N 0.252 600
155 TRAFFIC 40 151.251.301.401 3 84659.9 13159.9 40a 0 N 0.247
1200
156 APPROACH 50 151.251.301.401 1 84493.2 12993.2 40a 0 N 0.245 600
157 TAG-LDG 82 182 0.2 84451.5 12951.5 40a 0 N
158 TAG-ROLL 75 176 0.15 84451.5 12951.5 40a 0 N
159 TAG-TO 72 177 0.1 84451.5 12951.5 40a 0 N
160 ABRUPTMNVR 66 0 1 84451.5 12951.5 40a 0 N 90
161 CLIMBOUT 10 151.251.301.401 1 84409.9 12909.9 40a 0 N 0.252 600
162 TRAFFIC 40 151.251.301.401 3 84243.2 12743.2 40a 0 N 0.247
1200
163 APPROACH 50 151.251.301.401 1 84076.5 12576.5 40a 0 N 0.245 600
164 TAG-LDG 82 182 0.2 84034.9 12534.9 40a 0 N
165 TAG-ROLL 75 176 0.15 84034.9 12534.9 40a 0 N
166 TAG-TO 72 177 0.1 84034.9 12534.9 40a 0 N
167 ABRUPTMNVR 66 0 1 84034.9 12534.9 40a 0 N 90
168 CLIMBOUT 10 151.251.301.401 1 83993.2 12493.2 40a 0 N 0.252 600
169 TRAFFIC 40 151.251.301.401 3 83826.5 12326.5 40a 0 N 0.247
1200
170 APPROACH 50 151.251.301.401 1 83659.9 12159.9 40a 0 N 0.245 600
171 TAG-LDG 82 182 0.2 83618.2 12118.2 40a 0 N
172 TAG-ROLL 75 176 0.15 83618.2 12118.2 40a 0 N
173 TAG-TO 72 177 0.1 83618.2 12118.2 40a 0 N
174 ABRUPTMNVR 66 0 1 83618.2 12118.2 40a 0 N 90
175 CLIMBOUT 10 151.251.301.401 1 83576.5 12076.5 40a 0 N 0.252 600
176 TRAFFIC 40 151.251.301.401 3 83409.9 11909.9 40a 0 N 0.247
1200
177 APPROACH 50 151.251.301.401 1 83243.2 11743.2 40a 0 N 0.245 600
178 TAG-LDG 82 182 0.2 83201.5 11701.5 40a 0 N
179 TAG-ROLL 75 176 0.15 83201.5 11701.5 40a 0 N
180 TAG-TO 72 177 0.1 83201.5 11701.5 40a 0 N
181 ABRUPTMNVR 66 0 1 83201.5 11701.5 40a 0 N 90
182 CLIMBOUT 10 151.251.301.401 1 83159.9 11659.9 40a 0 N 0.252 600
183 TRAFFIC 40 151.251.301.401 3 82993.2 11493.2 40a 0 N 0.247
1200
184 APPROACH 50 151.251.301.401 1 82826.5 11326.5 40a 0 N 0.245 600
185 TAG-LDG 82 182 0.2 82784.9 11284.9 40a 0 N
186 TAG-ROLL 75 176 0.15 82784.9 11284.9 40a 0 N
187 TAG-TO 72 177 0.1 82784.9 11284.9 40a 0 N
188 ABRUPTMNVR 66 0 1 82784.9 11284.9 40a 0 N 90
189 CLIMBOUT 10 151.251.301.401 1 82743.2 11243.2 40a 0 N 0.252 600
190 TRAFFIC 40 151.251.301.401 3 82576.5 11076.5 40a 0 N 0.247
1200
191 APPROACH 50 151.251.301.401 1 82409.9 10909.9 40a 0 N 0.245 600
192 TAG-LDG 82 182 0.2 82368.2 10868.2 40a 0 N
193 TAG-ROLL 75 176 0.15 82368.2 10868.2 40a 0 N
194 TAG-TO 72 177 0.1 82368.2 10868.2 40a 0 N
195 ABRUPTMNVR 66 0 1 82368.2 10868.2 40a 0 N 90
196 CLIMBOUT 10 151.251.301.401 1 82326.5 10826.5 40a 0 N 0.252 600
197 TRAFFIC 40 151.251.301.401 3 82159.9 10659.9 40a 0 N 0.247
1200
198 APPROACH 50 151.251.301.401 1 81993.2 10493.2 40a 0 N 0.245 600
199 FS-LDG 82 182 1 81951.5 10451.5 40a 0 N
200 ROLLOUT 75 175 0.512 81951.5 10451.5 40a 0 N
201 TAXI 75 171 5 81951.5 10451.5 40a 0 N
202 LT-TURN 91 191 0.02 81951.5 10451.5 40a 0 N
203 RT-TURN 91 1911 0.02 81951.5 10451.5 40a 0 N
204 HARD-BRK 92 192 0.02 81951.5 10451.5 40a 0 N
205 LT-TURN 91 191 0.02 81951.5 10451.5 40a 0 N
206 SOFT-BRK 92 1922 0.02 81951.5 10451.5 40a 0 N
EOR
# "10 P-3C J 2A-ASW, FOUR LNDS 71.5 L"

1 LT-TURN 91 191 0.02 113700 40700 1500a 0 N
2 RT-TURN 91 1911 0.02 113700 40700 1500a 0 N
3 TAXI 72 171 5 113700 40700 1500a 0 N
92
DSTO-TN-0819
4 TAKEOFF 72 172 0.513 113700 40700 1500a 0 N

5 ABRUPTMNVR 66 0 1 113700 40700 1500a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 113658.3 40658.3 1500a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 113591.7 40591.7 1500a 0 N 0.311
1500
8 CLIMB 20 152.252.301.401 0.9 113529.2 40529.2 1500a 0 N 0.323
3750
9 CLIMB 20 152.252.301.401 2.37456 113392.7 40392.7 1500a 0 N 0.346
7500
10 CLIMB 20 152.252.301.401 6.508 113022.6 40022.6 1500a 0 N 0.399
15000
11 CRUISE 20 152.252.301.401 71.8 109759.8 36759.8 1500a 0 N 0.526
20000
12 DESCENT 20 152.252.301.401 5.88235 106523 33523 1500a 0 N 0.497
15000
13 DESCENT 20 152.252.301.401 3.84615 106117.7 33117.7 1500a 0 N 0.432
7500
14 DESCENT 20 152.252.301.401 1.92308 105877.3 32877.3 1500a 0 N 0.404
3750
15 DESCENT 20 152.252.301.401 1.15385 105749.1 32749.1 1500a 0 N 0.39
1750
16 LOITER 20 152.252.301.401 10.15 105278.1 32278.1 1500a 0 N 0.385
1000
17 DESCENT 20 152.252.301.401 0.58 104831 31831 1500a 0 N 0.336 650
18 LOITER 20 152.252.301.401 7.54 104492.7 31492.7 1500a 0 N 0.304 300
19 CLIMB 20 152.252.301.401 0.58 104154.3 31154.3 1500a 0 N 0.336 650
20 LOITER 20 152.252.301.401 20.3 103284.3 30284.3 1500a 0 N 0.385
1000
21 DESCENT 20 152.252.301.401 0.58 102414.3 29414.3 1500a 0 N 0.336 650
22 LOITER 20 152.252.301.401 7.54 102076 29076 1500a 0 N 0.304 300
23 CLIMB 20 152.252.301.401 0.58 101737.7 28737.7 810a 0 N 0.336 650
24 LOITER 20 152.252.301.401 20.3 100867.7 27867.7 810a 0 N 0.385
1000
25 DESCENT 20 152.252.301.401 0.58 99997.7 26997.7 810a 0 N 0.336 650
26 LOITER 20 152.252.301.401 7.54 99659.3 26659.3 810a 0 N 0.304 300
27 CLIMB 20 152.252.301.401 0.58 99321 26321 810a 0 N 0.336 650
28 LOITER 20 152.252.301.401 20.3 98451 25451 810a 0 N 0.385
1000
29 DESCENT 20 152.252.301.401 0.58 97581 24581 810a 0 N 0.336 650
30 LOITER 20 152.252.301.401 7.54 97242.7 24242.7 810a 0 N 0.304 300
31 CLIMB 20 152.252.301.401 0.58 96904.3 23904.3 810a 0 N 0.336 650
32 LOITER 20 152.252.301.401 10.15 96457.3 23457.3 810a 0 N 0.385
1000
33 CLIMB 20 152.252.301.401 0.5 96013.5 23013.5 810a 0 N 0.312
1750
34 CLIMB 20 152.252.301.401 0.9 95955.2 22955.2 810a 0 N 0.323
3750
35 CLIMB 20 152.252.301.401 1.92 95837.7 22837.7 810a 0 N 0.346
7500
36 CLIMB 20 152.252.301.401 4.5 95570.2 22570.2 810a 0 N 0.399
15000
37 CRUISE 20 152.252.301.401 71.8 92391 19391 810a 0 N 0.505
20000
38 DESCENT 20 152.252.301.401 5.88235 89154.2 16154.2 810a 0 N 0.497
15000
39 DESCENT 20 152.252.301.401 3.84615 88748.9 15748.9 810a 0 N 0.432
7500
40 DESCENT 20 152.252.301.401 1.53846 88524.5 15524.5 810a 0 N 0.406
4000
41 CRUISE 20 152.252.301.401 3 88335.4 15335.4 810a 0 N 0.351
3000
42 APPROACH 50 152.252.301.401 6 87960.4 14960.4 810a 0 N 0.248
1500
43 TAG-LDG 82 182 1 87710.4 14710.4 810a 0 N
44 TAG-ROLL 75 176 0.15 87710.4 14710.4 810a 0 N
45 TAG-TO 72 177 0.1 87710.4 14710.4 810a 0 N
46 ABRUPTMNVR 66 0 1 87710.4 14710.4 810a 0 N 90
47 CLIMBOUT 10 152.252.301.401 1 87668.8 14668.8 810a 0 N 0.252 600
48 TRAFFIC 40 152.252.301.401 3 87502.1 14502.1 810a 0 N 0.247
1200
49 APPROACH 50 152.252.301.401 1 87335.4 14335.4 810a 0 N 0.245 600
50 TAG-LDG 82 182 1 87293.8 14293.8 810a 0 N
51 TAG-ROLL 75 176 0.15 87293.8 14293.8 810a 0 N
52 TAG-TO 72 177 0.1 87293.8 14293.8 810a 0 N
53 ABRUPTMNVR 66 0 1 87293.8 14293.8 810a 0 N 90
54 CLIMBOUT 10 152.252.301.401 1 87252.1 14252.1 810a 0 N 0.252 600
55 TRAFFIC 40 152.252.301.401 3 87085.4 14085.4 810a 0 N 0.247
1200
56 APPROACH 50 152.252.301.401 1 86918.8 13918.8 810a 0 N 0.245 600
57 TAG-LDG 82 182 1 86877.1 13877.1 810a 0 N
58 TAG-ROLL 75 176 0.15 86877.1 13877.1 810a 0 N
59 TAG-TO 72 177 0.1 86877.1 13877.1 810a 0 N
60 ABRUPTMNVR 66 0 1 86877.1 13877.1 810a 0 N 90
61 CLIMBOUT 10 152.252.301.401 1 86835.4 13835.4 810a 0 N 0.252 600
62 TRAFFIC 40 152.252.301.401 3 86668.8 13668.8 810a 0 N 0.247
1200
63 APPROACH 50 152.252.301.401 1 86502.1 13502.1 810a 0 N 0.245 600
64 FS-LDG 82 182 1 86460.4 13460.4 810a 0 N
65 ROLLOUT 75 175 0.512 86460.4 13460.4 810a 0 N
66 TAXI 75 171 5 86460.4 13460.4 810a 0 N
67 LT-TURN 91 191 0.02 86460.4 13460.4 810a 0 N
68 RT-TURN 91 1911 0.02 86460.4 13460.4 810a 0 N
69 HARD-BRK 92 192 0.02 86460.4 13460.4 810a 0 N
93
DSTO-TN-0819
70 LT-TURN 91 191 0.02 86460.4 13460.4 810a 0 N

71 SOFT-BRK 92 1922 0.02 86460.4 13460.4 810a 0 N
EOR
# "11 P-3C J 2AA-ASW, FOUR LNDS 71.5 L"
Mission_11 mach RAAF Mission profile #2AA; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.02 113700 40700 1500a 0 N
2 RT-TURN 91 1911 0.02 113700 40700 1500a 0 N
3 TAXI 72 171 5 113700 40700 1500a 0 N
4 TAKEOFF 72 172 0.513 113700 40700 1500a 0 N
5 ABRUPTMNVR 66 0 1 113700 40700 1500a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 113658.3 40658.3 1500a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 113591.7 40591.7 1500a 0 N 0.311
1500
8 CLIMB 20 152.252.301.401 0.9 113529.2 40529.2 1500a 0 N 0.323
3750
9 CLIMB 20 152.252.301.401 2.37456 113392.7 40392.7 1500a 0 N 0.346
7500
10 CLIMB 20 152.252.301.401 6.508 113022.6 40022.6 1500a 0 N 0.399
15000
11 CRUISE 20 152.252.301.401 35.9 111255.6 38255.6 1500a 0 N 0.526
20000
12 CRUISE 20 152.252.301.401 35.9 108264 35264 1500a 0 N 0.526
20000
13 DESCENT 20 152.252.301.401 5.88235 106523 33523 1500a 0 N 0.497
15000
14 DESCENT 20 152.252.301.401 3.87508 106116.5 33116.5 1500a 0 N 0.432
7502.5
15 LOITER 20 152.252.301.401 60.21 103446.3 30446.3 810a 0 N 0.331
5005
16 LOITER 20 152.252.301.401 60.21 98428.8 25428.8 810a 0 N 0.331
5005
17 CLIMB 20 152.252.301.401 1.92 95840 22840 810a 0 N 0.346
7502.5
18 CLIMB 20 152.252.301.401 4.5 95572.5 22572.5 810a 0 N 0.399
15000
19 CRUISE 20 152.252.301.401 35.91 93888.8 20888.8 810a 0 N 0.505
20000
20 CRUISE 20 152.252.301.401 35.91 90896.3 17896.3 810a 0 N 0.505
20000
21 DESCENT 20 152.252.301.401 5.88 89155 16155 810a 0 N 0.497
15000
22 DESCENT 20 152.252.301.401 3.84 88750 15750 810a 0 N 0.432
7500
23 DESCENT 20 152.252.301.401 1.56 88525 15525 810a 0 N 0.406
4000
24 CRUISE 20 152.252.301.401 3 88335 15335 810a 0 N 0.351
3000
25 APPROACH 50 152.252.301.401 6 87960 14960 810a 0 N 0.248
1500
26 TAG-LDG 82 182 1 87710 14710 810a 0 N
27 TAG-ROLL 75 176 0.15 87710 14710 810a 0 N
28 TAG-TO 72 177 0.1 87710 14710 810a 0 N
29 ABRUPTMNVR 66 0 1 87710 14710 810a 0 N 90
30 CLIMBOUT 10 152.252.301.401 1.02 87667.5 14667.5 810a 0 N 0.252 600
31 TRAFFIC 40 152.252.301.401 3 87500 14500 810a 0 N 0.247
1200
32 APPROACH 50 152.252.301.401 0.96 87335 14335 810a 0 N 0.245 600
33 TAG-LDG 82 182 1 87295 14295 810a 0 N
34 TAG-ROLL 75 176 0.15 87295 14295 810a 0 N
35 TAG-TO 72 177 0.1 87295 14295 810a 0 N
36 ABRUPTMNVR 66 0 1 87295 14295 810a 0 N 90
37 CLIMBOUT 10 152.252.301.401 1.02 87252.5 14252.5 810a 0 N 0.252 600
38 TRAFFIC 40 152.252.301.401 3 87085 14085 810a 0 N 0.247
1200
39 APPROACH 50 152.252.301.401 1.02 86917.5 13917.5 810a 0 N 0.245 600
40 TAG-LDG 82 182 1 86875 13875 810a 0 N
41 TAG-ROLL 75 176 0.15 86875 13875 810a 0 N
42 TAG-TO 72 177 0.1 86875 13875 810a 0 N
43 ABRUPTMNVR 66 0 1 86875 13875 810a 0 N 90
44 CLIMBOUT 10 152.252.301.401 0.96 86835 13835 810a 0 N 0.252 600
45 TRAFFIC 40 152.252.301.401 3 86670 13670 810a 0 N 0.247
1200
46 APPROACH 50 152.252.301.401 1.02 86502.5 13502.5 810a 0 N 0.245 600
47 FS-LDG 82 182 1 86460 13460 810a 0 N
48 ROLLOUT 75 175 0.512 86460 13460 810a 0 N
49 TAXI 75 171 5 86460 13460 810a 0 N
50 LT-TURN 91 191 0.02 86460 13460 810a 0 N
51 RT-TURN 91 1911 0.02 86460 13460 810a 0 N
52 HARD-BRK 92 192 0.02 86460 13460 810a 0 N
53 LT-TURN 91 191 0.02 86460 13460 810a 0 N
54 SOFT-BRK 92 1922 0.02 86460 13460 810a 0 N
EOR
# "12 P-3C J 2B-CURTAILED ASW, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 110400 37100 1790a 0 N
2 RT-TURN 91 1911 0.12 110400 37100 1790a 0 N
3 TAXI 72 171 5 110400 37100 1790a 0 N
4 TAKEOFF 72 172 0.513 110400 37100 1790a 0 N
5 ABRUPTMNVR 66 0 1 110400 37100 1790a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 110358.3 37058.3 1790a 0 N 0.251 250
94
DSTO-TN-0819
7 CLIMB 20 152.252.301.401 0.6 110291.7 36991.7 1790a 0 N 0.326

1500
8 CLIMB 20 152.252.301.401 0.9 110229.2 36929.2 1790a 0 N 0.339
3750
9 CLIMB 20 152.252.301.401 2.275 110096.9 36796.9 1790a 0 N 0.363
7500
10 CLIMB 20 152.252.301.401 2.825 109884.4 36584.4 1790a 0 N 0.399
12500
11 CRUISE 20 152.252.301.401 35.8 108275 34975 1790a 0 N 0.487
15000
12 DESCENT 20 152.252.301.401 2.94118 106660.8 33360.8 1790a 0 N 0.474
12500
13 DESCENT 20 152.252.301.401 3.84615 106378 33078 1790a 0 N 0.432
7500
14 DESCENT 20 152.252.301.401 1.92308 106137.6 32837.6 1790a 0 N 0.404
3750
15 DESCENT 20 152.252.301.401 1.15385 106009.4 32709.4 1790a 0 N 0.39
1750
16 LOITER 20 152.252.301.401 10.731 105514.2 32214.2 1790a 0 N 0.377
1000
17 DESCENT 20 152.252.301.401 0.6132 105041.5 31741.5 1790a 0 N 0.336 650
18 LOITER 20 152.252.301.401 7.9716 104683.8 31383.8 1790a 0 N 0.304 300
19 CLIMB 20 152.252.301.401 0.6132 104326.1 31026.1 1790a 0 N 0.336 650
20 LOITER 20 152.252.301.401 10.731 103853.4 30553.4 1230a 0 N 0.377
1000
21 CLIMB 20 152.252.301.401 0.5 103385.5 30085.5 1230a 0 N 0.343
1750
22 CLIMB 20 152.252.301.401 0.9 103327.1 30027.1 1230a 0 N 0.356
3750
23 CLIMB 20 152.252.301.401 1.19993 103239.6 29939.6 1230a 0 N 0.374
6500
24 CRUISE 20 152.252.301.401 30 101939.7 28639.7 1230a 0 N 0.436
8000
25 DESCENT 20 152.252.301.401 2.30769 100593.5 27293.5 1230a 0 N 0.424
6500
26 DESCENT 20 152.252.301.401 1.53846 100433.2 27133.2 1230a 0 N 0.406
4000
27 CRUISE 20 152.252.301.401 3 100244.1 26944.1 1230a 0 N 0.351
3000
28 APPROACH 50 152.252.301.401 6 99869.1 26569.1 1230a 0 N 0.248
1500
29 FS-LDG 82 182 1 99619.1 26319.1 1230a 0 N
30 ROLLOUT 75 175 0.512 99619.1 26319.1 1230a 0 N
31 TAXI 75 171 5 99619.1 26319.1 1230a 0 N
32 LT-TURN 91 191 0.12 99619.1 26319.1 1230a 0 N
33 RT-TURN 91 1911 0.12 99619.1 26319.1 1230a 0 N
34 HARD-BRK 92 192 0.12 99619.1 26319.1 1230a 0 N
35 LT-TURN 91 191 0.12 99619.1 26319.1 1230a 0 N
36 SOFT-BRK 92 1922 0.11 99619.1 26319.1 1230a 0 N
EOR
# "13 P-3C J 2BB-CURTAILED ASW, ONE LND 71.5 L"
Mission_13 mach RAAF Mission profile #2BB; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 110400 37100 1790a 0 N
2 RT-TURN 91 1911 0.12 110400 37100 1790a 0 N
3 TAXI 72 171 5 110400 37100 1790a 0 N
4 TAKEOFF 72 172 0.513 110400 37100 1790a 0 N
5 ABRUPTMNVR 66 0 1 110400 37100 1790a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 110358.3 37058.3 1790a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 110291.7 36991.7 1790a 0 N 0.326
1500
8 CLIMB 20 152.252.301.401 0.9 110229.2 36929.2 1790a 0 N 0.339
3750
9 CLIMB 20 152.252.301.401 2.275 110096.9 36796.9 1790a 0 N 0.363
7500
10 CLIMB 20 152.252.301.401 2.825 109884.4 36584.4 1790a 0 N 0.399
12500
11 CRUISE 20 152.252.301.401 35.8 108275 34975 1790a 0 N 0.487
15000
12 DESCENT 20 152.252.301.401 2.94118 106660.8 33360.8 1790a 0 N 0.474
12500
13 DESCENT 20 152.252.301.401 3.84231 106378.1 33078.1 1790a 0 N 0.432
7503
14 LOITER 20 152.252.301.401 35.07652 104756.5 31456.5 1230a 0 N 0.331
5006
15 CLIMB 20 152.252.301.401 1.2 103245 29945 1230a 0 N 0.374
6503
16 CRUISE 20 152.252.301.401 30 101945 28645 1230a 0 N 0.436
8000
17 DESCENT 20 152.252.301.401 2.28 100600 27300 1230a 0 N 0.424
6500
18 DESCENT 20 152.252.301.401 1.56 100440 27140 1230a 0 N 0.406
4000
19 CRUISE 20 152.252.301.401 3 100250 26950 1230a 0 N 0.351
3000
20 APPROACH 50 152.252.301.401 6 99875 26575 1230a 0 N 0.248
1500
21 FS-LDG 82 182 1 99625 26325 1230a 0 N
22 ROLLOUT 75 175 0.512 99625 26325 1230a 0 N
23 TAXI 75 171 5 99625 26325 1230a 0 N
24 LT-TURN 91 191 0.12 99625 26325 1230a 0 N
25 RT-TURN 91 1911 0.12 99625 26325 1230a 0 N
95
DSTO-TN-0819
26 HARD-BRK 92 192 0.12 99625 26325 1230a 0 N

27 LT-TURN 91 191 0.12 99625 26325 1230a 0 N
28 SOFT-BRK 92 1922 0.11 99625 26325 1230a 0 N
EOR
# "14 P-3C J 2C-ASW, 4.6 HRS, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 112400 39200 1750a 0 N
2 RT-TURN 91 1911 0.12 112400 39200 1750a 0 N
3 TAXI 72 171 5 112400 39200 1750a 0 N
4 TAKEOFF 72 172 0.513 112400 39200 1750a 0 N
5 ABRUPTMNVR 66 0 1 112400 39200 1750a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 112358.3 39158.3 1750a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 112291.7 39091.7 1750a 0 N 0.311
1500
8 CLIMB 20 152.252.301.401 0.9 112229.2 39029.2 1750a 0 N 0.323
3750
9 CLIMB 20 152.252.301.401 2.3405 112094.1 38894.1 1750a 0 N 0.346
7500
10 CLIMB 20 152.252.301.401 6.508 111725.5 38525.5 1750a 0 N 0.399
15000
11 CRUISE 20 152.252.301.401 62.5 108850.1 35650.1 1750a 0 N 0.526
20000
12 DESCENT 20 152.252.301.401 5.88235 106000.9 32800.9 1750a 0 N 0.497
15000
13 DESCENT 20 152.252.301.401 3.84615 105595.5 32395.5 1750a 0 N 0.432
7500
14 DESCENT 20 152.252.301.401 1.92308 105355.1 32155.1 1750a 0 N 0.404
3750
15 DESCENT 20 152.252.301.401 1.15385 105226.9 32026.9 1750a 0 N 0.39
1750
16 LOITER 20 152.252.301.401 21.868 104267.7 31067.7 1750a 0 N 0.377
1000
17 DESCENT 20 152.252.301.401 0.9372 103317.5 30117.5 1750a 0 N 0.336 650
18 LOITER 20 152.252.301.401 12.1836 102770.8 29570.8 1750a 0 N 0.304 300
19 CLIMB 20 152.252.301.401 0.9372 102224.1 29024.1 1750a 0 N 0.336 650
20 LOITER 20 152.252.301.401 21.868 101273.8 28073.8 1060a 0 N 0.377
1000
21 DESCENT 20 152.252.301.401 0.9372 100323.6 27123.6 1060a 0 N 0.336 650
22 LOITER 20 152.252.301.401 12.1836 99776.9 26576.9 1060a 0 N 0.304 300
23 CLIMB 20 152.252.301.401 0.9372 99230.2 26030.2 1060a 0 N 0.336 650
24 LOITER 20 152.252.301.401 21.868 98280 25080 1060a 0 N 0.377
1000
25 CLIMB 20 152.252.301.401 0.5 97348 24148 1060a 0 N 0.312
1750
26 CLIMB 20 152.252.301.401 0.9 97289.7 24089.7 1060a 0 N 0.323
3750
27 CLIMB 20 152.252.301.401 1.93456 97171.6 23971.6 1060a 0 N 0.346
7500
28 CLIMB 20 152.252.301.401 4.588 96899.8 23699.8 1060a 0 N 0.399
15000
29 CRUISE 20 152.252.301.401 62.5 94104.5 20904.5 1060a 0 N 0.515
20000
30 DESCENT 20 152.252.301.401 5.88235 91255.2 18055.2 1060a 0 N 0.497
15000
31 DESCENT 20 152.252.301.401 3.84615 90849.8 17649.8 1060a 0 N 0.432
7500
32 DESCENT 20 152.252.301.401 1.53846 90625.5 17425.5 1060a 0 N 0.406
4000
33 CRUISE 20 152.252.301.401 3 90436.4 17236.4 1060a 0 N 0.351
3000
34 APPROACH 50 152.252.301.401 6 90061.4 16861.4 1060a 0 N 0.248
1500
35 FS-LDG 82 182 1 89811.4 16611.4 1060a 0 N
36 ROLLOUT 75 175 0.512 89811.4 16611.4 1060a 0 N
37 TAXI 75 171 5 89811.4 16611.4 1060a 0 N
38 LT-TURN 91 191 0.12 89811.4 16611.4 1060a 0 N
39 RT-TURN 91 1911 0.12 89811.4 16611.4 1060a 0 N
40 HARD-BRK 92 192 0.12 89811.4 16611.4 1060a 0 N
41 LT-TURN 91 191 0.12 89811.4 16611.4 1060a 0 N
42 SOFT-BRK 92 1922 0.11 89811.4 16611.4 1060a 0 N
EOR
# "15 P-3C J 2CC-ASW, 4.6 HRS, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 112400 39200 1750a 0 N
2 RT-TURN 91 1911 0.12 112400 39200 1750a 0 N
3 TAXI 72 171 5 112400 39200 1750a 0 N
4 TAKEOFF 72 172 0.513 112400 39200 1750a 0 N
5 ABRUPTMNVR 66 0 1 112400 39200 1750a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 112358.3 39158.3 1750a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 112291.7 39091.7 1750a 0 N 0.311
1500
8 CLIMB 20 152.252.301.401 0.9 112229.2 39029.2 1750a 0 N 0.323
3750
9 CLIMB 20 152.252.301.401 2.42 112090.8 38890.8 1750a 0 N 0.346
7500
10 CLIMB 20 152.252.301.401 6.508 111718.8 38518.8 1750a 0 N 0.399
15000
11 CRUISE 20 152.252.301.401 62.5 108843.5 35643.5 1750a 0 N 0.526
20000
96
DSTO-TN-0819
12 DESCENT 20 152.252.301.401 5.88235 105994.2 32794.2 1750a 0 N 0.497

15000
13 DESCENT 20 152.252.301.401 3.84231 105589 32389 1750a 0 N 0.432
7502.5
14 LOITER 20 152.252.301.401 49.04367 103385.5 30185.5 1060a 0 N 0.331
5005
15 LOITER 20 152.252.301.401 49.04367 99298.5 26098.5 1060a 0 N 0.331
5005
16 CLIMB 20 152.252.301.401 1.92 97175 23975 1060a 0 N 0.346
7502.5
17 CLIMB 20 152.252.301.401 4.56 96905 23705 1060a 0 N 0.399
15000
18 CRUISE 20 152.252.301.401 62.52 94110 20910 1060a 0 N 0.515
20000
19 DESCENT 20 152.252.301.401 5.88 91260 18060 1060a 0 N 0.497
15000
20 DESCENT 20 152.252.301.401 3.84 90855 17655 1060a 0 N 0.432
7500
21 DESCENT 20 152.252.301.401 1.56 90630 17430 1060a 0 N 0.406
4000
22 CRUISE 20 152.252.301.401 3 90440 17240 1060a 0 N 0.351
3000
23 APPROACH 50 152.252.301.401 6 90065 16865 1060a 0 N 0.248
1500
24 FS-LDG 82 182 1 89815 16615 1060a 0 N
25 ROLLOUT 75 175 0.512 89815 16615 1060a 0 N
26 TAXI 75 171 5 89815 16615 1060a 0 N
27 LT-TURN 91 191 0.12 89815 16615 1060a 0 N
28 RT-TURN 91 1911 0.12 89815 16615 1060a 0 N
29 HARD-BRK 92 192 0.12 89815 16615 1060a 0 N
30 LT-TURN 91 191 0.12 89815 16615 1060a 0 N
31 SOFT-BRK 92 1922 0.11 89815 16615 1060a 0 N
EOR
# "16 P-3C J 2D-ASW, 6.4 HRS, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 120400 46700 2240a 0 N
2 RT-TURN 91 1911 0.12 120400 46700 2240a 0 N
3 TAXI 72 171 5 120400 46700 2240a 0 N
4 TAKEOFF 72 172 0.513 120400 46700 2240a 0 N
5 ABRUPTMNVR 66 0 1 120400 46700 2240a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 120358.3 46658.3 2240a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 120291.7 46591.7 2240a 0 N 0.311
1500
8 CLIMB 20 152.252.301.401 0.9 120229.2 46529.2 2240a 0 N 0.323
3750
9 CLIMB 20 152.252.301.401 2.6375 120081.8 46381.8 2240a 0 N 0.346
7500
10 CLIMB 20 152.252.301.401 7.9 119642.7 45942.7 2240a 0 N 0.399
15000
11 CRUISE 20 152.252.301.401 59.8 116821.9 43121.9 2240a 0 N 0.536
20000
12 DESCENT 20 152.252.301.401 5.88235 114085.1 40385.1 2240a 0 N 0.497
15000
13 DESCENT 20 152.252.301.401 3.84615 113679.8 39979.8 2240a 0 N 0.432
7500
14 DESCENT 20 152.252.301.401 1.92308 113439.4 39739.4 2240a 0 N 0.404
3750
15 DESCENT 20 152.252.301.401 1.15385 113311.2 39611.2 2240a 0 N 0.39
1750
16 LOITER 20 152.252.301.401 24.255 112252.5 38552.5 2240a 0 N 0.385
1000
17 DESCENT 20 152.252.301.401 0.8316 111207.2 37507.2 2240a 0 N 0.336 650
18 LOITER 20 152.252.301.401 10.8108 110722.1 37022.1 2240a 0 N 0.304 300
19 CLIMB 20 152.252.301.401 0.8316 110237 36537 2240a 0 N 0.336 650
20 LOITER 20 152.252.301.401 24.255 109191.7 35491.7 2240a 0 N 0.385
1000
21 DESCENT 20 152.252.301.401 0.8316 108146.4 34446.4 2240a 0 N 0.336 650
22 LOITER 20 152.252.301.401 10.8108 107661.3 33961.3 2240a 0 N 0.304 300
23 CLIMB 20 152.252.301.401 0.8316 107176.2 33476.2 2240a 0 N 0.336 650
24 LOITER 20 152.252.301.401 24.255 106131 32431 2240a 0 N 0.385
1000
25 DESCENT 20 152.252.301.401 0.8316 105085.7 31385.7 2240a 0 N 0.336 650
26 LOITER 20 152.252.301.401 10.8108 104600.6 30900.6 1070a 0 N 0.304 300
27 CLIMB 20 152.252.301.401 0.8316 104115.5 30415.5 1070a 0 N 0.336 650
28 LOITER 20 152.252.301.401 24.255 103070.2 29370.2 1070a 0 N 0.308
1000
29 DESCENT 20 152.252.301.401 0.8316 102024.9 28324.9 1070a 0 N 0.336 650
30 LOITER 20 152.252.301.401 10.8108 101539.8 27839.8 1070a 0 N 0.304 300
31 CLIMB 20 152.252.301.401 0.8316 101054.7 27354.7 1070a 0 N 0.336 650
32 LOITER 20 152.252.301.401 24.255 100009.5 26309.5 1070a 0 N 0.385
1000
33 DESCENT 20 152.252.301.401 0.8316 98964.2 25264.2 1070a 0 N 0.336 650
34 LOITER 20 152.252.301.401 10.8108 98479.1 24779.1 1070a 0 N 0.304 300
35 CLIMB 20 152.252.301.401 0.8316 97994 24294 1070a 0 N 0.336 650
36 LOITER 20 152.252.301.401 24.255 96948.7 23248.7 1070a 0 N 0.385
1000
37 CLIMB 20 152.252.301.401 0.5 95917.3 22217.3 1070a 0 N 0.312
1750
38 CLIMB 20 152.252.301.401 0.9 95858.9 22158.9 1070a 0 N 0.323
3750
97
DSTO-TN-0819
39 CLIMB 20 152.252.301.401 1.9145 95741.7 22041.7 1070a 0 N 0.346

7500
40 CLIMB 20 152.252.301.401 4.492 95474.7 21774.7 1070a 0 N 0.399
15000
41 CRUISE 20 152.252.301.401 59.8 92795.9 19095.9 1070a 0 N 0.515
20000
42 DESCENT 20 152.252.301.401 5.88235 90059.1 16359.1 1070a 0 N 0.497
15000
43 DESCENT 20 152.252.301.401 3.84615 89653.8 15953.8 1070a 0 N 0.432
7500
44 DESCENT 20 152.252.301.401 1.53846 89429.4 15729.4 1070a 0 N 0.406
4000
45 CRUISE 20 152.252.301.401 3 89240.3 15540.3 1070a 0 N 0.351
3000
46 APPROACH 50 152.252.301.401 6 88865.3 15165.3 1070a 0 N 0.248
1500
47 FS-LDG 82 182 1 88615.3 14915.3 1070a 0 N
48 ROLLOUT 75 175 0.512 88615.3 14915.3 1070a 0 N
49 TAXI 75 171 5 88615.3 14915.3 1070a 0 N
50 LT-TURN 91 191 0.12 88615.3 14915.3 1070a 0 N
51 RT-TURN 91 1911 0.12 88615.3 14915.3 1070a 0 N
52 HARD-BRK 92 192 0.12 88615.3 14915.3 1070a 0 N
53 LT-TURN 91 191 0.12 88615.3 14915.3 1070a 0 N
54 SOFT-BRK 92 1922 0.11 88615.3 14915.3 1070a 0 N
EOR
# "17 P-3C J 2DD-ASW, 6.4 HRS, ONE LND 71.5 L"
Mission_17 mach RAAF Mission profile #2DD; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 120400 46700 2240a 0 N
2 RT-TURN 91 1911 0.12 120400 46700 2240a 0 N
3 TAXI 72 171 5 120400 46700 2240a 0 N
4 TAKEOFF 72 172 0.513 120400 46700 2240a 0 N
5 ABRUPTMNVR 66 0 1 120400 46700 2240a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 120358.3 46658.3 2240a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 120291.7 46591.7 2240a 0 N 0.311
1500
8 CLIMB 20 152.252.301.401 0.9 120229.2 46529.2 2240a 0 N 0.323
3750
9 CLIMB 20 152.252.301.401 2.6375 120081.8 46381.8 2240a 0 N 0.346
7500
10 CLIMB 20 152.252.301.401 7.9 119642.7 45942.7 2240a 0 N 0.399
15000
11 CRUISE 20 152.252.301.401 59.8 116821.9 43121.9 2240a 0 N 0.536
20000
12 DESCENT 20 152.252.301.401 5.88235 114085.1 40385.1 2240a 0 N 0.497
15000
13 DESCENT 20 152.252.301.401 3.84231 113679.9 39979.9 2240a 0 N 0.432
7502.5
14 LOITER 20 152.252.301.401 53.09946 111307.3 37607.3 1070a 0 N 0.331
5005
15 LOITER 20 152.252.301.401 53.09946 106882.4 33182.4 1070a 0 N 0.331
5005
16 LOITER 20 152.252.301.401 53.09946 102457.4 28757.4 1070a 0 N 0.331
5005
17 LOITER 20 152.252.301.401 53.09946 98032.5 24332.5 1070a 0 N 0.331
5005
18 CLIMB 20 152.252.301.401 1.92 95740 22040 1070a 0 N 0.346
7502.5
19 CLIMB 20 152.252.301.401 4.5 95472.5 21772.5 1070a 0 N 0.399
15000
20 CRUISE 20 152.252.301.401 59.82 92792.5 19092.5 1070a 0 N 0.515
20000
21 DESCENT 20 152.252.301.401 5.88 90055 16355 1070a 0 N 0.497
15000
22 DESCENT 20 152.252.301.401 3.84 89650 15950 1070a 0 N 0.432
7500
23 DESCENT 20 152.252.301.401 1.56 89425 15725 1070a 0 N 0.406
4000
24 CRUISE 20 152.252.301.401 3 89235 15535 1070a 0 N 0.351
3000
25 APPROACH 50 152.252.301.401 6 88860 15160 1070a 0 N 0.248
1500
26 FS-LDG 82 182 1 88610 14910 1070a 0 N
27 ROLLOUT 75 175 0.512 88610 14910 1070a 0 N
28 TAXI 75 171 5 88610 14910 1070a 0 N
29 LT-TURN 91 191 0.12 88610 14910 1070a 0 N
30 RT-TURN 91 1911 0.12 88610 14910 1070a 0 N
31 HARD-BRK 92 192 0.12 88610 14910 1070a 0 N
32 LT-TURN 91 191 0.12 88610 14910 1070a 0 N
33 SOFT-BRK 92 1922 0.11 88610 14910 1070a 0 N
EOR
# "18 P-3C J 2E-ASW, 8.3 HRS, ONE LND 71.5 L"
Mission_18 mach RAAF Mission profile #2E; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 127900 54200 2250a 0 N
2 RT-TURN 91 1911 0.12 127900 54200 2250a 0 N
3 TAXI 72 171 5 127900 54200 2250a 0 N
4 TAKEOFF 72 172 0.513 127900 54200 2250a 0 N
5 ABRUPTMNVR 66 0 1 127900 54200 2250a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 127858.3 54158.3 2250a 0 N 0.251 250
98
DSTO-TN-0819
7 CLIMB 20 152.252.301.401 0.6 127791.7 54091.7 2250a 0 N 0.326

1500
8 CLIMB 20 152.252.301.401 0.9 127729.2 54029.2 2250a 0 N 0.339
3750
9 CLIMB 20 152.252.301.401 2.9905 127567.1 53867.1 2250a 0 N 0.363
7500
10 CLIMB 20 152.252.301.401 7.09532 127146.8 53446.8 2250a 0 N 0.411
14000
11 CRUISE 20 152.252.301.401 33.3 125463.7 51763.7 2250a 0 N 0.526
18000
12 CRUISE 20 152.252.301.401 33 122701.2 49001.2 2250a 0 N 0.526
18000
13 DESCENT 20 152.252.301.401 4.70588 121130.1 47430.1 2250a 0 N 0.487
14000
14 DESCENT 20 152.252.301.401 3.84615 120773.8 47073.8 2250a 0 N 0.432
7500
15 DESCENT 20 152.252.301.401 1.92308 120533.4 46833.4 2250a 0 N 0.404
3750
16 DESCENT 20 152.252.301.401 1.15385 120405.2 46705.2 2250a 0 N 0.39
1750
17 LOITER 20 152.252.301.401 30.8 119073.8 45373.8 2250a 0 N 0.392
1000
18 DESCENT 20 152.252.301.401 1.02667 117747.7 44047.7 2250a 0 N 0.336 650
19 LOITER 20 152.252.301.401 13.34667 117148.8 43448.8 2250a 0 N 0.304 300
20 CLIMB 20 152.252.301.401 1.02667 116549.9 42849.9 2250a 0 N 0.336 650
21 LOITER 20 152.252.301.401 30.8 115223.8 41523.8 2250a 0 N 0.392
1000
22 DESCENT 20 152.252.301.401 1.02667 113897.7 40197.7 2250a 0 N 0.336 650
23 LOITER 20 152.252.301.401 13.34667 113298.8 39598.8 2250a 0 N 0.304 300
24 CLIMB 20 152.252.301.401 1.02667 112699.9 38999.9 2250a 0 N 0.336 650
25 LOITER 20 152.252.301.401 30.8 111373.8 37673.8 2250a 0 N 0.392
1000
26 DESCENT 20 152.252.301.401 1.02667 110047.7 36347.7 2250a 0 N 0.336 650
27 LOITER 20 152.252.301.401 13.34667 109448.8 35748.8 2250a 0 N 0.304 300
28 CLIMB 20 152.252.301.401 1.02667 108849.9 35149.9 2250a 0 N 0.336 650
29 LOITER 20 152.252.301.401 30.8 107523.8 33823.8 2250a 0 N 0.392
1000
30 DESCENT 20 152.252.301.401 1.02667 106197.7 32497.7 1060a 0 N 0.336 650
31 LOITER 20 152.252.301.401 13.34667 105598.8 31898.8 1060a 0 N 0.304 300
32 CLIMB 20 152.252.301.401 1.02667 104999.9 31299.9 1060a 0 N 0.336 650
33 LOITER 20 152.252.301.401 30.8 103673.8 29973.8 1060a 0 N 0.392
1000
34 DESCENT 20 152.252.301.401 1.02667 102347.7 28647.7 1060a 0 N 0.336 650
35 LOITER 20 152.252.301.401 13.34667 101748.8 28048.8 1060a 0 N 0.304 300
36 CLIMB 20 152.252.301.401 1.02667 101149.9 27449.9 1060a 0 N 0.336 650
37 LOITER 20 152.252.301.401 30.8 99823.8 26123.8 1060a 0 N 0.392
1000
38 DESCENT 20 152.252.301.401 1.02667 98497.7 24797.7 1060a 0 N 0.336 650
39 LOITER 20 152.252.301.401 13.34667 97898.8 24198.8 1060a 0 N 0.304 300
40 CLIMB 20 152.252.301.401 1.02667 97299.9 23599.9 1060a 0 N 0.336 650
41 LOITER 20 152.252.301.401 30.8 95973.8 22273.8 1060a 0 N 0.392
1000
42 CLIMB 20 152.252.301.401 0.5 94669.6 20969.6 1060a 0 N 0.312
1750
43 CLIMB 20 152.252.301.401 0.9 94611.3 20911.3 1060a 0 N 0.323
3750
44 CLIMB 20 152.252.301.401 1.89531 94494.8 20794.8 1060a 0 N 0.346
7500
45 CLIMB 20 152.252.301.401 4.312 94236.2 20536.2 1060a 0 N 0.399
15000
46 CLIMB 20 152.252.301.401 0.95168 94016.8 20316.8 1060a 0 N 0.449
21000
47 CRUISE 20 152.252.301.401 33.3 92589.7 18889.7 1060a 0 N 0.536
22000
48 CRUISE 20 152.252.301.401 33 89827.2 16127.2 1060a 0 N 0.536
22000
49 DESCENT 20 152.252.301.401 1.17647 88403.2 14703.2 1060a 0 N 0.558
21000
50 DESCENT 20 152.252.301.401 5.88235 88109 14409 1060a 0 N 0.497
15000
51 DESCENT 20 152.252.301.401 3.84615 87703.7 14003.7 1060a 0 N 0.432
7500
52 DESCENT 20 152.252.301.401 1.53846 87479.3 13779.3 1060a 0 N 0.406
4000
53 CRUISE 20 152.252.301.401 3 87290.2 13590.2 1060a 0 N 0.351
3000
54 APPROACH 50 152.252.301.401 6 86915.2 13215.2 1060a 0 N 0.248
1500
55 FS-LDG 82 182 1 86665.2 12965.2 1060a 0 N
56 ROLLOUT 75 175 0.512 86665.2 12965.2 1060a 0 N
57 TAXI 75 171 5 86665.2 12965.2 1060a 0 N
58 LT-TURN 91 191 0.12 86665.2 12965.2 1060a 0 N
59 RT-TURN 91 1911 0.12 86665.2 12965.2 1060a 0 N
60 HARD-BRK 92 192 0.12 86665.2 12965.2 1060a 0 N
61 LT-TURN 91 191 0.12 86665.2 12965.2 1060a 0 N
62 SOFT-BRK 92 1922 0.11 86665.2 12965.2 1060a 0 N
EOR
# "19 P-3C J 2EE-ASW, 8.3 HRS, ONE LND 71.5 L"
Mission_19 mach RAAF Mission profile #2EE; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 127900 54200 2250a 0 N
2 RT-TURN 91 1911 0.12 127900 54200 2250a 0 N
99
DSTO-TN-0819
3 TAXI 72 171 5 127900 54200 2250a 0 N

4 TAKEOFF 72 172 0.513 127900 54200 2250a 0 N
5 ABRUPTMNVR 66 0 1 127900 54200 2250a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 127858.3 54158.3 2250a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 127791.7 54091.7 2250a 0 N 0.326
1500
8 CLIMB 20 152.252.301.401 0.9 127729.2 54029.2 2250a 0 N 0.339
3750
9 CLIMB 20 152.252.301.401 2.9905 127567.1 53867.1 2250a 0 N 0.363
7500
10 CLIMB 20 152.252.301.401 7.09532 127146.8 53446.8 2250a 0 N 0.411
14000
11 CRUISE 20 152.252.301.401 33.15 125469.9 51769.9 2250a 0 N 0.526
18000
12 CRUISE 20 152.252.301.401 33.15 122707.4 49007.4 2250a 0 N 0.526
18000
13 DESCENT 20 152.252.301.401 4.70588 121130.1 47430.1 2250a 0 N 0.487
14000
14 DESCENT 20 152.252.301.401 3.84231 120773.9 47073.9 2250a 0 N 0.432
7502.5
15 LOITER 20 152.252.301.401 52.06766 118444.3 44744.3 1060a 0 N 0.331
5005
16 LOITER 20 152.252.301.401 52.06766 114105.4 40405.4 1060a 0 N 0.331
5005
17 LOITER 20 152.252.301.401 52.06766 109766.4 36066.4 1060a 0 N 0.331
5005
18 LOITER 20 152.252.301.401 52.06766 105427.4 31727.4 1060a 0 N 0.331
5005
19 LOITER 20 152.252.301.401 52.06766 101088.5 27388.5 1060a 0 N 0.331
5005
20 LOITER 20 152.252.301.401 52.06766 96749.5 23049.5 1060a 0 N 0.331
5005
21 CLIMB 20 152.252.301.401 1.92 94500 20800 1060a 0 N 0.346
7502.5
22 CLIMB 20 152.252.301.401 4.32 94240 20540 1060a 0 N 0.399
15000
23 CLIMB 20 152.252.301.401 0.96 94020 20320 1060a 0 N 0.449
21000
24 CRUISE 20 152.252.301.401 33.15 92598.8 18898.8 1060a 0 N 0.536
22000
25 CRUISE 20 152.252.301.401 33.15 89836.3 16136.3 1060a 0 N 0.536
22000
26 DESCENT 20 152.252.301.401 1.2 88405 14705 1060a 0 N 0.558
21000
27 DESCENT 20 152.252.301.401 5.88 88110 14410 1060a 0 N 0.497
15000
28 DESCENT 20 152.252.301.401 3.84 87705 14005 1060a 0 N 0.432
7500
29 DESCENT 20 152.252.301.401 1.56 87480 13780 1060a 0 N 0.406
4000
30 CRUISE 20 152.252.301.401 3 87290 13590 1060a 0 N 0.351
3000
31 APPROACH 50 152.252.301.401 6 86915 13215 1060a 0 N 0.248
1500
32 FS-LDG 82 182 1 86665 12965 1060a 0 N
33 ROLLOUT 75 175 0.512 86665 12965 1060a 0 N
34 TAXI 75 171 5 86665 12965 1060a 0 N
35 LT-TURN 91 191 0.12 86665 12965 1060a 0 N
36 RT-TURN 91 1911 0.12 86665 12965 1060a 0 N
37 HARD-BRK 92 192 0.12 86665 12965 1060a 0 N
38 LT-TURN 91 191 0.12 86665 12965 1060a 0 N
39 SOFT-BRK 92 1922 0.11 86665 12965 1060a 0 N
EOR
# "20 P-3C J 2F-ASW, 10.3 HRS, ONE LND 71.5 L"
Mission_20 mach RAAF Mission profile #2F; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 133300 59700 2060a 0 N
2 RT-TURN 91 1911 0.12 133300 59700 2060a 0 N
3 TAXI 72 171 5 133300 59700 2060a 0 N
4 TAKEOFF 72 172 0.513 133300 59700 2060a 0 N
5 ABRUPTMNVR 66 0 1 133300 59700 2060a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 133258.3 59658.3 2060a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 133191.7 59591.7 2060a 0 N 0.326
1500
8 CLIMB 20 152.252.301.401 0.9 133129.2 59529.2 2060a 0 N 0.339
3750
9 CLIMB 20 152.252.301.401 3.23956 132956.7 59356.7 2060a 0 N 0.363
7500
10 CLIMB 20 152.252.301.401 8.11532 132483.6 58883.6 2060a 0 N 0.411
14000
11 CRUISE 20 152.252.301.401 59 129687.1 56087.1 2060a 0 N 0.536
18000
12 CRUISE 20 152.252.301.401 58 124812.1 51212.1 2060a 0 N 0.536
18000
13 DESCENT 20 152.252.301.401 4.70588 122199.3 48599.3 2060a 0 N 0.487
14000
14 DESCENT 20 152.252.301.401 3.84615 121843 48243 2060a 0 N 0.432
7500
15 DESCENT 20 152.252.301.401 1.92308 121602.6 48002.6 2060a 0 N 0.404
3750
16 DESCENT 20 152.252.301.401 1.15385 121474.4 47874.4 2060a 0 N 0.39
1750
100
DSTO-TN-0819
17 LOITER 20 152.252.301.401 32 120093 46493 2060a 0 N 0.392

1000
18 DESCENT 20 152.252.301.401 1.06667 118715.2 45115.2 2060a 0 N 0.336 650
19 LOITER 20 152.252.301.401 13.86667 118093 44493 2060a 0 N 0.304 300
20 CLIMB 20 152.252.301.401 1.06667 117470.8 43870.8 2060a 0 N 0.336 650
21 LOITER 20 152.252.301.401 32 116093 42493 2060a 0 N 0.392
1000
22 DESCENT 20 152.252.301.401 1.06667 114715.2 41115.2 2060a 0 N 0.336 650
23 LOITER 20 152.252.301.401 13.86667 114093 40493 2060a 0 N 0.304 300
24 CLIMB 20 152.252.301.401 1.06667 113470.8 39870.8 2060a 0 N 0.336 650
25 LOITER 20 152.252.301.401 32 112093 38493 2060a 0 N 0.392
1000
26 DESCENT 20 152.252.301.401 1.06667 110715.2 37115.2 2060a 0 N 0.336 650
27 LOITER 20 152.252.301.401 13.86667 110093 36493 2060a 0 N 0.304 300
28 CLIMB 20 152.252.301.401 1.06667 109470.8 35870.8 2060a 0 N 0.336 650
29 LOITER 20 152.252.301.401 32 108093 34493 1030a 0 N 0.392
1000
30 DESCENT 20 152.252.301.401 1.06667 106715.2 33115.2 1030a 0 N 0.336 650
31 LOITER 20 152.252.301.401 13.86667 106093 32493 1030a 0 N 0.304 300
32 CLIMB 20 152.252.301.401 1.06667 105470.8 31870.8 1030a 0 N 0.336 650
33 LOITER 20 152.252.301.401 32 104093 30493 1030a 0 N 0.392
1000
34 DESCENT 20 152.252.301.401 1.06667 102715.2 29115.2 1030a 0 N 0.336 650
35 LOITER 20 152.252.301.401 13.86667 102093 28493 1030a 0 N 0.304 300
36 CLIMB 20 152.252.301.401 1.06667 101470.8 27870.8 1030a 0 N 0.336 650
37 LOITER 20 152.252.301.401 32 100093 26493 1030a 0 N 0.392
1000
38 DESCENT 20 152.252.301.401 1.06667 98715.2 25115.2 1030a 0 N 0.336 650
39 LOITER 20 152.252.301.401 13.86667 98093 24493 1030a 0 N 0.304 300
40 CLIMB 20 152.252.301.401 1.06667 97470.8 23870.8 1030a 0 N 0.336 650
41 LOITER 20 152.252.301.401 32 96093 22493 1030a 0 N 0.392
1000
42 CLIMB 20 152.252.301.401 0.5 94738.8 21138.8 1030a 0 N 0.312
1750
43 CLIMB 20 152.252.301.401 0.9 94680.5 21080.5 1030a 0 N 0.323
3750
44 CLIMB 20 152.252.301.401 1.89531 94564 20964 1030a 0 N 0.346
7500
45 CLIMB 20 152.252.301.401 4.312 94305.4 20705.4 1030a 0 N 0.399
15000
46 CLIMB 20 152.252.301.401 2.94432 94003.1 20403.1 1030a 0 N 0.468
23000
47 CRUISE 20 152.252.301.401 59 91422 17822 1030a 0 N 0.557
26000
48 CRUISE 20 152.252.301.401 58 86547 12947 1030a 0 N 0.557
26000
49 DESCENT 20 152.252.301.401 3.52941 83983.3 10383.3 1030a 0 N 0.58
23000
50 DESCENT 20 152.252.301.401 5.88235 83591.2 9991.2 1030a 0 N 0.497
15000
51 DESCENT 20 152.252.301.401 3.84615 83185.8 9585.8 1030a 0 N 0.432
7500
52 DESCENT 20 152.252.301.401 1.53846 82961.4 9361.4 1030a 0 N 0.406
4000
53 CRUISE 20 152.252.301.401 3 82772.3 9172.3 1030a 0 N 0.351
3000
54 APPROACH 50 152.252.301.401 6 82397.3 8797.3 1030a 0 N 0.248
1500
55 FS-LDG 82 182 1 82147.3 8547.3 1030a 0 N
56 ROLLOUT 75 175 0.512 82147.3 8547.3 1030a 0 N
57 TAXI 75 171 5 82147.3 8547.3 1030a 0 N
58 LT-TURN 91 191 0.12 82147.3 8547.3 1030a 0 N
59 RT-TURN 91 1911 0.12 82147.3 8547.3 1030a 0 N
60 HARD-BRK 92 192 0.12 82147.3 8547.3 1030a 0 N
61 LT-TURN 91 191 0.12 82147.3 8547.3 1030a 0 N
62 SOFT-BRK 92 1922 0.11 82147.3 8547.3 1030a 0 N
EOR
# "21 P-3C J 2FF-ASW, 10.3 HRS, ONE LND 71.5 L"
Mission_21 mach RAAF Mission profile #2FF; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 133300 59700 2060a 0 N
2 RT-TURN 91 1911 0.12 133300 59700 2060a 0 N
3 TAXI 72 171 5 133300 59700 2060a 0 N
4 TAKEOFF 72 172 0.513 133300 59700 2060a 0 N
5 ABRUPTMNVR 66 0 1 133300 59700 2060a 0 N 90
6 CLIMBOUT 10 152.252.301.401 1 133258.3 59658.3 2060a 0 N 0.251 250
7 CLIMB 20 152.252.301.401 0.6 133191.7 59591.7 2060a 0 N 0.326
1500
8 CLIMB 20 152.252.301.401 0.9 133129.2 59529.2 2060a 0 N 0.339
3750
9 CLIMB 20 152.252.301.401 3.24 132956.7 59356.7 2060a 0 N 0.363
7500
10 CLIMB 20 152.252.301.401 8.115 132483.5 58883.5 2060a 0 N 0.411
14000
11 CRUISE 20 152.252.301.401 59 129687.1 56087.1 2060a 0 N 0.536
18000
12 CRUISE 20 152.252.301.401 58 124812.1 51212.1 2060a 0 N 0.536
18000
13 DESCENT 20 152.252.301.401 4.7 122199.6 48599.6 2060a 0 N 0.487
14000
14 DESCENT 20 152.252.301.401 3.84 121843.8 48243.8 2060a 0 N 0.432
7502.5
101
DSTO-TN-0819
15 LOITER 20 152.252.301.401 54.4 119417.1 45817.1 1030a 0 N 0.331

5005
16 LOITER 20 152.252.301.401 54 114900.4 41300.4 1030a 0 N 0.331
5005
17 LOITER 20 152.252.301.401 54 110400.4 36800.4 1030a 0 N 0.331
5005
18 LOITER 20 152.252.301.401 54 105900.4 32300.4 1030a 0 N 0.331
5005
19 LOITER 20 152.252.301.401 54 101400.4 27800.4 1030a 0 N 0.331
5005
20 LOITER 20 152.252.301.401 54 96900.4 23300.4 1030a 0 N 0.331
5005
21 CLIMB 20 152.252.301.401 1.92 94570.4 20970.4 1030a 0 N 0.346
7502.5
22 CLIMB 20 152.252.301.401 4.32 94310.4 20710.4 1030a 0 N 0.399
15000
23 CLIMB 20 152.252.301.401 2.94 94007.9 20407.9 1030a 0 N 0.468
23000
24 CRUISE 20 152.252.301.401 59 91427.1 17827.1 1030a 0 N 0.557
26000
25 CRUISE 20 152.252.301.401 58 86552.1 12952.1 1030a 0 N 0.557
26000
26 DESCENT 20 152.252.301.401 3.54 83987.9 10387.9 1030a 0 N 0.58
23000
27 DESCENT 20 152.252.301.401 5.88 83595.4 9995.4 1030a 0 N 0.497
15000
28 DESCENT 20 152.252.301.401 3.84 83190.4 9590.4 1030a 0 N 0.432
7500
29 DESCENT 20 152.252.301.401 1.56 82965.4 9365.4 1030a 0 N 0.406
4000
30 CRUISE 20 152.252.301.401 3 82775.4 9175.4 1030a 0 N 0.351
3000
31 APPROACH 50 152.252.301.401 6 82400.4 8800.4 1030a 0 N 0.248
1500
32 FS-LDG 82 182 1 82150.4 8550.4 1030a 0 N
33 ROLLOUT 75 175 0.512 82150.4 8550.4 1030a 0 N
34 TAXI 75 171 5 82150.4 8550.4 1030a 0 N
35 LT-TURN 91 191 0.12 82150.4 8550.4 1030a 0 N
36 RT-TURN 91 1911 0.12 82150.4 8550.4 1030a 0 N
37 HARD-BRK 92 192 0.12 82150.4 8550.4 1030a 0 N
38 LT-TURN 91 191 0.12 82150.4 8550.4 1030a 0 N
39 SOFT-BRK 92 1922 0.11 82150.4 8550.4 1030a 0 N
EOR
# "22 P-3C J 3A-FCF, SHORT DUR, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 98000 26400 120a 0 N
2 RT-TURN 91 1911 0.12 98000 26400 120a 0 N
3 TAXI 72 171 5 98000 26400 120a 0 N
4 TAKEOFF 72 172 0.513 98000 26400 120a 0 N
5 ABRUPTMNVR 66 0 1 98000 26400 120a 0 N 90
6 CLIMBOUT 10 153.253.301.401 1 97962.5 26362.5 120a 0 N 0.251 250
7 CLIMB 20 153.253.301.401 0.6 97902.5 26302.5 120a 0 N 0.311
1500
8 CLIMB 20 153.253.301.401 0.9 97846.3 26246.3 120a 0 N 0.323
3750
9 CLIMB 20 153.253.301.401 0.75112 97784.3 26184.3 120a 0 N 0.337
6000
10 CRUISE 20 153.253.301.401 15 97193.7 25593.7 120a 0 N 0.423
7000
11 DESCENT 20 153.253.301.401 1.53846 96573.5 24973.5 120a 0 N 0.42
6000
12 DESCENT 20 153.253.301.401 1.92308 96443.7 24843.7 120a 0 N 0.404
3750
13 DESCENT 20 153.253.301.401 0.38462 96357.1 24757.1 120a 0 N 0.393
2250
14 CRUISE 20 153.253.301.401 3.4 96215.2 24615.2 120a 0 N 0.387
2000
15 DESCENT 20 153.253.301.401 1 96050.2 24450.2 120a 0 N 0.257
1750
16 TRAFFIC 40 153.253.301.401 3.5 95881.5 24281.5 120a 0 N 0.248
1500
17 APPROACH 50 153.253.301.401 3 95637.7 24037.7 120a 0 N 0.245 750
18 FS-LDG 82 182 1 95525.2 23925.2 120a 0 N
19 ROLLOUT 75 175 0.512 95525.2 23925.2 120a 0 N
20 TAXI 75 171 5 95525.2 23925.2 120a 0 N
21 LT-TURN 91 191 0.12 95525.2 23925.2 120a 0 N
22 RT-TURN 91 1911 0.12 95525.2 23925.2 120a 0 N
23 HARD-BRK 92 192 0.12 95525.2 23925.2 120a 0 N
24 LT-TURN 91 191 0.12 95525.2 23925.2 120a 0 N
25 SOFT-BRK 92 1922 0.12 95525.2 23925.2 120a 0 N
EOR
# "23 P-3C J 3B-FCF, MED DUR, TWO LNDS 71.5 L"

1 LT-TURN 91 191 0.1 98100 26400 160a 0 N
2 RT-TURN 91 1911 0.1 98100 26400 160a 0 N
3 TAXI 72 171 5 98100 26400 160a 0 N
4 TAKEOFF 72 172 0.513 98100 26400 160a 0 N
5 ABRUPTMNVR 66 0 1 98100 26400 160a 0 N 90
6 CLIMBOUT 10 153.253.301.401 1 98062.5 26362.5 160a 0 N 0.251 250
102
DSTO-TN-0819
7 CLIMB 20 153.253.301.401 0.6 98002.5 26302.5 160a 0 N 0.311

1500
8 CLIMB 20 153.253.301.401 0.9 97946.3 26246.3 160a 0 N 0.323
3750
9 CLIMB 20 153.253.301.401 1.9555 97839.2 26139.2 160a 0 N 0.346
7500
10 CRUISE 20 153.253.301.401 24 96865.8 25165.8 160a 0 N 0.442
10000
11 DESCENT 20 153.253.301.401 2.30769 95879.3 24179.3 160a 0 N 0.44
8500
12 CRUISE 20 153.253.301.401 14.1 95264 23564 160a 0 N 0.411
7000
13 DESCENT 20 153.253.301.401 1.53846 94677.6 22977.6 160a 0 N 0.42
6000
14 DESCENT 20 153.253.301.401 1.92308 94547.8 22847.8 160a 0 N 0.404
3750
15 DESCENT 20 153.253.301.401 0.38462 94461.2 22761.2 160a 0 N 0.393
2250
16 CRUISE 20 153.253.301.401 4.2 94289.3 22589.3 160a 0 N 0.384
2000
17 TRAFFIC 40 153.253.301.401 3 94019.3 22319.3 160a 0 N 0.247
1250
18 APPROACH 50 153.253.301.401 2.7 93805.5 22105.5 160a 0 N 0.243 250
19 TAG-LDG 82 182 1 93704.3 22004.3 160a 0 N
20 TAG-ROLL 75 176 0.15 93704.3 22004.3 160a 0 N
21 TAG-TO 72 177 0.1 93704.3 22004.3 160a 0 N
22 ABRUPTMNVR 66 0 1 93704.3 22004.3 160a 0 N 90
23 CLIMBOUT 10 153.253.301.401 1 93666.8 21966.8 160a 0 N 0.251 250
24 CLIMB 20 153.253.301.401 1 93591.8 21891.8 160a 0 N 0.253 850
25 TRAFFIC 40 153.253.301.401 3 93441.8 21741.8 160a 0 N 0.247
1200
26 APPROACH 50 153.253.301.401 1 93291.8 21591.8 160a 0 N 0.245 600
27 FS-LDG 82 182 1 93254.3 21554.3 160a 0 N
28 ROLLOUT 75 175 0.512 93254.3 21554.3 160a 0 N
29 TAXI 75 171 5 93254.3 21554.3 160a 0 N
30 LT-TURN 91 191 0.1 93254.3 21554.3 160a 0 N
31 RT-TURN 91 1911 0.1 93254.3 21554.3 160a 0 N
32 HARD-BRK 92 192 0.1 93254.3 21554.3 160a 0 N
33 LT-TURN 91 191 0.1 93254.3 21554.3 160a 0 N
34 SOFT-BRK 92 1922 0.1 93254.3 21554.3 160a 0 N
EOR
# "24 P-3C J 3C-FCF, LONG DUR, TWO LNDS 71.5 L"

1 LT-TURN 91 191 0.1 102200 30500 1170a 0 N
2 RT-TURN 91 1911 0.1 102200 30500 1170a 0 N
3 TAXI 72 171 5 102200 30500 1170a 0 N
4 TAKEOFF 72 172 0.513 102200 30500 1170a 0 N
5 ABRUPTMNVR 66 0 1 102200 30500 1170a 0 N 90
6 CLIMBOUT 10 153.253.301.401 1 102162.5 30462.5 1170a 0 N 0.251 250
7 CLIMB 20 153.253.301.401 0.6 102102.5 30402.5 1170a 0 N 0.311
1500
8 CLIMB 20 153.253.301.401 0.9 102046.3 30346.3 1170a 0 N 0.323
3750
9 CLIMB 20 153.253.301.401 2.048 101935.7 30235.7 1170a 0 N 0.346
7500
10 CLIMB 20 153.253.301.401 5.128 101666.6 29966.6 1170a 0 N 0.399
15000
11 CRUISE 20 153.253.301.401 50 99599.3 27899.3 1170a 0 N 0.534
20000
12 DESCENT 20 153.253.301.401 5.88235 97503.7 25803.7 1170a 0 N 0.497
15000
13 CRUISE 20 153.253.301.401 50 95408.1 23708.1 1170a 0 N 0.434
10000
14 DESCENT 20 153.253.301.401 2.30769 93446.6 21746.6 1170a 0 N 0.44
8500
15 CRUISE 20 153.253.301.401 35 92047.5 20347.5 1170a 0 N 0.403
7000
16 DESCENT 20 153.253.301.401 1.53846 90677.4 18977.4 1170a 0 N 0.42
6000
17 DESCENT 20 153.253.301.401 1.92308 90547.5 18847.5 1170a 0 N 0.404
3750
18 DESCENT 20 153.253.301.401 0.38462 90461 18761 1170a 0 N 0.393
2250
19 CRUISE 20 153.253.301.401 3.6 90311.6 18611.6 1170a 0 N 0.376
2000
20 DESCENT 20 153.253.301.401 1 90139.1 18439.1 1170a 0 N 0.257
1750
21 TRAFFIC 40 153.253.301.401 3.3 89977.8 18277.8 1170a 0 N 0.248
1500
22 APPROACH 50 153.253.301.401 3 89741.6 18041.6 1170a 0 N 0.245 750
23 TAG-LDG 82 182 1 89629.1 17929.1 1170a 0 N
24 TAG-ROLL 75 176 0.15 89629.1 17929.1 1170a 0 N
25 TAG-TO 72 177 0.1 89629.1 17929.1 1170a 0 N
26 ABRUPTMNVR 66 0 1 89629.1 17929.1 1170a 0 N 90
27 CLIMBOUT 10 153.253.301.401 1 89591.6 17891.6 1170a 0 N 0.252 600
28 TRAFFIC 40 153.253.301.401 3 89441.6 17741.6 1170a 0 N 0.247
1200
29 APPROACH 50 153.253.301.401 1 89291.6 17591.6 1170a 0 N 0.245 600
30 FS-LDG 82 182 1 89254.1 17554.1 1170a 0 N
31 ROLLOUT 75 175 0.512 89254.1 17554.1 1170a 0 N
32 TAXI 75 171 5 89254.1 17554.1 1170a 0 N
103
DSTO-TN-0819
33 LT-TURN 91 191 0.1 89254.1 17554.1 1170a 0 N

34 RT-TURN 91 1911 0.1 89254.1 17554.1 1170a 0 N
35 HARD-BRK 92 192 0.1 89254.1 17554.1 1170a 0 N
36 LT-TURN 91 191 0.1 89254.1 17554.1 1170a 0 N
37 SOFT-BRK 92 1922 0.1 89254.1 17554.1 1170a 0 N
EOR
# "25 P-3C J 4A-CURTAILED PATROL, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 117900 45500 880a 0 N
2 RT-TURN 91 1911 0.12 117900 45500 880a 0 N
3 TAXI 72 171 5 117900 45500 880a 0 N
4 TAKEOFF 72 172 0.513 117900 45500 880a 0 N
5 ABRUPTMNVR 66 0 1 117900 45500 880a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 117858.3 45458.3 880a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 117791.7 45391.7 880a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 117729.2 45329.2 880a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 2.558 117585.1 45185.1 880a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 5.76512 117238.3 44838.3 880a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 35.3 115527.2 43127.2 880a 0 N 0.516
18000
12 CRUISE 20 154.254.301.401 34 112639.7 40239.7 880a 0 N 0.516
18000
13 DESCENT 20 154.254.301.401 4.70588 111027 38627 880a 0 N 0.487
14000
14 DESCENT 20 154.254.301.401 3.84615 110670.7 38270.7 880a 0 N 0.432
7500
15 DESCENT 20 154.254.301.401 1.92308 110430.3 38030.3 880a 0 N 0.404
3750
16 DESCENT 20 154.254.301.401 0.76923 110318.1 37918.1 880a 0 N 0.391
2000
17 LOITER 20 154.254.301.401 13.1976 109736.1 37336.1 880a 0 N 0.38
1500
18 DESCENT 20 154.254.301.401 0.6768 109158 36758 880a 0 N 0.338 900
19 LOITER 20 154.254.301.401 6.0912 108876 36476 860a 0 N 0.304 300
20 CLIMB 20 154.254.301.401 0.6768 108594 36194 860a 0 N 0.338 900
21 LOITER 20 154.254.301.401 13.1976 108015.9 35615.9 860a 0 N 0.38
1500
22 CLIMB 20 154.254.301.401 0.3 107453.5 35053.5 860a 0 N 0.313
2000
23 CLIMB 20 154.254.301.401 0.9 107403.5 35003.5 860a 0 N 0.323
3750
24 CLIMB 20 154.254.301.401 2.18331 107275.1 34875.1 860a 0 N 0.346
7500
25 CLIMB 20 154.254.301.401 5.768 106943.8 34543.8 860a 0 N 0.399
15000
26 CLIMB 20 154.254.301.401 2.03358 106618.7 34218.7 860a 0 N 0.454
21500
27 CRUISE 20 154.254.301.401 35.4 105059 32659 860a 0 N 0.547
23000
28 CRUISE 20 154.254.301.401 34 102167.3 29767.3 860a 0 N 0.547
23000
29 DESCENT 20 154.254.301.401 1.76471 100677.1 28277.1 860a 0 N 0.563
21500
30 DESCENT 20 154.254.301.401 5.88235 100358.5 27958.5 860a 0 N 0.497
15000
31 DESCENT 20 154.254.301.401 3.84615 99953.1 27553.1 860a 0 N 0.432
7500
32 DESCENT 20 154.254.301.401 1.53846 99728.8 27328.8 860a 0 N 0.406
4000
33 CRUISE 20 154.254.301.401 3 99539.7 27139.7 860a 0 N 0.351
3000
34 APPROACH 50 154.254.301.401 6 99164.7 26764.7 860a 0 N 0.248
1500
35 FS-LDG 82 182 1 98914.7 26514.7 860a 0 N
36 ROLLOUT 75 175 0.512 98914.7 26514.7 860a 0 N
37 TAXI 75 171 5 98914.7 26514.7 860a 0 N
38 LT-TURN 91 191 0.12 98914.7 26514.7 860a 0 N
39 RT-TURN 91 1911 0.12 98914.7 26514.7 860a 0 N
40 HARD-BRK 92 192 0.12 98914.7 26514.7 860a 0 N
41 LT-TURN 91 191 0.12 98914.7 26514.7 860a 0 N
42 SOFT-BRK 92 1922 0.11 98914.7 26514.7 860a 0 N
EOR
# "26 P-3C J 4AA-CURTAILED PATROL, ONE LND 71.5 L"
Mission_26 mach RAAF Mission profile #4AA; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 117900 45500 880a 0 N
2 RT-TURN 91 1911 0.12 117900 45500 880a 0 N
3 TAXI 72 171 5 117900 45500 880a 0 N
4 TAKEOFF 72 172 0.513 117900 45500 880a 0 N
5 ABRUPTMNVR 66 0 1 117900 45500 880a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 117858.3 45458.3 880a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 117791.7 45391.7 880a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 117729.2 45329.2 880a 0 N 0.339
3750
104
DSTO-TN-0819
9 CLIMB 20 154.254.301.401 2.558 117585.1 45185.1 880a 0 N 0.363

7500
10 CLIMB 20 154.254.301.401 5.76512 117238.3 44838.3 880a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 34.68 115553.1 43153.1 880a 0 N 0.516
18000
12 CRUISE 20 154.254.301.401 34.62 112665.6 40265.6 880a 0 N 0.516
18000
13 DESCENT 20 154.254.301.401 4.7 111027.2 38627.2 880a 0 N 0.487
14005
14 LOITER 20 154.254.301.401 43.81688 109005.7 36605.7 860a 0 N 0.363
10010
15 CLIMB 20 154.254.301.401 5.76 106940 34540 860a 0 N 0.399
15005
16 CLIMB 20 154.254.301.401 2.04 106615 34215 860a 0 N 0.454
21500
17 CRUISE 20 154.254.301.401 34.74 105082.5 32682.5 860a 0 N 0.547
23000
18 CRUISE 20 154.254.301.401 34.68 102190 29790 860a 0 N 0.547
23000
19 DESCENT 20 154.254.301.401 1.74 100672.5 28272.5 860a 0 N 0.563
21500
20 DESCENT 20 154.254.301.401 5.88 100355 27955 860a 0 N 0.497
15000
21 DESCENT 20 154.254.301.401 3.84 99950 27550 860a 0 N 0.432
7500
22 DESCENT 20 154.254.301.401 1.56 99725 27325 860a 0 N 0.406
4000
23 CRUISE 20 154.254.301.401 3 99535 27135 860a 0 N 0.351
3000
24 APPROACH 50 154.254.301.401 6 99160 26760 860a 0 N 0.248
1500
25 FS-LDG 82 182 1 98910 26510 860a 0 N
26 ROLLOUT 75 175 0.512 98910 26510 860a 0 N
27 TAXI 75 171 5 98910 26510 860a 0 N
28 LT-TURN 91 191 0.12 98910 26510 860a 0 N
29 RT-TURN 91 1911 0.12 98910 26510 860a 0 N
30 HARD-BRK 92 192 0.12 98910 26510 860a 0 N
31 LT-TURN 91 191 0.12 98910 26510 860a 0 N
32 SOFT-BRK 92 1922 0.11 98910 26510 860a 0 N
EOR
# "27 P-3C J 4B-PATROL, S&F SURV, 6.7 HRS 71.5 L"

1 LT-TURN 91 191 0.12 126000 53700 840a 0 N
2 RT-TURN 91 1911 0.12 126000 53700 840a 0 N
3 TAXI 72 171 5 126000 53700 840a 0 N
4 TAKEOFF 72 172 0.513 126000 53700 840a 0 N
5 ABRUPTMNVR 66 0 1 126000 53700 840a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 125958.3 53658.3 840a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 125891.7 53591.7 840a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 125829.2 53529.2 840a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 2.897 125671 53371 840a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 6.93568 125261.3 52961.3 840a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 51.5 122826.4 50526.4 840a 0 N 0.526
18000
12 CLIMB 20 154.254.301.401 2.121 120592.2 48292.2 840a 0 N 0.453
19000
13 CRUISE 20 154.254.301.401 51.3 118366.4 46066.4 840a 0 N 0.547
20000
14 DESCENT 20 154.254.301.401 4.70588 116032.8 43732.8 840a 0 N 0.497
15000
15 DESCENT 20 154.254.301.401 3.84615 115676.4 43376.4 840a 0 N 0.432
7500
16 DESCENT 20 154.254.301.401 1.92308 115436.1 43136.1 840a 0 N 0.404
3750
17 DESCENT 20 154.254.301.401 0.76923 115323.9 43023.9 840a 0 N 0.391
2000
18 LOITER 20 154.254.301.401 11.44 114815.2 42515.2 840a 0 N 0.38
1500
19 DESCENT 20 154.254.301.401 0.58667 114314.1 42014.1 840a 0 N 0.338 900
20 LOITER 20 154.254.301.401 5.28 114069.6 41769.6 840a 0 N 0.304 300
21 CLIMB 20 154.254.301.401 0.58667 113825.2 41525.2 840a 0 N 0.338 900
22 LOITER 20 154.254.301.401 22.88 112847.4 40547.4 840a 0 N 0.38
1500
23 DESCENT 20 154.254.301.401 0.58667 111869.6 39569.6 840a 0 N 0.338 900
24 LOITER 20 154.254.301.401 5.28 111625.2 39325.2 840a 0 N 0.304 300
25 CLIMB 20 154.254.301.401 0.58667 111380.7 39080.7 840a 0 N 0.338 900
26 LOITER 20 154.254.301.401 22.88 110402.9 38102.9 840a 0 N 0.38
1500
27 DESCENT 20 154.254.301.401 0.58667 109425.2 37125.2 840a 0 N 0.338 900
28 LOITER 20 154.254.301.401 5.28 109180.7 36880.7 840a 0 N 0.304 300
29 CLIMB 20 154.254.301.401 0.58667 108936.3 36636.3 840a 0 N 0.338 900
30 LOITER 20 154.254.301.401 22.88 107958.5 35658.5 820a 0 N 0.38
1500
31 DESCENT 20 154.254.301.401 0.58667 106980.7 34680.7 820a 0 N 0.338 900
32 LOITER 20 154.254.301.401 5.28 106736.3 34436.3 820a 0 N 0.304 300
33 CLIMB 20 154.254.301.401 0.58667 106491.8 34191.8 820a 0 N 0.338 900
105
DSTO-TN-0819
34 LOITER 20 154.254.301.401 22.88 105514.1 33214.1 820a 0 N 0.38

1500
35 DESCENT 20 154.254.301.401 0.58667 104536.3 32236.3 820a 0 N 0.338 900
36 LOITER 20 154.254.301.401 5.28 104291.8 31991.8 820a 0 N 0.304 300
37 CLIMB 20 154.254.301.401 0.58667 104047.4 31747.4 820a 0 N 0.338 900
38 LOITER 20 154.254.301.401 22.88 103069.6 30769.6 820a 0 N 0.38
1500
39 DESCENT 20 154.254.301.401 0.58667 102091.8 29791.8 820a 0 N 0.338 900
40 LOITER 20 154.254.301.401 5.28 101847.4 29547.4 820a 0 N 0.304 300
41 CLIMB 20 154.254.301.401 0.58667 101602.9 29302.9 820a 0 N 0.338 900
42 LOITER 20 154.254.301.401 11.44 101101.8 28801.8 820a 0 N 0.38
1500
43 CLIMB 20 154.254.301.401 0.3 100612.7 28312.7 820a 0 N 0.313
2000
44 CLIMB 20 154.254.301.401 0.9 100562.7 28262.7 820a 0 N 0.323
3750
45 CLIMB 20 154.254.301.401 2.02356 100440.8 28140.8 820a 0 N 0.346
7500
46 CLIMB 20 154.254.301.401 5.012 100147.7 27847.7 820a 0 N 0.399
15000
47 CLIMB 20 154.254.301.401 1.704 99867.9 27567.9 820a 0 N 0.454
21500
48 CRUISE 20 154.254.301.401 60 97296.9 24996.9 820a 0 N 0.536
23000
49 DESCENT 20 154.254.301.401 1.76471 94723.3 22423.3 820a 0 N 0.563
21500
50 DESCENT 20 154.254.301.401 5.88235 94404.7 22104.7 820a 0 N 0.497
15000
51 DESCENT 20 154.254.301.401 3.84615 93999.4 21699.4 820a 0 N 0.432
7500
52 DESCENT 20 154.254.301.401 1.53846 93775 21475 820a 0 N 0.406
4000
53 CRUISE 20 154.254.301.401 3 93585.9 21285.9 820a 0 N 0.351
3000
54 APPROACH 50 154.254.301.401 6 93210.9 20910.9 820a 0 N 0.248
1500
55 FS-LDG 82 182 1 92960.9 20660.9 820a 0 N
56 ROLLOUT 75 175 0.512 92960.9 20660.9 820a 0 N
57 TAXI 75 171 5 92960.9 20660.9 820a 0 N
58 LT-TURN 91 191 0.12 92960.9 20660.9 820a 0 N
59 RT-TURN 91 1911 0.12 92960.9 20660.9 820a 0 N
60 HARD-BRK 92 192 0.12 92960.9 20660.9 820a 0 N
61 LT-TURN 91 191 0.12 92960.9 20660.9 820a 0 N
62 SOFT-BRK 92 1922 0.11 92960.9 20660.9 820a 0 N
EOR
# "28 P-3C J 4BB-PATROL, S&F SURV, 6.7 HRS 71.5 L"
Mission_28 mach RAAF Mission profile #4BB; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 126000 53700 880a 0 N
2 RT-TURN 91 1911 0.12 126000 53700 880a 0 N
3 TAXI 72 171 5 126000 53700 880a 0 N
4 TAKEOFF 72 172 0.513 126000 53700 880a 0 N
5 ABRUPTMNVR 66 0 1 126000 53700 880a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 125958.3 53658.3 880a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 125891.7 53591.7 880a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 125829.2 53529.2 880a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 2.897 125671 53371 880a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 6.93568 125261.3 52961.3 880a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 51.5 122826.4 50526.4 880a 0 N 0.526
18000
12 CLIMB 20 154.254.301.401 2.121 120592.2 48292.2 880a 0 N 0.453
19000
13 CRUISE 20 154.254.301.401 51.3 118366.4 46066.4 880a 0 N 0.547
20000
14 DESCENT 20 154.254.301.401 4.66632 116034.4 43734.4 880a 0 N 0.497
15005
15 LOITER 20 154.254.301.401 46.44 113905 41605 860a 0 N 0.363
10010
16 LOITER 20 154.254.301.401 46.44 110035 37735 860a 0 N 0.363
10010
17 LOITER 20 154.254.301.401 46.44 106165 33865 860a 0 N 0.363
10010
18 LOITER 20 154.254.301.401 46.44 102295 29995 860a 0 N 0.363
10010
19 CLIMB 20 154.254.301.401 5.04 100150 27850 860a 0 N 0.399
15005
20 CLIMB 20 154.254.301.401 1.68 99870 27570 860a 0 N 0.454
21500
21 CRUISE 20 154.254.301.401 60 97300 25000 860a 0 N 0.536
23000
22 DESCENT 20 154.254.301.401 1.74 94727.5 22427.5 860a 0 N 0.563
21500
23 DESCENT 20 154.254.301.401 5.88 94410 22110 860a 0 N 0.497
15000
24 DESCENT 20 154.254.301.401 3.84 94005 21705 860a 0 N 0.432
7500
25 DESCENT 20 154.254.301.401 1.56 93780 21480 860a 0 N 0.406
4000
106
DSTO-TN-0819
26 CRUISE 20 154.254.301.401 3 93590 21290 860a 0 N 0.351

3000
27 APPROACH 50 154.254.301.401 6 93215 20915 860a 0 N 0.248
1500
28 FS-LDG 82 182 1 92965 20665 860a 0 N
29 ROLLOUT 75 175 0.512 92965 20665 860a 0 N
30 TAXI 75 171 5 92965 20665 860a 0 N
31 LT-TURN 91 191 0.12 92965 20665 860a 0 N
32 RT-TURN 91 1911 0.12 92965 20665 860a 0 N
33 HARD-BRK 92 192 0.12 92965 20665 860a 0 N
34 LT-TURN 91 191 0.12 92965 20665 860a 0 N
35 SOFT-BRK 92 1922 0.11 92965 20665 860a 0 N
EOR
# "29 P-3C J 4C-PATROL, S&F SURV, 8.4 HRS 71.5 L"

1 LT-TURN 91 191 0.12 129470 57100 910a 0 N
2 RT-TURN 91 1911 0.12 129470 57100 910a 0 N
3 TAXI 72 171 5 129470 57100 910a 0 N
4 TAKEOFF 72 172 0.513 129470 57100 910a 0 N
5 ABRUPTMNVR 66 0 1 129470 57100 910a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 129428.3 57058.3 910a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 129361.7 56991.7 910a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 129299.2 56929.2 910a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 3.03856 129135.1 56765.1 910a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 7.42348 128699.1 56329.1 910a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 88.7 124694 52324 910a 0 N 0.526
18000
12 DESCENT 20 154.254.301.401 4.70588 120802.1 48432.1 910a 0 N 0.487
14000
13 DESCENT 20 154.254.301.401 3.84615 120445.7 48075.7 910a 0 N 0.432
7500
14 DESCENT 20 154.254.301.401 1.92308 120205.4 47835.4 910a 0 N 0.404
3750
15 DESCENT 20 154.254.301.401 0.76923 120093.2 47723.2 910a 0 N 0.391
2000
16 LOITER 20 154.254.301.401 25.8765 118982.9 46612.9 910a 0 N 0.396
1500
17 DESCENT 20 154.254.301.401 0.75829 117873.2 45503.2 910a 0 N 0.338 900
18 LOITER 20 154.254.301.401 6.82457 117557.2 45187.2 910a 0 N 0.304 300
19 CLIMB 20 154.254.301.401 0.75829 117241.3 44871.3 910a 0 N 0.338 900
20 LOITER 20 154.254.301.401 25.8765 116131.5 43761.5 910a 0 N 0.396
1500
21 DESCENT 20 154.254.301.401 0.75829 115021.7 42651.7 910a 0 N 0.338 900
22 LOITER 20 154.254.301.401 6.82457 114705.7 42335.7 910a 0 N 0.304 300
23 CLIMB 20 154.254.301.401 0.75829 114389.8 42019.8 910a 0 N 0.338 900
24 LOITER 20 154.254.301.401 25.8765 113280 40910 910a 0 N 0.396
1500
25 DESCENT 20 154.254.301.401 0.75829 112170.2 39800.2 910a 0 N 0.338 900
26 LOITER 20 154.254.301.401 6.82457 111854.3 39484.3 910a 0 N 0.304 300
27 CLIMB 20 154.254.301.401 0.75829 111538.3 39168.3 910a 0 N 0.338 900
28 LOITER 20 154.254.301.401 25.8765 110428.5 38058.5 890a 0 N 0.396
1500
29 DESCENT 20 154.254.301.401 0.75829 109318.8 36948.8 890a 0 N 0.338 900
30 LOITER 20 154.254.301.401 6.82457 109002.8 36632.8 890a 0 N 0.304 300
31 CLIMB 20 154.254.301.401 0.75829 108686.8 36316.8 890a 0 N 0.338 900
32 LOITER 20 154.254.301.401 25.8765 107577.1 35207.1 890a 0 N 0.396
1500
33 DESCENT 20 154.254.301.401 0.75829 106467.3 34097.3 890a 0 N 0.338 900
34 LOITER 20 154.254.301.401 6.82457 106151.3 33781.3 890a 0 N 0.304 300
35 CLIMB 20 154.254.301.401 0.75829 105835.4 33465.4 890a 0 N 0.338 900
36 LOITER 20 154.254.301.401 25.8765 104725.6 32355.6 890a 0 N 0.396
1500
37 DESCENT 20 154.254.301.401 0.75829 103615.8 31245.8 890a 0 N 0.338 900
38 LOITER 20 154.254.301.401 6.82457 103299.9 30929.9 890a 0 N 0.304 300
39 CLIMB 20 154.254.301.401 0.75829 102983.9 30613.9 890a 0 N 0.338 900
40 LOITER 20 154.254.301.401 25.8765 101874.1 29504.1 890a 0 N 0.396
1500
41 DESCENT 20 154.254.301.401 0.75829 100764.3 28394.3 890a 0 N 0.338 900
42 LOITER 20 154.254.301.401 6.82457 100448.4 28078.4 890a 0 N 0.304 300
43 CLIMB 20 154.254.301.401 0.75829 100132.4 27762.4 890a 0 N 0.338 900
44 LOITER 20 154.254.301.401 25.8765 99022.7 26652.7 890a 0 N 0.396
1500
45 CLIMB 20 154.254.301.401 0.3 97932 25562 890a 0 N 0.313
2000
46 CLIMB 20 154.254.301.401 0.9 97882 25512 890a 0 N 0.323
3750
47 CLIMB 20 154.254.301.401 1.9555 97763 25393 890a 0 N 0.346
7500
48 CLIMB 20 154.254.301.401 4.588 97490.3 25120.3 890a 0 N 0.399
15000
49 CLIMB 20 154.254.301.401 1.56331 97234 24864 890a 0 N 0.454
21500
50 CRUISE 20 154.254.301.401 44.8 95302.2 22932.2 890a 0 N 0.536
23000
51 CRUISE 20 154.254.301.401 44 91602.2 19232.2 890a 0 N 0.536
23000
107
DSTO-TN-0819
52 DESCENT 20 154.254.301.401 1.76471 89695.4 17325.4 890a 0 N 0.563

21500
53 DESCENT 20 154.254.301.401 5.88235 89376.7 17006.7 890a 0 N 0.497
15000
54 DESCENT 20 154.254.301.401 3.84615 88971.4 16601.4 890a 0 N 0.432
7500
55 DESCENT 20 154.254.301.401 1.53846 88747 16377 890a 0 N 0.406
4000
56 CRUISE 20 154.254.301.401 3 88557.9 16187.9 890a 0 N 0.351
3000
57 APPROACH 50 154.254.301.401 6 88182.9 15812.9 890a 0 N 0.248
1500
58 FS-LDG 82 182 1 87932.9 15562.9 890a 0 N
59 ROLLOUT 75 175 0.512 87932.9 15562.9 890a 0 N
60 TAXI 75 171 5 87932.9 15562.9 890a 0 N
61 LT-TURN 91 191 0.12 87932.9 15562.9 890a 0 N
62 RT-TURN 91 1911 0.12 87932.9 15562.9 890a 0 N
63 HARD-BRK 92 192 0.12 87932.9 15562.9 890a 0 N
64 LT-TURN 91 191 0.12 87932.9 15562.9 890a 0 N
65 SOFT-BRK 92 1922 0.11 87932.9 15562.9 890a 0 N
EOR
# "30 P-3C J 4CC-PATROL, S&F SURV, 8.4 HRS 71.5 L"

1 LT-TURN 91 191 0.12 129470 57100 910a 0 N
2 RT-TURN 91 1911 0.12 129470 57100 910a 0 N
3 TAXI 72 171 5 129470 57100 910a 0 N
4 TAKEOFF 72 172 0.513 129470 57100 910a 0 N
5 ABRUPTMNVR 66 0 1 129470 57100 910a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 129428.3 57058.3 910a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 129361.7 56991.7 910a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 129299.2 56929.2 910a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 3.03856 129135.1 56765.1 910a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 7.42348 128699.1 56329.1 910a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 88.7 124694 52324 910a 0 N 0.526
18000
12 DESCENT 20 154.254.301.401 4.7 120802.3 48432.3 910a 0 N 0.487
14005
13 LOITER 20 154.254.301.401 55.0236 118313.8 45943.8 890a 0 N 0.363
10010
14 LOITER 20 154.254.301.401 55.0236 113728.5 41358.5 890a 0 N 0.363
10010
15 LOITER 20 154.254.301.401 55.0236 109143.2 36773.2 890a 0 N 0.363
10010
16 LOITER 20 154.254.301.401 55.0236 104557.9 32187.9 890a 0 N 0.363
10010
17 LOITER 20 154.254.301.401 55.0236 99972.6 27602.6 890a 0 N 0.363
10010
18 CLIMB 20 154.254.301.401 4.56 97490 25120 890a 0 N 0.399
15005
19 CLIMB 20 154.254.301.401 1.56 97235 24865 890a 0 N 0.454
21500
20 CRUISE 20 154.254.301.401 44.8 95303.3 22933.3 890a 0 N 0.536
23000
21 CRUISE 20 154.254.301.401 44 91603.3 19233.3 890a 0 N 0.536
23000
22 DESCENT 20 154.254.301.401 1.74 89697.5 17327.5 890a 0 N 0.563
21500
23 DESCENT 20 154.254.301.401 5.88 89380 17010 890a 0 N 0.497
15000
24 DESCENT 20 154.254.301.401 3.84 88975 16605 890a 0 N 0.432
7500
25 DESCENT 20 154.254.301.401 1.56 88750 16380 890a 0 N 0.406
4000
26 CRUISE 20 154.254.301.401 3 88560 16190 890a 0 N 0.351
3000
27 APPROACH 50 154.254.301.401 6 88185 15815 890a 0 N 0.248
1500
28 FS-LDG 82 182 1 87935 15565 890a 0 N
29 ROLLOUT 75 175 0.512 87935 15565 890a 0 N
30 TAXI 75 171 5 87935 15565 890a 0 N
31 LT-TURN 91 191 0.12 87935 15565 890a 0 N
32 RT-TURN 91 1911 0.12 87935 15565 890a 0 N
33 HARD-BRK 92 192 0.12 87935 15565 890a 0 N
34 LT-TURN 91 191 0.12 87935 15565 890a 0 N
35 SOFT-BRK 92 1922 0.11 87935 15565 890a 0 N
EOR
# "31 P-3C J 4D-PATROL, S&F SURV, 10.3 HRS 71.5 L"

1 LT-TURN 91 191 0.12 133800 61500 840a 0 N
2 RT-TURN 91 1911 0.12 133800 61500 840a 0 N
3 TAXI 72 171 5 133800 61500 840a 0 N
4 TAKEOFF 72 172 0.513 133800 61500 840a 0 N
5 ABRUPTMNVR 66 0 1 133800 61500 840a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 133758.3 61458.3 840a 0 N 0.251 250
108
DSTO-TN-0819
7 CLIMB 20 154.254.301.401 0.6 133691.7 61391.7 840a 0 N 0.326

1500
8 CLIMB 20 154.254.301.401 0.9 133629.2 61329.2 840a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 3.28144 133454.9 61154.9 840a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 8.11532 132980.1 60680.1 840a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 58.7 130196.1 57896.1 840a 0 N 0.526
18000
12 CRUISE 20 154.254.301.401 60 125250.3 52950.3 840a 0 N 0.526
18000
13 DESCENT 20 154.254.301.401 4.70588 122554.2 50254.2 840a 0 N 0.487
14000
14 DESCENT 20 154.254.301.401 3.84615 122197.9 49897.9 840a 0 N 0.432
7500
15 DESCENT 20 154.254.301.401 1.92308 121957.5 49657.5 840a 0 N 0.404
3750
16 DESCENT 20 154.254.301.401 0.76923 121845.3 49545.3 840a 0 N 0.391
2000
17 LOITER 20 154.254.301.401 27.534 120666 48366 840a 0 N 0.396
1500
18 DESCENT 20 154.254.301.401 0.79425 119485.6 47185.6 840a 0 N 0.338 900
19 LOITER 20 154.254.301.401 7.14825 119154.7 46854.7 840a 0 N 0.304 300
20 CLIMB 20 154.254.301.401 0.79425 118823.8 46523.8 840a 0 N 0.338 900
21 LOITER 20 154.254.301.401 27.534 117643.4 45343.4 840a 0 N 0.396
1500
22 DESCENT 20 154.254.301.401 0.79425 116463.1 44163.1 840a 0 N 0.338 900
23 LOITER 20 154.254.301.401 7.14825 116132.1 43832.1 840a 0 N 0.304 300
24 CLIMB 20 154.254.301.401 0.79425 115801.2 43501.2 840a 0 N 0.338 900
25 LOITER 20 154.254.301.401 27.534 114620.9 42320.9 840a 0 N 0.396
1500
26 DESCENT 20 154.254.301.401 0.79425 113440.5 41140.5 840a 0 N 0.338 900
27 LOITER 20 154.254.301.401 7.14825 113109.6 40809.6 840a 0 N 0.304 300
28 CLIMB 20 154.254.301.401 0.79425 112778.6 40478.6 840a 0 N 0.338 900
29 LOITER 20 154.254.301.401 27.534 111598.3 39298.3 840a 0 N 0.396
1500
30 DESCENT 20 154.254.301.401 0.79425 110418 38118 840a 0 N 0.338 900
31 LOITER 20 154.254.301.401 7.14825 110087 37787 840a 0 N 0.304 300
32 CLIMB 20 154.254.301.401 0.79425 109756.1 37456.1 840a 0 N 0.338 900
33 LOITER 20 154.254.301.401 27.534 108575.7 36275.7 810a 0 N 0.396
1500
34 DESCENT 20 154.254.301.401 0.79425 107395.4 35095.4 810a 0 N 0.338 900
35 LOITER 20 154.254.301.401 7.14825 107064.5 34764.5 810a 0 N 0.304 300
36 CLIMB 20 154.254.301.401 0.79425 106733.5 34433.5 810a 0 N 0.338 900
37 LOITER 20 154.254.301.401 27.534 105553.2 33253.2 810a 0 N 0.396
1500
38 DESCENT 20 154.254.301.401 0.79425 104372.8 32072.8 810a 0 N 0.338 900
39 LOITER 20 154.254.301.401 7.14825 104041.9 31741.9 810a 0 N 0.304 300
40 CLIMB 20 154.254.301.401 0.79425 103711 31411 810a 0 N 0.338 900
41 LOITER 20 154.254.301.401 27.534 102530.6 30230.6 810a 0 N 0.396
1500
42 DESCENT 20 154.254.301.401 0.79425 101350.3 29050.3 810a 0 N 0.338 900
43 LOITER 20 154.254.301.401 7.14825 101019.3 28719.3 810a 0 N 0.304 300
44 CLIMB 20 154.254.301.401 0.79425 100688.4 28388.4 810a 0 N 0.338 900
45 LOITER 20 154.254.301.401 27.534 99508.1 27208.1 810a 0 N 0.396
1500
46 DESCENT 20 154.254.301.401 0.79425 98327.7 26027.7 810a 0 N 0.338 900
47 LOITER 20 154.254.301.401 7.14825 97996.8 25696.8 810a 0 N 0.304 300
48 CLIMB 20 154.254.301.401 0.79425 97665.8 25365.8 810a 0 N 0.338 900
49 LOITER 20 154.254.301.401 27.534 96485.5 24185.5 810a 0 N 0.396
1500
50 CLIMB 20 154.254.301.401 0.3 95325.7 23025.7 810a 0 N 0.313
2000
51 CLIMB 20 154.254.301.401 0.9 95275.7 22975.7 810a 0 N 0.323
3750
52 CLIMB 20 154.254.301.401 1.9145 95158.5 22858.5 810a 0 N 0.346
7500
53 CLIMB 20 154.254.301.401 4.312 94899 22599 810a 0 N 0.399
15000
54 CLIMB 20 154.254.301.401 1.43868 94659.4 22359.4 810a 0 N 0.454
21500
55 CRUISE 20 154.254.301.401 58.8 92149.5 19849.5 810a 0 N 0.536
23000
56 CRUISE 20 154.254.301.401 60 87199.5 14899.5 810a 0 N 0.536
23000
57 DESCENT 20 154.254.301.401 1.76471 84625.9 12325.9 810a 0 N 0.52
21500
58 DESCENT 20 154.254.301.401 5.88235 84307.3 12007.3 810a 0 N 0.497
15000
59 DESCENT 20 154.254.301.401 3.84615 83902 11602 810a 0 N 0.432
7500
60 DESCENT 20 154.254.301.401 1.53846 83677.6 11377.6 810a 0 N 0.406
4000
61 CRUISE 20 154.254.301.401 3 83488.5 11188.5 810a 0 N 0.351
3000
62 APPROACH 50 154.254.301.401 6 83113.5 10813.5 810a 0 N 0.248
1500
63 FS-LDG 82 182 1 82863.5 10563.5 810a 0 N
64 ROLLOUT 75 175 0.512 82863.5 10563.5 810a 0 N
65 TAXI 75 171 5 82863.5 10563.5 810a 0 N
66 LT-TURN 91 191 0.12 82863.5 10563.5 810a 0 N
67 RT-TURN 91 1911 0.12 82863.5 10563.5 810a 0 N
109
DSTO-TN-0819
68 HARD-BRK 92 192 0.12 82863.5 10563.5 810a 0 N

69 LT-TURN 91 191 0.12 82863.5 10563.5 810a 0 N
70 SOFT-BRK 92 1922 0.11 82863.5 10563.5 810a 0 N
EOR
# "32 P-3C J 4DD-PATROL, S&F SURV, 10.3 HRS 71.5 L"
Mission_32 mach RAAF Mission profile #4DD; ref = Aerostructures ER-P3-ASM199

1 LT-TURN 91 191 0.12 133800 61500 840a 0 N
2 RT-TURN 91 1911 0.12 133800 61500 840a 0 N
3 TAXI 72 171 5 133800 61500 840a 0 N
4 TAKEOFF 72 172 0.513 133800 61500 840a 0 N
5 ABRUPTMNVR 66 0 1 133800 61500 840a 0 N 90
6 CLIMBOUT 10 154.254.301.401 1 133758.3 61458.3 840a 0 N 0.251 250
7 CLIMB 20 154.254.301.401 0.6 133691.7 61391.7 840a 0 N 0.326
1500
8 CLIMB 20 154.254.301.401 0.9 133629.2 61329.2 840a 0 N 0.339
3750
9 CLIMB 20 154.254.301.401 3.28144 133454.9 61154.9 840a 0 N 0.363
7500
10 CLIMB 20 154.254.301.401 8.11532 132980.1 60680.1 840a 0 N 0.411
14000
11 CRUISE 20 154.254.301.401 58.7 130196.1 57896.1 840a 0 N 0.526
18000
12 CRUISE 20 154.254.301.401 60 125250.3 52950.3 840a 0 N 0.526
18000
13 DESCENT 20 154.254.301.401 4.7 122554.4 50254.4 840a 0 N 0.487
14005
14 LOITER 20 154.254.301.401 54.5572 120085.4 47785.4 810a 0 N 0.363
10010
15 LOITER 20 154.254.301.401 54.5572 115539 43239 810a 0 N 0.363
10010
16 LOITER 20 154.254.301.401 54.5572 110992.5 38692.5 810a 0 N 0.363
10010
17 LOITER 20 154.254.301.401 54.5572 106446.1 34146.1 810a 0 N 0.363
10010
18 LOITER 20 154.254.301.401 54.5572 101899.7 29599.7 810a 0 N 0.363
10010
19 LOITER 20 154.254.301.401 54.5572 97353.2 25053.2 810a 0 N 0.363
10010
20 CLIMB 20 154.254.301.401 4.32 94900 22600 810a 0 N 0.399
15005
21 CLIMB 20 154.254.301.401 1.44 94660 22360 810a 0 N 0.454
21500
22 CRUISE 20 154.254.301.401 58.8 92150 19850 810a 0 N 0.536
23000
23 CRUISE 20 154.254.301.401 60 87200 14900 810a 0 N 0.536
23000
24 DESCENT 20 154.254.301.401 1.74 84627.5 12327.5 810a 0 N 0.52
21500
25 DESCENT 20 154.254.301.401 5.88 84310 12010 810a 0 N 0.497
15000
26 DESCENT 20 154.254.301.401 3.84 83905 11605 810a 0 N 0.432
7500
27 DESCENT 20 154.254.301.401 1.56 83680 11380 810a 0 N 0.406
4000
28 CRUISE 20 154.254.301.401 3 83490 11190 810a 0 N 0.351
3000
29 APPROACH 50 154.254.301.401 6 83115 10815 810a 0 N 0.248
1500
30 FS-LDG 82 182 1 82865 10565 810a 0 N
31 ROLLOUT 75 175 0.512 82865 10565 810a 0 N
32 TAXI 75 171 5 82865 10565 810a 0 N
33 LT-TURN 91 191 0.12 82865 10565 810a 0 N
34 RT-TURN 91 1911 0.12 82865 10565 810a 0 N
35 HARD-BRK 92 192 0.12 82865 10565 810a 0 N
36 LT-TURN 91 191 0.12 82865 10565 810a 0 N
37 SOFT-BRK 92 1922 0.11 82865 10565 810a 0 N
EOR
# "33 P-3C J 1C-TACEX + HARPOON, ONE LND 71.5 T"
Mission_33 mach RAAF Mission profile #1C & 6; ref = Aerostructures ER-P3-ASM199
1 LT-TURN 91 191 0.12 115100 42400 1160a 0 N
2 RT-TURN 91 1911 0.12 115100 42400 1160a 0 N
3 TAXI 72 171 5 115100 42400 1160a 0 N
4 TAKEOFF 72 172 0.513 115100 42400 1160a 0 N
5 ABRUPTMNVR 66 0 1 115100 42400 1160a 0 N 90
6 CLIMBOUT 10 156.256.301.401 1 115054.2 42354.2 1160a 0 N 0.251 250
7 CLIMB 20 156.256.301.401 0.6 114980.8 42280.8 1160a 0 N 0.342
1500
8 CLIMB 20 156.256.301.401 0.9 114912.1 42212.1 1160a 0 N 0.356
3750
9 CLIMB 20 156.256.301.401 1.38281 114807.5 42107.5 1160a 0 N 0.374
6500
10 CRUISE 20 156.256.301.401 35 113139.9 40439.9 1160a 0 N 0.445
8000
11 DESCENT 20 156.256.301.401 2.30769 111430 38730 1160a 0 N 0.424
6500
12 DESCENT 20 156.256.301.401 1.92308 111236.1 38536.1 1160a 0 N 0.404
3750
13 DESCENT 20 156.256.301.401 1.15385 111095 38395 1160a 0 N 0.39
1750
110
DSTO-TN-0819
14 DESCENT 20 156.256.301.401 0.38462 111024.5 38324.5 1160a 0 N 0.383 750

15 CRUISE 20 156.256.301.401 28 109723.6 37023.6 1160a 0 N 0.397 500
16 CLIMB 20 156.256.301.401 0.1 108435.6 35735.6 1160a 0 N 0.337 750
17 CLIMB 20 156.256.301.401 0.5 108408.1 35708.1 1160a 0 N 0.343
1750
18 CLIMB 20 156.256.301.401 0.2 108376.1 35676.1 800a 0 N 0.349
2750
19 CRUISE 20 156.256.301.401 50 106075.2 33375.2 800a 0 N 0.398
3000
20 CRUISE 20 156.256.301.401 5 103554.4 30854.4 800a 0 N 0.478
3000
21 DESCENT 20 156.256.301.401 0.38462 103307.6 30607.6 800a 0 N 0.397
2750
22 DESCENT 20 156.256.301.401 1.15385 103237.1 30537.1 800a 0 N 0.39
1750
23 DESCENT 20 156.256.301.401 0.38462 103166.6 30466.6 800a 0 N 0.383 750
24 CRUISE 20 156.256.301.401 50 100857.3 28157.3 800a 0 N 0.328 500
25 CLIMB 20 156.256.301.401 0.1 98561 25861 800a 0 N 0.337 750
26 CLIMB 20 156.256.301.401 0.2 98547.3 25847.3 800a 0 N 0.34
1250
27 CRUISE 20 156.256.301.401 40 96704.8 24004.8 800a 0 N 0.311
1500
28 CRUISE 20 156.256.301.401 33.7 93326.9 20626.9 800a 0 N 0.312
1500
29 DESCENT 20 156.256.301.401 0.38462 91764.7 19064.7 800a 0 N 0.386
1250
30 CRUISE 20 156.256.301.401 60 88997 16297 800a 0 N 0.354
1000
31 CLIMB 20 156.256.301.401 0.5 86224.1 13524.1 800a 0 N 0.343
1750
32 CLIMB 20 156.256.301.401 0.9 86159.9 13459.9 800a 0 N 0.356
3750
33 CLIMB 20 156.256.301.401 1.04808 86070.7 13370.7 800a 0 N 0.374
6500
34 CRUISE 20 156.256.301.401 25 84876.8 12176.8 800a 0 N 0.436
8000
35 DESCENT 20 156.256.301.401 2.30769 83625.2 10925.2 800a 0 N 0.424
6500
36 DESCENT 20 156.256.301.401 1.53846 83448.9 10748.9 800a 0 N 0.406
4000
37 CRUISE 20 156.256.301.401 3 83240.9 10540.9 800a 0 N 0.351
3000
38 APPROACH 50 156.256.301.401 6 82828.4 10128.4 800a 0 N 0.248
1500
39 FS-LDG 82 182 1 82553.4 9853.4 800a 0 N
40 ROLLOUT 75 175 0.512 82553.4 9853.4 800a 0 N
41 TAXI 75 171 5 82553.4 9853.4 800a 0 N
42 LT-TURN 91 191 0.12 82553.4 9853.4 800a 0 N
43 RT-TURN 91 1911 0.12 82553.4 9853.4 800a 0 N
44 HARD-BRK 92 192 0.12 82553.4 9853.4 800a 0 N
45 LT-TURN 91 191 0.12 82553.4 9853.4 800a 0 N
46 SOFT-BRK 92 1922 0.11 82553.4 9853.4 800a 0 N
EOR
# "34 P-3C J 7A-TRANSIT, THREE LNDS 71.5 L"

1 LT-TURN 91 191 0.12 108400 36700 220a 0 N
2 RT-TURN 91 1911 0.12 108400 36700 220a 0 N
3 TAXI 72 171 5 108400 36700 220a 0 N
4 TAKEOFF 72 172 0.513 108400 36700 220a 0 N
5 ABRUPTMNVR 66 0 1 108400 36700 220a 0 N 90
6 CLIMBOUT 10 157.257.301.401 1 108362.5 36662.5 220a 0 N 0.251 250
7 CLIMB 20 157.257.301.401 0.6 108302.5 36602.5 220a 0 N 0.311
1500
8 CLIMB 20 157.257.301.401 0.9 108246.3 36546.3 220a 0 N 0.323
3750
9 CLIMB 20 157.257.301.401 2.275 108127.2 36427.2 220a 0 N 0.346
7500
10 CLIMB 20 157.257.301.401 6.2 107809.4 36109.4 220a 0 N 0.399
15000
11 CLIMB 20 157.257.301.401 1.97419 107502.8 35802.8 220a 0 N 0.454
21500
12 CRUISE 20 157.257.301.401 44 105778.8 34078.8 220a 0 N 0.547
23000
13 CRUISE 20 157.257.301.401 43 102516.3 30816.3 220a 0 N 0.547
23000
14 DESCENT 20 157.257.301.401 1.76471 100837.6 29137.6 220a 0 N 0.563
21500
15 DESCENT 20 157.257.301.401 5.88235 100550.9 28850.9 220a 0 N 0.497
15000
16 DESCENT 20 157.257.301.401 3.84615 100186.1 28486.1 220a 0 N 0.432
7500
17 DESCENT 20 157.257.301.401 1.53846 99984.1 28284.1 220a 0 N 0.406
4000
18 CRUISE 20 157.257.301.401 3 99813.9 28113.9 220a 0 N 0.351
3000
19 APPROACH 50 157.257.301.401 6 99476.4 27776.4 220a 0 N 0.248
1500
20 FS-LDG 82 182 1 99251.4 27551.4 220a 0 N
21 ROLLOUT 75 175 0.512 99251.4 27551.4 220a 0 N
22 TAXI 75 171 5 99251.4 27551.4 220a 0 N
23 RT-TURN 91 1911 0.225 99251.4 27551.4 220a 0 N
111
DSTO-TN-0819
24 HARD-BRK 92 192 0.275 99251.4 27551.4 220a 0 N

25 LT-TURN 91 191 0.225 99251.4 27551.4 220a 0 N
26 SOFT-BRK 92 1922 0.25 99251.4 27551.4 220a 0 N
27 TAKEOFF 72 172 0.513 99251.4 27551.4 220a 0 N
28 ABRUPTMNVR 66 0 1 99251.4 27551.4 220a 0 N 90
29 CLIMBOUT 10 157.257.301.401 1 99213.9 27513.9 220a 0 N 0.251 250
30 CLIMB 20 157.257.301.401 0.6 99153.9 27453.9 220a 0 N 0.311
1500
31 CLIMB 20 157.257.301.401 0.9 99097.7 27397.7 220a 0 N 0.323
3750
32 CLIMB 20 157.257.301.401 2 98988.9 27288.9 220a 0 N 0.346
7500
33 CRUISE 20 157.257.301.401 42.5 97320.2 25620.2 220a 0 N 0.443
10000
34 DESCENT 20 157.257.301.401 3.84615 95582.2 23882.2 220a 0 N 0.432
7500
35 DESCENT 20 157.257.301.401 1.53846 95380.3 23680.3 220a 0 N 0.406
4000
36 CRUISE 20 157.257.301.401 3 95210.1 23510.1 220a 0 N 0.351
3000
37 APPROACH 50 157.257.301.401 6 94872.6 23172.6 220a 0 N 0.248
1500
38 FS-LDG 82 182 1 94647.6 22947.6 220a 0 N
39 ROLLOUT 75 175 0.512 94647.6 22947.6 220a 0 N
40 TAXI 75 171 5 94647.6 22947.6 220a 0 N
41 RT-TURN 91 1911 0.225 94647.6 22947.6 220a 0 N
42 HARD-BRK 92 192 0.275 94647.6 22947.6 220a 0 N
43 LT-TURN 91 191 0.225 94647.6 22947.6 220a 0 N
44 SOFT-BRK 92 1922 0.25 94647.6 22947.6 220a 0 N
45 TAKEOFF 72 172 0.513 94647.6 22947.6 220a 0 N
46 ABRUPTMNVR 66 0 1 94647.6 22947.6 220a 0 N 90
47 CLIMBOUT 10 157.257.301.401 1 94610.1 22910.1 220a 0 N 0.251 250
48 CLIMB 20 157.257.301.401 0.6 94550.1 22850.1 220a 0 N 0.311
1500
49 CLIMB 20 157.257.301.401 0.9 94493.8 22793.8 220a 0 N 0.323
3750
50 CLIMB 20 157.257.301.401 1.88605 94389.4 22689.4 220a 0 N 0.346
7500
51 CLIMB 20 157.257.301.401 4.1875 94161.6 22461.6 220a 0 N 0.399
15000
52 CLIMB 20 157.257.301.401 2.71032 93902.9 22202.9 220a 0 N 0.468
23000
53 CRUISE 20 157.257.301.401 30 92676.3 20976.3 220a 0 N 0.557
26000
54 DESCENT 20 157.257.301.401 3.52941 91418.9 19718.9 220a 0 N 0.58
23000
55 DESCENT 20 157.257.301.401 5.88235 91066 19366 220a 0 N 0.497
15000
56 DESCENT 20 157.257.301.401 3.84615 90701.2 19001.2 220a 0 N 0.432
7500
57 DESCENT 20 157.257.301.401 1.53846 90499.3 18799.3 220a 0 N 0.406
4000
58 CRUISE 20 157.257.301.401 3 90329.1 18629.1 220a 0 N 0.351
3000
59 APPROACH 50 157.257.301.401 6 89991.6 18291.6 220a 0 N 0.248
1500
60 FS-LDG 82 182 1 89766.6 18066.6 220a 0 N
61 ROLLOUT 75 175 0.512 89766.6 18066.6 220a 0 N
62 TAXI 75 171 5 89766.6 18066.6 220a 0 N
63 LT-TURN 91 191 0.12 89766.6 18066.6 220a 0 N
64 RT-TURN 91 1911 0.12 89766.6 18066.6 220a 0 N
65 HARD-BRK 92 192 0.12 89766.6 18066.6 220a 0 N
66 LT-TURN 91 191 0.12 89766.6 18066.6 220a 0 N
67 SOFT-BRK 92 1922 0.11 89766.6 18066.6 220a 0 N
EOR
# "35 P-3C J 7B-TRANSIT, SHRT DUR, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 103100 30800 760a 0 N
2 RT-TURN 91 1911 0.12 103100 30800 760a 0 N
3 TAXI 72 171 5 103100 30800 760a 0 N
4 TAKEOFF 72 172 0.513 103100 30800 760a 0 N
5 ABRUPTMNVR 66 0 1 103100 30800 760a 0 N 90
6 CLIMBOUT 10 157.257.301.401 1 103062.5 30762.5 760a 0 N 0.251 250
7 CLIMB 20 157.257.301.401 0.6 103002.5 30702.5 760a 0 N 0.311
1500
8 CLIMB 20 157.257.301.401 0.9 102946.3 30646.3 760a 0 N 0.323
3750
9 CLIMB 20 157.257.301.401 2 102837.5 30537.5 760a 0 N 0.346
7500
10 CLIMB 20 157.257.301.401 4.9 102578.8 30278.8 760a 0 N 0.399
15000
11 CRUISE 20 157.257.301.401 40 100895 28595 760a 0 N 0.526
20000
12 CRUISE 20 157.257.301.401 39.3 97921.3 25621.3 760a 0 N 0.526
20000
13 DESCENT 20 157.257.301.401 5.88235 96226.9 23926.9 760a 0 N 0.497
15000
14 DESCENT 20 157.257.301.401 3.84615 95862.1 23562.1 760a 0 N 0.432
7500
15 DESCENT 20 157.257.301.401 1.53846 95660.2 23360.2 760a 0 N 0.406
4000
112
DSTO-TN-0819
16 CRUISE 20 157.257.301.401 3 95490 23190 760a 0 N 0.351

3000
17 APPROACH 50 157.257.301.401 6 95152.5 22852.5 760a 0 N 0.248
1500
18 FS-LDG 82 182 1 94927.5 22627.5 760a 0 N
19 ROLLOUT 75 175 0.512 94927.5 22627.5 760a 0 N
20 TAXI 75 171 5 94927.5 22627.5 760a 0 N
21 LT-TURN 91 191 0.12 94927.5 22627.5 760a 0 N
22 RT-TURN 91 1911 0.12 94927.5 22627.5 760a 0 N
23 HARD-BRK 92 192 0.12 94927.5 22627.5 760a 0 N
24 LT-TURN 91 191 0.12 94927.5 22627.5 760a 0 N
25 SOFT-BRK 92 1922 0.11 94927.5 22627.5 760a 0 N
EOR
# "36 P-3C J 7C-TRANSIT, MED DUR, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 109200 36900 770a 0 N
2 RT-TURN 91 1911 0.12 109200 36900 770a 0 N
3 TAXI 72 171 5 109200 36900 770a 0 N
4 TAKEOFF 72 172 0.513 109200 36900 770a 0 N
5 ABRUPTMNVR 66 0 1 109200 36900 770a 0 N 90
6 CLIMBOUT 10 157.257.301.401 1 109162.5 36862.5 770a 0 N 0.251 250
7 CLIMB 20 157.257.301.401 0.6 109102.5 36802.5 770a 0 N 0.311
1500
8 CLIMB 20 157.257.301.401 0.9 109046.3 36746.3 770a 0 N 0.323
3750
9 CLIMB 20 157.257.301.401 2.275 108927.2 36627.2 770a 0 N 0.346
7500
10 CLIMB 20 157.257.301.401 5.768 108625.6 36325.6 770a 0 N 0.399
15000
11 CLIMB 20 157.257.301.401 2.6655 108309.3 36009.3 770a 0 N 0.459
22000
12 CRUISE 20 157.257.301.401 50.1 106330.6 34030.6 770a 0 N 0.558
24000
13 CRUISE 20 157.257.301.401 45 102764.4 30464.4 770a 0 N 0.558
24000
14 CLIMB 20 157.257.301.401 1.22 101031.1 28731.1 770a 0 N 0.487
25000
15 CRUISE 20 157.257.301.401 50.1 99106.6 26806.6 770a 0 N 0.557
26000
16 CRUISE 20 157.257.301.401 45 95540.4 23240.4 770a 0 N 0.557
26000
17 DESCENT 20 157.257.301.401 3.52941 93720.5 21420.5 770a 0 N 0.58
23000
18 DESCENT 20 157.257.301.401 5.88235 93367.6 21067.6 770a 0 N 0.497
15000
19 DESCENT 20 157.257.301.401 3.84615 93002.7 20702.7 770a 0 N 0.432
7500
20 DESCENT 20 157.257.301.401 1.53846 92800.8 20500.8 770a 0 N 0.406
4000
21 CRUISE 20 157.257.301.401 3 92630.6 20330.6 770a 0 N 0.351
3000
22 APPROACH 50 157.257.301.401 6 92293.1 19993.1 770a 0 N 0.248
1500
23 FS-LDG 82 182 1 92068.1 19768.1 770a 0 N
24 ROLLOUT 75 175 0.512 92068.1 19768.1 770a 0 N
25 TAXI 75 171 5 92068.1 19768.1 770a 0 N
26 LT-TURN 91 191 0.12 92068.1 19768.1 770a 0 N
27 RT-TURN 91 1911 0.12 92068.1 19768.1 770a 0 N
28 HARD-BRK 92 192 0.12 92068.1 19768.1 770a 0 N
29 LT-TURN 91 191 0.12 92068.1 19768.1 770a 0 N
30 SOFT-BRK 92 1922 0.11 92068.1 19768.1 770a 0 N
EOR
# "37 P-3C J 7D-TRANSIT, LONG DUR, ONE LND 71.5 L"

1 LT-TURN 91 191 0.12 126900 55100 270a 0 N
2 RT-TURN 91 1911 0.12 126900 55100 270a 0 N
3 TAXI 72 171 5 126900 55100 270a 0 N
4 TAKEOFF 72 172 0.513 126900 55100 270a 0 N
5 ABRUPTMNVR 66 0 1 126900 55100 270a 0 N 90
6 CLIMBOUT 10 157.257.301.401 1 126862.5 55062.5 270a 0 N 0.251 250
7 CLIMB 20 157.257.301.401 0.6 126802.5 55002.5 270a 0 N 0.311
1500
8 CLIMB 20 157.257.301.401 0.9 126746.3 54946.3 270a 0 N 0.323
3750
9 CLIMB 20 157.257.301.401 2.85156 126605.6 54805.6 270a 0 N 0.346
7500
10 CLIMB 20 157.257.301.401 8.288 126187.8 54387.8 270a 0 N 0.399
15000
11 CRUISE 20 157.257.301.401 55 123814.5 52014.5 270a 0 N 0.547
20000
12 CRUISE 20 157.257.301.401 50 119877 48077 270a 0 N 0.547
20000
13 CLIMB 20 157.257.301.401 1.86513 117932.1 46132.1 270a 0 N 0.449
21000
14 CRUISE 20 157.257.301.401 55 115799.6 43999.6 270a 0 N 0.536
22000
15 CRUISE 20 157.257.301.401 50 111862.1 40062.1 270a 0 N 0.536
22000
16 CLIMB 20 157.257.301.401 1.592 109927.4 38127.4 270a 0 N 0.468
23000
113
DSTO-TN-0819
17 CRUISE 20 157.257.301.401 57 107730.2 35930.2 270a 0 N 0.546

24000
18 CRUISE 20 157.257.301.401 57 103455.2 31655.2 270a 0 N 0.546
24000
19 CRUISE 20 157.257.301.401 57 99180.2 27380.2 270a 0 N 0.546
24000
20 CRUISE 20 157.257.301.401 56.7 94916.5 23116.5 270a 0 N 0.546
24000
21 DESCENT 20 157.257.301.401 2.35294 92702 20902 270a 0 N 0.569
22000
22 DESCENT 20 157.257.301.401 5.88235 92393.2 20593.2 270a 0 N 0.497
15000
23 DESCENT 20 157.257.301.401 3.84615 92028.4 20228.4 270a 0 N 0.432
7500
24 DESCENT 20 157.257.301.401 1.53846 91826.4 20026.4 270a 0 N 0.406
4000
25 CRUISE 20 157.257.301.401 3 91656.3 19856.3 270a 0 N 0.351
3000
26 APPROACH 50 157.257.301.401 6 91318.8 19518.8 270a 0 N 0.248
1500
27 FS-LDG 82 182 1 91093.8 19293.8 270a 0 N
28 ROLLOUT 75 175 0.512 91093.8 19293.8 270a 0 N
29 TAXI 75 171 5 91093.8 19293.8 270a 0 N
30 LT-TURN 91 191 0.12 91093.8 19293.8 270a 0 N
31 RT-TURN 91 1911 0.12 91093.8 19293.8 270a 0 N
32 HARD-BRK 92 192 0.12 91093.8 19293.8 270a 0 N
33 LT-TURN 91 191 0.12 91093.8 19293.8 270a 0 N
34 SOFT-BRK 92 1922 0.11 91093.8 19293.8 270a 0 N
EOR
# "38 SLEPII Miss08 P-3 Air Demonstration, 2.7 Hrs, ONE LNDS "
Mission_38 mach RAAF SLEP II Mission Profile 8

1 LT-TURN 91 191 0.1 100900 30000 0 0 N 0 0
2 RT-TURN 91 1911 0.1 100900 30000 0 0 N 0 0
3 TAXI 72 171 5 100900 30000 0 0 N 0 0
4 TAKEOFF 72 172 0.513 100900 30000 0 0 N 0 0
5 ABRUPTMNVR 66 0 1 100900 30000 0 0 N 90 0
6 CLIMBOUT 10 158.258.301.401 1 100862.5 29962.5 0 0 N 0.251 250
7 CLIMB 20 158.258.301.401 0.6 100802.5 29902.5 0 0 N 0.311
1500
8 CLIMB 20 158.258.301.401 0.9 100746.3 29846.3 0 0 N 0.323
3750
9 CLIMB 20 158.258.301.401 2 100639.2 29739.2 0 0 N 0.346
7500
10 CRUISE 20 158.258.301.401 100 94639.2 23739.2 0 0 N 0.442
10000
11 DESCENT 20 158.258.301.401 2 92139.2 21239.2 0 0 N 0.44
8500
12 DESCENT 20 158.258.301.401 1.5 90739.2 19839.2 0 0 N 0.42
6000
13 DESCENT 20 158.258.301.401 2 89739.2 18839.2 0 0 N 0.404
3750
14 DESCENT 20 158.258.301.401 0.5 89239.2 18339.2 0 0 N 0.393
2250
15 CRUISE 20 158.258.301.401 11 88239.2 17339.2 0 0 N 0.572
1250
16 CLIMB 20 158.258.301.401 0.6 88039.2 17139.2 0 0 N 0.311
1500
17 CLIMB 20 158.258.301.401 0.9 87979.2 17079.2 0 0 N 0.323
3750
18 DESCENT 20 158.258.301.401 2 87869.2 16969.2 0 0 N 0.434
5000
19 DESCENT 20 158.258.301.401 2 87769.2 16869.2 0 0 N 0.424
3750
20 DESCENT 20 158.258.301.401 0.5 87669.2 16769.2 0 0 N 0.413
2250
21 APPROACH 50 158.258.301.401 1 87569.2 16669.2 0 0 N 0.245 600
22 CRUISE 20 158.258.301.401 3 87349.2 16449.2 0 0 N 0.298 300
23 CLIMB 20 158.258.301.401 0.6 87249.2 16349.2 0 0 N 0.311
1500
24 CLIMB 20 158.258.301.401 0.9 87189.2 16289.2 0 0 N 0.323
3750
25 DESCENT 20 158.258.301.401 2 87079.2 16179.2 0 0 N 0.434
5000
26 DESCENT 20 158.258.301.401 2 86779.2 15879.2 0 0 N 0.424
3750
27 DESCENT 20 158.258.301.401 0.5 86619.2 15719.2 0 0 N 0.41
2250
28 APPROACH 50 158.258.301.401 1 86419.2 15519.2 0 0 N 0.32 600
29 TAG-LDG 82 182 1 86369.2 15469.2 0 0 N 0 0
30 TAG-ROLL 75 176 0.15 86369.2 15469.2 0 0 N 0 0
31 TAG-TO 72 177 0.1 86369.2 15469.2 0 0 N 0 0
32 ABRUPTMNVR 66 0 1 86369.2 15469.2 0 0 N 90 0
33 CLIMBOUT 10 158.258.301.401 1 86319.2 15419.2 0 0 N 0.252 600
34 TRAFFIC 40 158.258.301.401 0.5 86154.2 15254.2 0 0 N 0.247
1200
35 APPROACH 50 158.258.301.401 1 86004.2 15104.2 0 0 N 0.245 600
36 FS-LDG 82 182 1 86000 15100 0 0 N 0 0
37 ROLLOUT 75 175 0.512 86000 15100 0 0 N 0 0
38 TAXI 75 171 5 86000 15100 0 0 N 0 0
39 LT-TURN 91 191 0.1 86000 15100 0 0 N 0 0
40 RT-TURN 91 1911 0.1 86000 15100 0 0 N 0 0
114
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41 HARD-BRK 92 192 0.1 86000 15100 0 0 N 0 0

42 LT-TURN 91 191 0.1 86000 15100 0 0 N 0 0
43 SOFT-BRK 92 1922 0.1 86000 15100 0 0 N 0 0
EOR
C.3. RAAF AP-3C Input Criteria File (ICF)

# *********************************************************
# RAAF Input Criteria File (ICF):
# RAAF 50th % AP-3C 15,000 Flight Hour Spectrum
# *********************************************************
# Valid types (second column of each header):
# symm (Symmetric maneuver -- Nz exceedances per minute)
# asym (Asymmetric maneuver -- Nz exceedances per minute @ constant roll rate)
# vg (Vertical gust -- P's and b's v. altitude)
# lg (Lateral gust -- P's and b's v. altitude)
# buffet (Buffet -- occurrences of each of four buffet modes)
# taxi (PSD pre-flight/post-flight taxi - runway roughness P's and b's, ground speed schedule)
# takeoff (PSD taxi takeoff - runway roughness P's and b's, ground speed schedule)
# rollout (PSD taxi rollout - runway roughness P's and b's, ground speed schedule)
# landing (Multivariate landing impact -- sink speed occurrences w/ assoc. mvar code (a-h))
# turning Turning -- Ny occurrences)
# braking (Braking -- mu occurrences)
# pivot Pivot -- torque occurrences)
# *********************************************************
# *********************************************************
# Symmetric manoeuvre (Nz exceedences)
# ID Type perXMinutes description
# nz exceedneces
151 symm 79530 "Total RAAF Mission 1, ref = Aerostructures"
0.05 0
0.45 0
0.75 7723.3
1.25 52048.6
1.55 2952.5
1.95 310
2.35 5
2.65 0
EOR
# *********************************************************
# Asymmetric manoeuvre (Nz exceedences)
# nz exceedneces
251 asym 30.0 79530 "Total RAAF Mission 1, asymm man. = 1/10th Nz exc curve (w/ assoc. roll rate), ref = Aerostructures"
0.05 0
0.45 0
0.75 772.33
1.25 5204.86
1.55 295.25
1.95 31
2.35 0.5
2.65 0
EOR
EOR
# *********************************************************
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 10659.6
1.25 124856.6
1.55 4095
1.95 32.5
2.35 0
2.65 0
EOR
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 1065.96
1.25 12485.66
1.55 409.5
1.95 3.25
2.35 0
2.65 0
EOR
# *********************************************************
# *********************************************************
# nz exceedneces
115
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0.05 0
0.45 0
0.75 243.2
1.25 243.2
1.55 17.5
1.95 2.5
2.35 0
2.65 0
EOR
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 24.32
1.25 24.32
1.55 1.75
1.95 0.25
2.35 0
2.65 0
EOR
# *********************************************************
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 14286.8
1.25 79629
1.55 2580
1.95 65
2.35 10
2.65 2.5
EOR
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 1428.68
1.25 7962.9
1.55 258
1.95 6.5
2.35 1
2.65 0.25
EOR
# *********************************************************
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 7723.3
1.25 52048.6
1.55 2952.5
1.95 310
2.35 5
2.65 0
EOR
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 772.33
1.25 5204.86
1.55 295.25
1.95 31
2.35 0.5
2.65 0
EOR
# *********************************************************
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 9186.2
1.25 25228.2
1.55 1177.5
116
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1.95 45
2.35 0
2.65 0
EOR
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 918.62
1.25 2522.82
1.55 117.75
1.95 4.5
2.35 0
2.65 0
EOR
# *********************************************************
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 0
1.25 713471
1.55 208272
1.95 55758
2.35 23505
2.65 14702
EOR
# *********************************************************
# nz exceedneces
0.05 0
0.45 0
0.75 0
1.25 71347.1
1.55 20827.2
1.95 5575.8
2.35 2350.5
2.65 1470.2
EOR
# *********************************************************
# *********************************************************
# *********************************************************
# Vertical gust (P's and b's v. altitude)
# ID type description
# altitude p1 p2 b1 b2 scaleOfTurbulence
301 vg "Vertical gust P's and b's; ref = MIL-A-8861(B) & CDRL A004"
0 1 0.005 2.5100 5.04 500
1000 1.000 0.0050 2.51 5.04 500
1001 0.42 0.0033 3.02 5.94 1750
2500 0.42 0.0033 3.02 5.94 1750
2501 0.3 0.0020 3.42 8.17 2500
5000 0.3 0.0020 3.42 8.17 2500
5001 0.15 0.00095 3.59 9.22 2500
10000 0.15 0.00095 3.59 9.22 2500
10001 0.062 0.00028 3.27 10.52 2500
20000 0.062 0.00028 3.27 10.52 2500
20001 0.025 0.00011 3.15 11.88 2500
30000 0.025 0.00011 3.15 11.88 2500
30001 0.011 0.000095 2.93 9.84 2500
40000 0.011 0.000095 2.93 9.84 2500
40001 0.0046 0.000115 3.28 8.81 2500
50000 0.0046 0.000115 3.28 8.81 2500
50001 0.002 0.000078 3.82 7.04 2500
60000 0.002 0.000078 3.82 7.04 2500
61000 0.00088 0.000057 2.93 4.33 2500
70000 0.00088 0.000057 2.93 4.33 2500
71000 0.00038 0.000044 2.80 1.80 2500
80000 0.00038 0.000044 2.80 1.80 2500
EOR
# *********************************************************
# Lateral gust (P's and b's v. altitude)
# altitude p1 p2 b1 b2 scaleOfTurbulence
401 lg "lateral gust P's and b's; ref = MIL-A-8861(B) & CDRL A004"
0 1 0.0050 2.51 5.04 500
1000 1 0.0050 2.51 5.04 500
1001 0.42 0.0033 3.02 5.94 1750
2500 0.42 0.0033 3.02 5.94 1750
2501 0.3 0.0020 3.42 8.17 2500
5000 0.3 0.0020 3.42 8.17 2500
5001 0.15 0.00095 3.59 9.22 2500
10000 0.15 0.00095 3.59 9.22 2500
10001 0.062 0.00028 3.27 10.52 2500
20000 0.062 0.00028 3.27 10.52 2500
117
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20001 0.025 0.00011 3.15 11.88 2500

30000 0.025 0.00011 3.15 11.88 2500
30001 0.011 0.000095 2.93 9.84 2500
40000 0.011 0.000095 2.93 9.84 2500
40001 0.0046 0.000115 3.28 8.81 2500
50000 0.0046 0.000115 3.28 8.81 2500
50001 0.002 0.000078 3.82 7.04 2500
60000 0.002 0.000078 3.82 7.04 2500
61000 0.00088 0.000057 2.93 4.33 2500
70000 0.00088 0.000057 2.93 4.33 2500
71000 0.00038 0.000044 2.80 1.80 2500
80000 0.00038 0.000044 2.80 1.80 2500
EOR
# *********************************************************
# Note that Buffet is not currently used/called up in RAAF MDF
# Buffet
# ID type nz perXBuffetSegments description
# occMode1 occMode2 occMode3 occMode4
161 buffet 2.0 1 "Sample buffet occurrences of modes 1-4; ref = CDRL A004"
5.0 5.0 10.0 0
EOR
# *********************************************************
# Taxi (runway roughness RMS, ground speed schedule)
# p1 p2 b1 b2 groundSpeed percentOfSegmentDuration(decimal)
171 taxi "Pre-flight/post-flight Taxi; ref = RAAF FLTP criteria, speeds & durations"
8.3713 0.0 0.8973 1.0 10.0 1.00
EOR
# *********************************************************
# Takeoff (runway roughness RMS, ground speed schedule)
172 takeoff "Takeoff; ref = RAAF FLTP criteria, speeds & durations"
6.2684 0.0 0.9049 1.0 30.0 0.47
7.1770 0.0 1.0312 1.0 85.0 0.39
7.1653 0.0 0.5918 1.0 118.0 0.14
EOR
# *********************************************************
# Rollout (runway roughness RMS, ground speed schedule)
175 rollout "Rollout; ref = RAAF FLTP criteria, speeds & durations"
4.0850 0.0 1.0616 1.0 90.0 0.18
3.6018 0.0 1.7185 1.0 60.0 0.42
3.8881 0.0 2.4584 1.0 20.0 0.40
EOR
# *********************************************************
# TAG-RO (runway roughness RMS, ground speed schedule)
# Revised August 2006
176 rollout "TAG rollout; ref = RAAF FLTP criteria, speeds & durations"
4.1393 0.0 1.6862 1.0 100.0 1.00
EOR
# *********************************************************
# TAG-TO (runway roughness RMS, ground speed schedule)
# Revised August 2006
177 takeoff "TAG takeoff; ref = RAAF FLTP criteria, speeds & durations"
7.5596 0.0 0.8778 1.0 100.0 1.00
EOR
# *********************************************************
# Landing impact (sink speed occurrences w/ assoc. mvar code (a-h))
# ID type perXLandings description
# sinkSpeed mvarCode occurrences
182 landing 986 "RAAF FLTP landing impact sink speed occurrences w/ assoc. mvar code; ref = RAAF FLTP"
1 a 30
2 b 113
3 c 232
4 d 264
5 a 195
6 b 95
7 a 57
EOR
# *********************************************************
# Turning (Ny occurrences)
# ID type perXTurningSegments description
# ny occurrences
191 turning 5 "RAAF FLTP Left turning Ny occurrences; ref = RAAF FLTP"
-0.20 0.25
-0.15 2.75
-0.10 17.95
-0.05 3.2
0.05 0
118
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0.10 0
0.15 0
0.20 0
EOR
# *********************************************************
# Turning (Ny occurrences)
# ID type perXTurningSegments description
# ny occurrences
1911 turning 5 "RAAF FLTP Right turning Ny occurrences; ref = RAAF FLTP"
-0.20 0
-0.15 0
-0.10 0
-0.05 0
0.05 3.2
0.10 17.95
0.15 2.75
0.20 0.25
EOR
# *********************************************************
# Braking (mu occurrences)
# ID type perXBrakingSegments description
# mu occurrences
192 braking 1 "Hard braking mu occurrences; ref = CDRL A004"
0.4 2.0
0.2 0.0
EOR
# *********************************************************
# Braking (mu occurrences)
# ID type perXBrakingSegments description
# mu occurrences
1922 braking 1 "Soft/Medium braking mu occurrences; ref = CDRL A004"
0.4 0.0
0.2 5.0
EOR
# *********************************************************
# Pivot (torque occurrences)
# ID type perXPivotSegments description
# torque occurrences
193 pivot 10 "Sample pivot torque occurrences; ref = RAAF Pilot Review"
0 0.0
0 0.0
EOR
C.4. RAAF AP-3C Stepping Control File (SCF)

# *********************************************************
# RAAF Stepping Control File (SCF) (Version 2.0.5):
# RAAF AP-3C 15,000 Flight Hours
# *********************************************************
# Header record:
# name description
SCF_01 "RAAF stepping control file; ref = RAAF FLTP"
# *********************************************************
# Nz levels -- units = 'g'.
# These terms are used to define the boundaries of the Nz exceedance
# curve(s) used in the analysis. The analysis curve(s) will cover from
# negNzHighTruncationLevel to negNzLowTruncationLevel on the (-) Nz side,
# and from negNzHighTruncationLevel to posNzHighTruncationLevel on the
# (+) Nz side. The curve(s) will be partitioned into nPartitionsManeuver
# steps -- each for the (-) and (+) Nz sides (nPartitionsManeuver is defined
# below). Additionally, the Nz exceedance curve(s) used in the analysis
# may be clipped both on the (-) and (+) Nz sides.
negNzHighTruncationLevel = 0.0
negNzLowTruncationLevel = 0.75
posNzLowTruncationLevel = 1.25
posNzHighTruncationLevel = 2.65
negNzClippingLevel = 0.0
posNzClippingLevel = 2.65
# *********************************************************
# Vertical, lateral gust velocity levels -- units = 'ft/sec'.
# These terms are used to define the boundaries of the PSD gust velocity exceedance
# curve(s) used in the analysis. The vertical gust analysis curve(s) will cover from
# vgustVelLowTruncationLevel to vgustVelHighTruncationLevel (PSD exceedance
# curves are symmetric about zero; these curves will then be repeated to
# cover (-) gust velocities). Similar curves are developed for lateral gust.
# The curve(s) will be partitioned into nPartitionsGust steps --
# each for the (-) and (+) sides (nPartitionsGust is defined
# below). Additionally, the gust exceedance curve(s) used in the analysis
# may be clipped.
119
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vgustMinGustVelocityFPS = 10.0
vgustMaxGustVelocityFPS = 100.0
vgustGustVelocityClippingLevelFPS = 65.0
lgustMinGustVelocityFPS = 10.0
lgustMaxGustVelocityFPS = 100.0
lgustGustVelocityClippingLevelFPS = 65.0
# *********************************************************
# Taxi/takeoff and rollout delta (incremental) Nz -- units = 'g'
# These terms are used to define the boundaries of the PSD taxi exceedance
# curve(s) used in the analysis. The analysis curve(s) will cover from
# (1.0 + taxiMinIncNzAppliedAtCG) to (1.0 + taxiMaxIncNzAppliedAtCG) (PSD exceedance
# curves are symmetric about zero; these curves will then be repeated to
# cover the (-) side). Similar values exist for rollout segments.
# The curve(s) will be partitioned into nPartitionsTaxi steps --
# each for the (-) and (+) sides (nPartitionsTaxi is defined
# below). Additionally, the taxi exceedance curve(s) used in the analysis
# may be clipped.
# Used for taxi and takeoff segments:

taxiMinIncNzAppliedAtCG = 0.10
taxiMaxIncNzAppliedAtCG = 0.8
taxiIncNzAppliedAtCGClippingLevel = 0.6
# Used for rollout segments:

rolloutMinIncNzAppliedAtCG = 0.15
rolloutMaxIncNzAppliedAtCG = 0.8
rolloutIncNzAppliedAtCGClippingLevel = 0.5
# *********************************************************
# Load or stress Master Control Point (MCP) truncation and clipping levels.
# These terms are used to define optional load or stress truncation and clipping
# levels for the MCP. Load levels are given in lb, stress levels are given in psi.
# Bending Moments
# mcpTruncationLevel = 100000
# mcpTensileClippingLevel = 30000000
# mcpCompressiveClippingLevel = -30000000
# Stress Levels
mcpTruncationLevel = 1000
mcpTensileClippingLevel = 40000
mcpCompressiveClippingLevel = -40000
# *********************************************************
# Percentage of 'A' severities per mission; range = 0.000001 to 100.0 (%, decimals allowed).
# If = 0 (or blank), default value of 1 'A' severity is used (v. 2.3.0).
maxSeverityPercentage = 1
# *********************************************************
# These terms define the # of severities (for each load source) to be used to spread
# the mission occurrences across differing severities within the spectrum.
# See the Requirements Document for more detailed information.
# Note: for landing impact, the user may not explicitly define the # of severities.
nSeveritiesFlight = 5
nSeveritiesBuffet = 5
nSeveritiesTaxi = 5
nSeveritiesBraking = 2
nSeveritiesTurning = 3
nSeveritiesPivot = 2
# *********************************************************
# Number of exceedance/occurrence curve partitions (see notes above).
# Note: for landing impact, the user may not explicitly define the # of partitions;
# the values given in the ICF are used.
# Note: for buffet, the user may not explicitly define the # of partitions;
# the values given in the ICF are used.
# Note: for braking/turning/pivot the user may not explicitly define the # of
# partitions; the values given in the ICF are used.
# nPartitionsManeuver = 10
# nPartitionsGust = 6
# nPartitionsTaxi = 10
nPartitionsManeuver = 20
nPartitionsGust = 20
nPartitionsTaxi = 10
# *********************************************************
# Number of final loads/stress exceedance curve partitions; min value = 2, max value = 50 (V. 2.0.5).
nPartitionsTotalExceedanceCurve = 50
# *********************************************************
# Number of landing cycles to be included in FSTMD sequence:
nLandingCycles = 2
# *********************************************************
# Stress Increment settings
flightStressIncrementMeanAxial = 1.0
flightStressIncrementMeanShear = 1.0
120
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flightStressIncrementStressPerPosGAxial = 1.0
flightStressIncrementStressPerNegGAxial = 1.0
flightStressIncrementStressPerPosGShear = 1.0
flightStressIncrementStressPerNegGShear = 1.0
taxiTakeoffStressIncrementMeanAxial = 1.0
taxiTakeoffStressIncrementMeanShear = 1.0
taxiTakeoffStressIncrementRMSAxial = 1.0
taxiTakeoffStressIncrementRMSShear = 1.0
rolloutStressIncrementMeanAxial = 1.0
rolloutStressIncrementMeanShear = 1.0
rolloutStressIncrementRMSAxial = 1.0
rolloutStressIncrementRMSShear = 1.0
vgustStressIncrementRMSAxial = 1.0
vgustStressIncrementRMSShear = 1.0
lgustStressIncrementRMSAxial = 1.0
lgustStressIncrementRMSShear = 1.0
121
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122
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Appendix D DBI/SST SLR Upload File

353RDSXY 353RDSXY
uncorrelated
Axial Shear Axial Shear Axial Shear
DOF DOF DOF
Stress Stress Stress Stress Stress Stress
964 -9.64E-03 4.53E-03 1040 -3.64E-03 1.95E-02 1106 2.98E-01 -6.31E-02
965 -1.67E-02 4.35E-03 1041 5.51E-03 1.55E-02 1111 -8.72E-03 -6.16E-03
966 -3.27E-02 8.26E-03 1042 2.00E-02 1.16E-02 1112 -1.86E-03 -6.91E-03
967 -1.09E-01 5.28E-02 1043 4.97E-02 -1.09E-05 1113 6.54E-03 -4.09E-03
968 -7.76E-02 9.07E-02 1044 1.23E-01 3.22E-02 1114 2.16E-02 -3.30E-02
969 -4.67E-02 3.34E-01 1045 6.99E-02 -3.61E-02 1115 3.18E-02 -4.90E-02
970 5.54E-02 3.49E-01 1046 -1.61E-02 -8.54E-03 1116 4.40E-02 -6.48E-02
971 1.51E-01 3.42E-01 1047 1.84E-01 3.50E-02 1117 6.23E-02 -7.42E-02
972 2.24E-01 3.35E-01 1048 2.33E-01 2.52E-02 1118 1.25E-01 -8.87E-02
973 2.86E-01 3.29E-01 1049 3.11E-01 5.84E-02 1119 1.80E-01 -7.00E-02
974 3.47E-01 3.22E-01 1066 -1.29E-03 -6.96E-03 1120 2.35E-01 -7.43E-02
984 -1.69E-03 -1.76E-03 1067 -2.80E-03 -6.01E-03 1121 2.89E-01 -8.00E-02
985 -8.80E-03 4.37E-05 1068 -1.56E-03 1.24E-03 1307 3.01E-02 2.77E-02
986 -2.69E-03 2.60E-03 1069 9.98E-03 -1.15E-02 1308 3.86E-02 2.52E-01
987 -5.80E-03 1.84E-02 1070 1.91E-02 -1.49E-02 1309 8.16E-03 2.11E-01
988 -4.95E-02 2.20E-02 1071 3.06E-02 -1.78E-02 1313 -3.69E-02 -1.52E-01
989 -1.09E-01 7.86E-02 1072 4.77E-02 -4.79E-03 1314 7.71E-02 1.10E-01
990 -1.55E-01 1.75E-01 1073 1.24E-01 -7.74E-03 1315 -3.92E-02 9.25E-02
991 -6.78E-02 2.70E-01 1074 1.75E-01 2.27E-02 1316 1.05E-03 2.37E-03
992 4.25E-02 3.15E-01 1075 2.46E-01 4.34E-03 1317 9.23E-04 2.28E-03
993 5.14E-02 -1.24E-02 1076 3.05E-01 8.57E-03 1318 -3.05E-04 2.32E-03
994 4.78E-02 -2.01E-02 1081 2.90E-03 -7.34E-03 1325 -7.47E-04 -1.11E-02
995 1.58E-01 3.24E-01 1082 1.30E-03 -4.75E-03 1326 5.18E-02 2.56E-02
996 2.26E-01 3.14E-01 1083 1.71E-03 -5.39E-04 1327 -8.13E-02 2.14E-01
997 2.88E-01 3.02E-01 1084 1.24E-02 -2.00E-02 1337 -1.81E-04 -1.01E-02
998 3.53E-01 2.87E-01 1085 2.08E-02 -2.97E-02 1338 1.86E-02 -2.14E-02
1012 -3.51E-04 1.74E-04 1086 3.18E-02 -3.89E-02 1339 -4.14E-02 9.97E-02
1013 -1.67E-02 8.87E-03 1087 4.72E-02 -3.63E-02 1359 -3.63E-03 -4.20E-03
1014 -4.36E-02 3.96E-02 1088 1.24E-01 -3.63E-02 1360 -1.01E-02 8.27E-03
1015 -5.57E-02 5.45E-02 1089 1.75E-01 -1.18E-02 1361 -2.65E-02 8.99E-03
1016 -4.48E-02 1.09E-01 1090 2.45E-01 -2.31E-02 1362 -2.14E-02 2.06E-02
1017 -1.22E-02 1.46E-01 1091 3.05E-01 -1.94E-02 1363 -5.24E-02 3.85E-02
1018 5.14E-02 1.81E-01 1096 2.76E-03 -8.23E-03 1364 -2.82E-02 3.19E-02
1019 1.42E-01 1.97E-01 1097 2.81E-03 -4.66E-03 1365 -7.97E-02 8.17E-02
1020 2.07E-01 1.97E-01 1098 4.76E-03 -1.59E-03 1366 -2.64E-02 3.87E-02
1021 2.72E-01 1.97E-01 1099 1.36E-02 -3.06E-02 1367 -1.04E-01 9.92E-02
1022 3.36E-01 1.91E-01 1100 2.11E-02 -4.80E-02 1368 -1.42E-02 6.19E-02
1035 -2.09E-03 3.19E-03 1101 3.12E-02 -6.48E-02 1369 -6.98E-02 1.50E-01
1036 -5.72E-03 8.41E-03 1102 4.76E-02 -6.99E-02 1370 1.45E-03 9.17E-02
1037 -5.19E-03 1.62E-02 1103 1.19E-01 -8.16E-02 1371 1.61E-03 2.19E-01
1038 4.67E-05 -3.85E-03 1104 1.77E-01 -5.33E-02 1372 2.11E-02 1.03E-01
1039 -5.38E-03 3.94E-03 1105 2.39E-01 -7.00E-02 1373 5.86E-02 2.50E-01
123
DSTO-TN-0819

353RDSXY 353RDSXY
uncorrelated
DOF DOF DOF
1374 5.71E-02 1.20E-01 1528 -1.26E-02 6.44E-03 1570 1.18E-01 -9.53E-03
1375 1.40E-01 2.55E-01 1529 -1.10E-02 9.19E-03 1571 2.18E-01 3.42E-01
1376 1.22E-01 1.32E-01 1530 -7.26E-04 7.01E-03 1572 7.20E-02 1.02E-02
1377 2.11E-01 2.50E-01 1531 -6.63E-02 2.81E-02 1573 2.18E-01 2.67E-01
1378 1.87E-01 1.38E-01 1532 -9.52E-03 7.99E-03 1574 2.02E-01 1.97E-01
1379 2.73E-01 2.42E-01 1533 1.23E-02 -2.36E-03 1575 7.08E-02 2.25E-03
1380 2.52E-01 1.39E-01 1534 -4.38E-02 2.08E-02 1576 1.86E-01 1.03E-01
1381 3.33E-01 2.34E-01 1535 -3.88E-02 3.26E-02 1577 1.82E-01 4.11E-03
1382 3.17E-01 1.39E-01 1536 -8.13E-03 5.64E-03 1578 2.90E-01 3.34E-01
1463 -7.87E-03 -3.54E-03 1537 -2.70E-03 -3.81E-03 1579 2.78E-01 2.57E-01
1464 -4.80E-02 2.71E-02 1538 -2.32E-02 2.50E-02 1580 2.65E-01 1.91E-01
1465 -9.65E-02 8.40E-02 1539 -2.45E-03 1.55E-02 1581 2.50E-01 1.03E-01
1466 -1.30E-01 1.26E-01 1540 -7.72E-02 1.11E-01 1582 2.41E-01 1.10E-02
1467 -7.27E-02 1.87E-01 1541 -9.09E-02 7.11E-02 1583 3.49E-01 3.19E-01
1468 4.33E-02 1.70E-01 1542 -5.22E-02 5.59E-02 1584 1.19E-01 1.24E-02
1469 -8.01E-03 1.45E-02 1543 -1.78E-02 3.62E-02 1585 -4.00E-04 -1.65E-02
1470 5.33E-02 -9.36E-02 1544 -2.23E-03 1.14E-02 1586 3.37E-01 2.47E-01
1471 -1.06E-01 2.85E-01 1545 -6.06E-02 1.83E-01 1587 3.26E-01 1.85E-01
1472 1.24E-03 6.70E-03 1546 -8.52E-03 4.63E-03 1588 1.18E-01 6.45E-03
1473 -6.42E-04 1.46E-03 1547 -5.30E-02 1.38E-01 1589 -3.65E-02 -9.88E-03
1474 -3.93E-04 1.01E-03 1548 -3.95E-02 1.00E-01 1590 3.13E-01 1.01E-01
1475 -6.68E-03 1.15E-02 1549 -3.74E-03 1.77E-03 1591 3.01E-01 1.60E-02
1476 6.23E-02 -9.51E-02 1550 -5.48E-03 5.19E-02 1658 -1.10E-02 5.78E-03
1477 -1.16E-01 3.07E-01 1551 1.24E-02 -7.31E-03 1659 4.58E-03 -2.49E-03
1478 1.24E-03 6.70E-03 1552 -4.19E-02 2.66E-01 1660 2.25E-03 -3.86E-03
1479 -6.42E-04 1.46E-03 1553 -6.88E-02 1.96E-01 1661 6.89E-04 -7.97E-04
1480 -3.93E-04 1.01E-03 1554 -2.80E-02 1.42E-01 1662 7.91E-04 8.10E-04
1481 -6.49E-03 1.11E-02 1555 1.08E-02 7.15E-02 1663 -2.63E-03 2.68E-03
1482 8.39E-02 -1.48E-01 1556 1.95E-02 -1.48E-02 1664 -2.16E-03 -4.47E-03
1483 -1.51E-01 3.86E-01 1557 2.23E-02 3.48E-01 1665 -1.95E-02 6.45E-03
1484 1.24E-03 6.70E-03 1558 1.58E-02 1.30E-03 1666 -5.41E-03 -3.85E-03
1485 -6.42E-04 1.46E-03 1559 9.61E-03 -2.04E-02 1667 -9.72E-03 4.67E-03
1486 -3.93E-04 1.01E-03 1560 3.76E-02 2.63E-01 1668 -9.87E-03 8.87E-03
1519 -1.08E-02 5.60E-03 1561 4.15E-02 1.84E-01 1669 -3.77E-03 -2.52E-03
1520 -2.93E-03 7.08E-04 1562 1.83E-02 -4.64E-03 1670 -6.62E-02 2.88E-02
1521 2.33E-03 -3.82E-03 1563 -1.75E-02 -9.69E-03 1671 6.86E-03 2.46E-03
1522 -5.42E-04 -5.68E-04 1564 4.95E-02 8.67E-02 1672 -6.07E-03 -1.11E-02
1523 -2.10E-03 1.22E-03 1565 5.04E-02 -2.41E-02 1673 -4.16E-02 2.61E-02
1524 -3.03E-03 2.57E-03 1566 1.44E-01 3.49E-01 1674 -3.47E-02 2.94E-02
1525 -2.97E-06 2.68E-03 1567 1.49E-01 2.76E-01 1675 1.97E-03 7.74E-04
1526 -1.84E-02 5.24E-03 1568 1.34E-01 2.00E-01 1676 9.12E-03 2.38E-04
1527 -6.33E-03 -2.83E-03 1569 1.24E-01 9.97E-02 1677 -2.03E-02 2.34E-02
124
DSTO-TN-0819

353RDSXY 353RDSXY
uncorrelated
DOF DOF DOF
1678 -1.44E-04 -3.31E-03 1720 2.49E-01 1.03E-01 1818 2.94E-01 -8.79E-02
1679 -7.72E-02 1.11E-01 1721 2.42E-01 1.49E-02 1831 3.48E-01 1.81E-01
1680 -8.69E-02 8.15E-02 1722 3.50E-01 3.20E-01 1832 2.27E-03 -4.49E-04
1681 -5.60E-02 5.91E-02 1723 1.12E-01 -3.80E-02 1833 4.26E-04 2.75E-03
1682 -1.75E-02 3.52E-02 1724 4.16E-02 -2.49E-02 1837 -2.84E-03 -5.35E-04
1683 8.90E-03 -6.51E-03 1725 3.37E-01 2.47E-01 1838 2.78E-05 -1.05E-06
1684 -6.06E-02 1.83E-01 1726 3.26E-01 1.85E-01 1839 5.94E-06 7.25E-06
1685 -1.92E-02 -3.49E-02 1727 1.11E-01 -4.03E-02
1686 -1.08E-01 1.19E-01 1728 1.29E-03 -1.67E-02
1687 -5.47E-02 8.70E-02 1729 3.13E-01 1.01E-01
1688 2.60E-03 -2.56E-02 1730 3.02E-01 1.87E-02
1689 -4.34E-03 5.19E-02 1787 3.83E-03 -2.01E-02
1690 1.70E-02 -8.67E-03 1788 8.57E-03 -3.29E-02
1691 -4.19E-02 2.66E-01 1789 2.23E-03 -2.11E-02
1692 -6.70E-02 1.77E-01 1790 6.94E-03 -3.62E-02
1693 -2.90E-02 1.36E-01 1791 1.26E-02 -1.32E-02
1694 1.06E-02 7.25E-02 1792 5.13E-03 -2.51E-02
1695 2.94E-02 -1.12E-02 1793 1.38E-02 -1.83E-02
1696 2.33E-02 3.47E-01 1794 8.31E-03 -4.39E-02
1697 2.39E-02 -5.76E-02 1795 1.33E-02 -3.52E-02
1698 8.00E-02 -3.06E-02 1796 1.55E-02 -5.83E-02
1699 3.86E-02 2.63E-01 1797 2.83E-02 -2.32E-02
1700 3.98E-02 1.84E-01 1798 2.12E-02 -4.06E-02
1701 2.41E-02 -5.80E-02 1799 2.87E-02 -3.16E-02
1702 1.39E-02 -1.09E-02 1800 2.31E-02 -6.88E-02
1703 4.70E-02 8.71E-02 1801 3.28E-02 -4.73E-02
1704 5.71E-02 -8.88E-03 1802 3.42E-02 -7.91E-02
1705 1.44E-01 3.48E-01 1803 4.41E-02 -3.50E-02
1706 1.47E-01 2.74E-01 1804 5.72E-02 -5.46E-02
1707 1.33E-01 1.98E-01 1805 4.38E-02 -4.57E-02
1708 1.23E-01 9.96E-02 1806 5.65E-02 -9.10E-02
1709 1.22E-01 1.01E-03 1807 1.19E-01 -4.99E-02
1710 2.18E-01 3.41E-01 1808 1.16E-01 -9.52E-02
1711 7.37E-02 -4.36E-02 1809 7.06E-02 -5.06E-02
1712 2.17E-01 2.67E-01 1810 1.77E-01 -4.52E-02
1713 2.01E-01 1.96E-01 1811 6.92E-02 -6.57E-02
1714 6.97E-02 -4.91E-02 1812 1.72E-01 -9.39E-02
1715 1.86E-01 1.03E-01 1813 2.37E-01 -4.09E-02
1716 1.80E-01 9.56E-03 1814 2.33E-01 -9.15E-02
1717 2.90E-01 3.34E-01 1815 9.53E-02 -6.19E-02
1718 2.79E-01 2.57E-01 1816 2.98E-01 -3.70E-02
1719 2.65E-01 1.91E-01 1817 9.41E-02 -7.79E-02
125
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Procedure for Developing Fatigue Life & Crack Growth Curves for a non-P-3C Service Life
Assessment Program Fatigue Critical Area
Emilio Matricciani
AUSTRALIA
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THAT ARE LIMITED RELEASE USE (L) NEXT TO DOCUMENT
Procedure for Developing Fatigue Life and Crack Growth Curves CLASSIFICATION)
for a non P-3C Service Life Assessment Program Fatigue Critical
Area Document (U)(L)
Title (U)
Abstract (U)
4. AUTHOR(S) 5. CORPORATE AUTHOR
EmilioMatricciani DSTO Defence Science and Technology Organisation

506 Lorimer St
Fishermans Bend Victoria 3207 Australia
6a. DSTO NUMBER 6b. AR NUMBER 6c. TYPE OF REPORT 7. DOCUMENT DATE
DSTO-TN-0819 AR-014-185 Technical Note May 2008
8. FILE NUMBER 9. TASK NUMBER 10. TASK SPONSOR 11. NO. OF PAGES 12. NO. OF REFERENCES
2007/1064217/1 AIR 07/049 DGTA 126 24
13. DOWNGRADING/DELIMITING INSTRUCTIONS 14. RELEASE AUTHORITY
To be reviewed three years after date of publication Chief, Air Vehicles Division
15. SECONDARY RELEASE STATEMENT OF THIS DOCUMENT
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activities in Australia. Others inquiring must be referred to Chief, Air Vehicles Division.
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Australian Department of Defence and Defence Force personnel and others engaged in defence activities in Australia.
17. CITATION IN OTHER DOCUMENTS Yes

18. DSTO RESEARCH LIBRARY THESAURUS http://web-vic.dsto.defence.gov.au/workareas/library/resources/dsto_thesaurus.htm
P-3C aircraft, Fatigue Life, Crack propagation and Failure analysis
19. ABSTRACT
The United States Navy (USN), the Royal Australian Air Force (RAAF), the Canadian Forces (CF) and the Royal
Netherlands Navy (RNLN) with support from Lockheed Martin Aeronautical Systems undertook the P-3C Service Life
Assessment Program (SLAP). Five Full Scale Fatigue Tests (FSFT) were conducted between 2000 and 2004. Post testing
analysis for the USA was conducted by Lockheed Martin and DSTO conducted test interpretation for the RAAF. This
report provides the means of conducting Fatigue Life and Crack Growth analysis at a Fatigue Critical Area (FCA) not
analysed during P-3C SLAP test interpretation activities.
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Procedure for Developing Fatigue Life and Crack Growth

Curves for a non P-3C Service Life Assessment Program

Air Vehicles Division

Air Vehicles Division

Telephone: (03) 9626 7000

© Commonwealth of Australia 2008

Conditions of Release and Disposal

This information may be subject to privately owned rights.

Mr Matricciani graduated from the Royal Melbourne Institute of

2. FATIGUE CRITICAL AREAS........................................................................................... 2

3. TOOLS REQUIRED ............................................................................................................ 7

4. PROCEDURE FOR DEVELOPING FATIGUE LIFE/CRACK GROWTH CURVES AT

APPENDIX A EXAMPLE SLR GENERATION FOR FCA301.................................... 49

APPENDIX B RAAF TEST INTERPRETATION METHODOLOGY ...................... 69

APPENDIX C RAAF AP-3C DBI/SST INPUT FILES................................................... 79

APPENDIX D DBI/SST SLR UPLOAD FILE............................................................... 123

acrit(X) Critical crack size a under load X

2. Fatigue Critical Areas

2.1 P-3C SLAP Wing/Fuselage Fatigue Critical Areas

Table 1 Fatigue Critical Area – First Digit Identifier

Figure 1: Outer Wing Lower Surface FCAs

Figure 2: Outer Wing Upper Surface FCAs

Figure 3: Centre Wing Lower and Upper Surface FCAs

FCA 749 FCA 759 FCA 769

FCA 713 FCA 711 FCA 743 FCA 795

F.S. 260.00 F.S. 515.00 FCA 758

Figure 4: Fuselage FCAs

2.2 P-3C SLAP Empennage Fatigue Critical Areas

Table 3: P-3 SLAP Empennage Fatigue Critical Areas

Figure 5: Revised Empennage FCA locations

3.1 Finite Element Models

3.1.2 Global Model, (N5721)

It is recommended that Reference 7 be read to provide the FE modeller with an

Figure 6 Lockheed Martin P-3C Global Model

3.1.3 Difference between Finite Element Sub-Models

3.1.3.1 Desloads, (V0307_limitloads.data)

3.1.3.3 Multiple Reference Stations

3.1.4 Stress-to-load Ratios

4433935 4418837 351

Figure 7 P-3C SLAP Lower Surface Fatigue Critical Locations

Figure 8 P-3C SLAP Upper Surface Fatigue Critical Locations

Table 5: L-M P-3C N5721 FEM Elements where SLR’s Calculated

-PDN-1 Panel 1 Generic Dome Nut Hole 576 160.4

3.2 Loads Database Interface and Spectra Sequencing Tool (DBI/SST)

3.2.1 DBI/SST Overview

P-3C SLAP DBI Loads/Stress DBI

3.3 Fatigue Life Analysis (FAMS)

3.3.1 FAMS Input Spectra

3.3.2 Cyclic Stress-Strain Material Data

3.3.3 Test Demonstrated KN

3.3.4 FAMS Output

3.3.5 FAMS Modifications

• Ability to process large stress sequences;

3.4 Damage Tolerance Analysis (FASTRAN)

3.4.1 FASTRAN Input Spectra

3.4.2 Initial Flaw Criteria

FASTRAN Plot for Varying Equivalent Initial Flaw Sizes

3.4.3 Material Properties

3.4.4 Geometric Correction Factors

3.4.5 FASTRAN Output

3.4.6 Stress Factors and FASTRAN Output Manipulation

3.4.7 FASTRAN Modifications

3.5 Analytical Tool Calibration, Verification and Validation of Analysis