The flaps-up procedure eliminates the portion of the takeoff profile where the aircraft cannot accelerate because the flaps are down and the flaps cannot be retracted because the airspeed is below flaps-up minimum control speed. Flaps-up procedures avoided the temporary altitude loss which occurred with the flaps-15 takeoff procedure when the flaps were retracted at high gross weight/density altitude conditions. Flaps-up takeoffs should be incorporated into operational unit procedures. Accelerate-stop distance using wheel brakes only was excessive. The brakes became overheated and ineffective. Ineffectiveness of the OV/RV-1D wheel brake system is a deficiency. A procedure using aerodynamic braking with speed brakes and a flaps-45 setting was developed and used effectively to slow the aircraft until elevator effectiveness was lost, then wheel brakes were used to bring the aircraft to a stop. The aerodynamic braking procedure should be incorporated into the Aircrew Training Manual program. An anti-skid wheel brake system should be incorporated on the OV/RV-1D aircraft. Single-engine ground minimum control speed (v sub meg) was 55 knots indicated airspeed (KIAS) for flaps-up and 50 KIAS for flaps-15. OV-1D V (sub meg) characteristics are satisfactory. The 15 knot crosswind component limitation in the all stores configuration is valid for flaps-up takeoff procedures. Engine response characteristics evaluated at 20,000 and 25,000 feet pressure altitude were satisfactory. Engine air restart could not be achieved at pressure altitudes above 19,000 feet.


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