TEST RUN DC9     (03/10/93) Feb 28 97 check<- Run Title and Information
.002376900     <- Density of air at takeoff (sl/ft^3)
95000.0        <- Weight of aircraft        (lbs)
1000.          <- Wing area of aircraft     (ft^2)
2.000          <- CLmax - max lift coefficient of the aircraft
0.30           <- CLgrd - lift coeff. for ground run takeoff segment
1.6500         <- CLair - lift coeff. for climb takeoff segment
.080           <- CDgrd - drag coeff. for ground run takeoff segment
0.121          <- CDair - drag coeff. for climb takeoff segment
.025           <- MUgrd - rolling friction coefficient *Note 1*
.3             <- MUbrk - braking friction coefficient *Note 2*
0.0            <- LAMBDA - thrust deflection angle, positive up (rad)
1.1            <- K - stall margin *Note 3*
3.             <- TIME between engine failure and braking (sec) *Note4*
35.            <- OBSHT - height of obstacle (ft) (usu 35 or 50 ft)
0.5            <- PLOSS - fraction of power remaining when engine fails
31450.0        29835.0        28475.0        <- 3 thrusts (lbs) *Note 5*
0.             111.6          334.           <- 3 velocities (ft/s)
1.00           <- TSTEP - time step for incremental output (sec) *Note 6*
3.             <- TROT  - time required for rotation
7              <- Integer for output device *Note 7*

Note 1:  Rolling friction coefficient is typically:
            Dry concrete/Asphalt - 0.02
            Hard turf/Gravel     - 0.04
            Short, dry grass     - 0.05
            Long grass           - 0.10
            Soft Ground          - 0.10 to 0.30

Note 2:  Braking friction coefficient is typically:
            0.20 to 0.40 with good assumptions being, 0.30 or 0.35

Note 3:  Takeoff speed is usually defined as Vto = k * Vstall, where
         k is the stall margin and Vstall is the aircraft stall speed.
         k is usually defined as 1.1, although 1.2 is also used,
         (ie. the takeoff speed is 10% to 20% higher than stall speed).

Note 4:  This is the time lag between engine failure and the decision
         to begin braking.
         (by MIL-M-007700B this is 3 sec after failure)

Note 5:  These three thrusts are used to calculate a quadratic thrust
         curve for the aircraft engine.  Each thrust should correspond
         to the velocity below it.  For cases with unknown thrust curves
         a constant thrust can be entered for three different velocities.

Note 6:  This is the time step between incremental distance and velocity
         output points.  From experience, 0.25, 0.5 or 1.0 second
         intervals work well.  This time step is only for display purposes
         as the adaptive differential equation solver will often break
         the internal step size down to maintain solution integrity.

Note 7:  Output destination is specified by the following integers:
               6 - Sends output to the printer
               7 - Sends output to a file
               8 - Sends output to the screen

Note 7:  This integer number specifies how many data points will be
         generated  for each curve.  For instance, 20 as an input will
         create 20 points between V=0 and V= Vto for normal takeoff.
