CAA approves Doc.No.HS.1.16 Con.tio. SECTION 5 PERFORMANCE EDITORIAL NOTES This Section is sub-divided into the following sub-sections. Sub-section Contents 1. General 22. Take-off procedures and speeds 3. Take-off W.A.T. curves Take-off climb gradients Take-off field lengths Net take-off flight path data En route data Landing procedures and speeds Landing W.A.T. curves : Landing climb gradients : Landing field lengths : Additional performance Because the take-off performance in this Section is given for two take-off flap positions the following system of paper colour is used to enable quick identification to the configuration required. Each graph is also identified by a caption stating the flap setting upon which it is based. Green paper : Take-off flap setting 15° Pink paper Take-off flap setting 0° White paper : Graphs which are common to both take-off flap settings or for flight regimes other than take-off. n Page 1 Section 5FAA approved Doc. No. HS.1.16 SECTION 5 - PERFORMANCE CONTENTS Ezditorial notes Contents Sub-section 6.1 General Introduction Performance Configuration Definitions Air Temperature Reference humidity Airspeeds Paved runways Gradients of climb Wind component Figure 5-1 Figure 5-2 Diagram of pressure head and static plate positions Position and compressibility error correction to airspeed indicators Figure 5-3, Figure 5-4 Static position error correction to altimeters Pre Figure 5-5 Figure 5-5a Figure 5-6 Position error correction to Machmeter Figure 5-7 Correction to outside air thermometer Figure 5-8 Power-off stalling speed Figure 5-9 ‘Sub-section 5.2 Take-off procedures and speeds Introduction Maximum crosswind component Tipe of rumay surface imum runway with Cia! engine Take-off power Figure 5-10 Take-off reference Ny % (cabin air off engine antice off) Figure 5-11 Take-off reference N; % (cabin air off engine antice on) ‘Take-off procedures 7 J Abandoned take-off Slippery runways Noise certification procedure Noise abatement procedures Minimum Recommended RPM for noise abatement climb Figure 5-12 Recommended N; for noise abatement climb Associated conditions. Air speeds Figure 5-13 Take-off speeds, flaps 15° Figure 5-14 Take-off speeds, Flaps 0° Figure 5-14A Final Take-off climb speed ‘SubSection 5.3 Take-off WAT curves Introduction Figure 5-15 Maximum take-off weight for altitude and temperature, flaps 15°. Figure 5-15A Maximum take-off weight for altitude and temperature, flaps 15°, tire speed limit 150 Figure 5-16 Maximum take-off weight for altitude and temperature, flaps 0°, or tire speed limit 210 kts. Figure 5-168 Maximum take-off weight for altitude and temperature, flaps 0°, tire speed limit 190 kt. (Nose), 210 kts (Main). Page 2 SectionS — a7, P74 Page No. OWNS Oo0273/1 CAA approved Doc. No.HS.1.16 SECTION 5 - PERFORMANCE (Continued) CONTENTS (Continued) PAGE NO. Sub-section 5.4 Take-off climb gradient Introduction 43 First and second segment climb gradient. Flap 15° 44 Associated conditions 44 Figure 5-17 45 First and second segment climb gradient. Flap 0° 46 Associated conditions 46 Figure 5-18 47 Final take-off climb gradient. Flap 0° 48 Associated conditions 48 Figure 5-19 49 Sub-section 5.5 Take-off field length data Introduction 51 Definitions 51 ‘Take-off field length data 52 ‘Associated conditions 52 Use of graphs 53 Example 1 53 Example 2 - Effect of brake energy limitations 534 Figure 5-19A Example 2 - Take-off veight limited by brake 53C energy capacity. Slippery runvay surfaces 54 % 34 vie reduced veight 54 6/8 | Figure 5-198 Wind and gradient limitations for accelerate-stop 54 on slippery runvays. Figure 5-20 Value of ‘D’ and V,/V, take-off distance and 55 accelerate-stop didtafice available. Flaps 15° Figure 5-21 Value of ‘D’ and V,/V, take-off run and 57 accelerate-stop didtaice available. Flaps 15° Figure 5-22 Maximum take-off weight for value of D, Flaps 15° 59 Figure 5-23 Value of ‘D’ and V, Vy take-off distance and 61 accelerate-stop diktakce available. ¥laps 0° Figure 5-24 Value of ‘D’ and V,/VR take-off run and 63 accelerate-stop distance available. Flaps 0° Figure 5-25 Maximum take-off weight for value of D, Flaps 0° 65 Figure 5-25A Brake energy capacity limitation on accelerate-stop 65A distance. Figure 5-26 Conversion of V,/Vg into V; 66 Sub-section 5.6 Net take-off flight path Introduction Bs Presentation 67 Illustrated examples 69 Figure 5-27 Net flight path - examples 71 Second segment net gradient, Flaps 15° 72 Associated conditions 2 Figure 5-28 B Second, third and fourth segment distances, Flaps 15° T% Page 3 Section 50274 CAA approved Doc. No-HS.1-16 SECTION 5 - PERFORMANCE (Continued) CONTENTS (Continued) PAGE NO. Associated conditions 1% Figure 5-29 75 Second segment net gradient, Flaps 0° 7 Associated conditions 76 Figure 5-30 1 Second, third and fourth segment distance, Flaps 0° 78 Associated conditions 78 Figure 5-31 79 Radius of steady turn, Flaps 15° and 0° 80 Figure 5-32 Radius of steady turn, Flaps 15° 81 Figure 5-33 Radius of steady turn, Flaps 0° 83 Figure 5-34 Horizontal distance travelled in a steady turn 85 Effect of wind during a steady turn 86 Figure 5-35 87 Sub-section 5.8 En-route climb data Introduction 89 Figure 5-36 En-route climb speed 91 En-route net gradient of climb (one engine inoperative) 92 Associated conditons 92 Figure 5-37 93 Sub-section 5.8 Landing procedures and speeds Introduction 95 Maximum crosswind component 95 Landing procedures 96 Procedure with both engines operating 96 Procedure with one engine inoperative 96 Procedure with engine computer inoperative 97 Very vet or slush covered runvay 7 Procedure for flapless landing 7 Procedure for landing by use of trim system 7 Procedure for landing with asymmetric airbrake 98 Coupled approach (if Collins APS.80 Autopilot and FD.109 Flight 98 Director System is fitted) Slippery runvays 98 Icing Conditions 98 Figure 5-38 Landing reference speed Vppp 9 Baulked landing procedure 100 Both engine operating 100 One engine inoperative 100 Sub-section 5.9 Landing WAT curves Introduction 101 Figure 5-39 Maximun landing veight for altitude and temperature 102 (based on approach Flap setting 15°) Page 4 Section S 6/80275 CAA approved Doc. No.HS.1.16 SECTION 5 - PERFORMANCE (Continued) CONTENTS (Continued) PAGE NO. Sub-section 5.10 Landing Climb gradients Introduction 103 Approach climb gradient 104 Associated conditions 104 Figure 5-40 105 Baulked landing climb gradient 106 Associated conditions 106 Figure 5-41 107 Sub-section 5.11 Landing field lengths Introduction 109 Maximum landing weight for landing distance available, Flaps 45° 110 Associated conditions 110 Figure 5-42 1a Figure 5-43 Effect of slippery runvay on landing distance 12 G/8 | Figure 5-43B Wind and Gradient limitations for landing on 1124 slippery runvay. Sub-section 5.12 Additional Performance Information Maximum continuous rating 16 Figure 5-44 Final take-off climb conditions, engine anti-ice off 115 Figure 5-45 Final take-off climb conditions, engine anti-ice on 116 Figure 5-46 En-route climb conditions, engine anti-ice off 7 Figure 5-47 En-route climb conditions, engine anti-ice on 118 Unfactored landing distance required 9 Page 4A Section 5CAA approved Dec.No.HS.1.16 Con. SECTION 5 ‘PERFORMANCE SUB-SECTION 5.2 GENERAL INTRODUCTION This section contains performance information including graphs which are associated with the performance limitations stated in Section 2. Sub-sections 5.6, 5.7 and 5.11 contain data in accordance vith FAR 25 for use in compliance with the applicable operating rules. The procedures given in thie Section are guidance material to help the pilot to achieve the required minimum performance level. The flight tests used to derive the acheduled performance vere bases on these procedures. PERFORMANCE The basic configuration (except for radio antenna) is shown in the general arrangenent draving Figure 1-5, The periornence is based on an aeroplane fitted with two Garrett Ainesearch TFE 751-5R-JH engines fitted vith an automatic performance reserve systen (APR) and in configurations which are stated on the next page. The take-off performance information in this Section is not valid Af the automatic performance reserve system (APR) ie inoperative or is not armed for take-off. a Page 5 Section 5CAA approved Dor.No.HS.2.16 INTRODUCTION (Continued) CONFIGURATION Power Cabin pressurisation Engine and intake ice prevention Wing flaps for take-off for final take-off for en route for approach climb for landing and landing climb for landing run Landing gear Wheel brakes Asrbrakes Page 6 Initial take-off power is detersined by the fan rpm (Nz pgp) given in Figures 5-10 and 5-11 and is achieved at full throttle. When APR has not operated, the engine limiters are biased to a lower level so that initial take-off power is obtained vith Np not exceeding 100% and ITT not exceed ing 952°C. Maximun take-off power (APR power) is deternined by the fan rpo (Ny gpa) siven in brackets in Figures 5-10 and 5-11 and is achieved at full throttle after the operation of the APR system, Maxigum continuous power determined by 924°C ITT or at low tenperature and altitude by full throttle. APR is not armed for maximum continuous power. Compressor bleed is not used for take-off or landing. Off unless account is taken of performance oss in accordance with the information in this section. se or alternatively 0° o, 25° in conjunction with a 45° landing flap setting 0° in conjunction with » 25° landing flap setting (for emergency overveight landing only) 456 of aiternativety 25° Gist dump range) Extended during take-off until airborne. Retracted for en route and approach clinbs. Extended for lending and landing climb, Anti-skid on, Cooling time limits observed, Retracted, except that on landing they are extended to the lift dump position after touchdown. Section 5 aCAM approved Doc.No.RS.1.16 Con.No. DEEINITIONS, Some of the terms which may be used in any Section of the manual are defined on page 11 Section 1. ‘Those terms which are used mainly in this Performance section are defined below: AIR TEMPERATURE Unless otherwise qualified, this means the true temperature (°C) of the free air near to, but uninfluenced by, the aeroplane. REFERENCE HUMIDITY The relationship between altitude, temperature and humidity which defines “reference humidity" (to which the scheduled performance relates) is defined as follows:~ at temperatures at and below 1.S.A. at temperatures at and above 1.S.A. +28°C at temperatures between I.S.A. and I.S.A, +28°C 80% relative humidity 34% relative humidity the relative humidity varies linearly between the values specified previously for these temperatures. AIRSPEEDS V, = Fower failure recognition or decision speed. Vg = Rotation speed, which is the target speed at which the pilot should initiate a change in attitude with the intention of leaving the ground. y, Take-off safety speed, which is the minimum steady flight speed from a height of about 35 feet. Vyg = The stalling speed or the minimum speed in a stall. ‘PAVED RUNWAY ‘A surface such as concrete or tarmac. NOTE: Throughout the manual reference to a hard runway means to a paved surface unless the reference is qualified with the term ‘unpaved’. GRADIENT OF CLIMB The ratio, in the same units, and expressed as a percentage of: ————Change_in height ___ Horizontal distance travelled The gradients shown on the charts are true gradients i.e. they are derived from true (not pressure) rates of climb. WIND COMPONENT A graph to convert wind velocity into a headwind or tailwind component is given in Figure 5-1. n Page 7 Section 5CAA approved Doc.No-HS.1-16 Con.No- WIND COMPONENT Fig. 5-1 Pare 8 Section 5 nCon.No. CAA approved Doc-No.WS.1.16 ‘Qy3H 40114 340ay AMor Ng. ISB Tv S13nW 40 SmOM OMt" N32ML3 Midi SNIT WS HONG BBV ISNA ows Jovian ox 13tvivd 101d 3104 suns 1S van 104d ais auvis auvaos Fig. 5-i Section 5 Page ¢ nCAA approved Doc.No.HS.1.16 FIGURE 5-3 AND 5-4 POSITION AND COMPRESSIBILITY ERROR CORRECTION TO AIRSPEED INDICATORS The position and compressibility error correction to be made to IAS to obtain EAS is shown in Figure 5-3 for varying flap positions. The correction applies in free air avay from the ground effect with the airspeed indicator system defined in Figure 5-2. The flaps retracted curves below 160 knots and the flaps extended curves are not applicable to indicated altitude greater than 10,000 feet. The position error correction at rotation with the nose vheel on the ground is -2.5% The position and compressibility error correction to the IAS shown on the standby airspeed indicator is given in Figure 5-4. Page 10 Section 5 n0209/3. ‘CAA approved Doc. No.HS.1.16 ssue 1 ADVANCE AMENDMENT BULLETIN No.8 Approved 16 September 1993 SEs ‘The provisions of this Bulletin apply to all aircraft. However fig. 5-5 and 5-7 apply to aircraft fitted with a Collins Air Data Cosputer ADS 80 or ABS 82 eee correct the information given in Figures 5-3, 5-4, 5-5, 5-6 and 5-7 feel i revised Position and Compressibility error ‘ACTION Insert Pages 1, 2, 3, 4, 5 and 6 of this Bulletin as instructed.¥0210/2 CAA approved Doc. No.HS.1.16 Issue 1 ADVANCE AMENDMENT BULLETIN No.8 Approved 16 September 1993 POSITION AND COMPRESSIBILITY ERROR CORRECTION TO AIRSPEED INDICATOR FLAPS UP. 100. 103 4 d € aN ss t this Bulletin in a - ee ie is et! in ay ate 2 D = a i be 8 een ectit ing Page 1115 CAA approved Doc. No. HS.1.16 POSITION AND COMPRESSIBILITY ERROR CORRECTIONS TO AIRSPEED INDICATOR Con. No. Fig. $3Ch approved Doc-No-HS.1-26 POSITION AND COMPRESSIBILITY ERROR CORRECTION TO STANDBY AIRSPEED INDICATOR Page 12. Section 5 nYO211/2 ‘CAA approved Doc. No.HS.1.16 Issue 1 ADVANCE AMENDMENT BULLETIN No.8 Approved 16 September 1993 POSITION AND COMPRESSIBILITY CORRECTIONS TO STANDBY AIRSPEED INDICATOR FLAPS UP_ dai FLAPS 1 FLAPS 7 [FLAPS 45 1 4 a a ; t Insert this Bulletin in i Section 5 facing Page 12 ‘Page 3 of 6 Replacement Fig.5-4FAA Approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN NO. 25 (continued) Approved By: (22. ee ‘Ronald K. Rathgeber, Manager Aircraft Certification Office Federal Aviation Administration Wiohita, Kansas USA L210. ‘Approval Date: . Page 2 of 2FAA Approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 25 ISSUE: 1 Approved: 29 March 2004 REASON FOR ISSUE: ~ Additional information provided for Static Position Error Correction to Standby Altimeter. ACTON: Insert this page into SECTION § PERFORMANCE, SUB-SECTION 5.1 GENERAL, to face Page 18, _ SECTION 5 PERFORMANCE SUB-SECTION 5.1 GENERAL STATIC POSITION ERROR CORRECTION TO ALTIMETERS ‘The following paragraph is replaced by the new text provided below: The standby altimeter is not corrected for position error. The static error correction to be made to this instrument to obtain true pressure altitude is shown on Figure 5-6. New text reads as follows: The standby altimeter is not corrected for position error. The position error correction to be made to this instrument, to oblain true pressure altitude, is given in Figure 5-6 for varying flap settings. The accuracy of this instrument is biased towards lower altitudes and is best at sea level. - Observed readings have indicated an additional correction of as much as -500 feet may be required at high altitudes and airspeeds above 1.8 Vsra... This figure does not account for - instrument errors. NOTE: The following information applies only to U-1254 airplanes operating under Airplane Flight Manual HS 1.16 with Particular Amendment P64. New text reads as follows: not corrected for position error. The position error correction to be made ‘rue pressure altitude, is given as follows for varying flap settings: Figure 5-6 ~-To n the landing gear is up. "Figure §-6A ~- To 6d when the landing goar is down.FAA Approved Doc. No. HS. 1.16 FIGURES 5-5 AND 5-6 STATIC POSITION ERROR CORRECTION TO ALTIMETER pr ‘The flaps retracted curves below 160 knots IAS and the flaps extended curves are not, applicable to indicated altitudes greater than 10,000 feet. The altimeter incorporates a transducer which reduces position error. The residual static error correction for this instrument to obtain true pressure altitude is shown on Figure 5-5. The standby altimeter is not corrected for position error. The static error correction to be made to this instrument to obtain true pressure altitude is shown on Figure 5-6. Page 13 Section 5 rrPra FAA Approved Doc. No. HS. 1.16 STATIC POSITION ERROR CORRECTION TO ALTIMETER sDESEESEEES SEDER SETEOESER| FLAPS UP [== Page 14 Section5 — 7‘0212/2 CAA approved Doc. No.HS.1.16 asus 1 ADVANCE AMENDMENT BULLETIN Wo.8 Approved 16 September 1993 STATIC POSITION ERROR CORRECTION Replacement Fig.5-5FAA Approved Doc. No. HS. 1.16 STATIC POSITION CORRECTION TO ALTIMETER FLAPS UP 29000 FEET AND ABOVE. This chart not applicable below 29000 feet. For altitudes below 28000 ft, see Fig. 5-5 Use this chart for all weights Pir 8 ° ” “Sean - wore” ” ” Fig. 5-5a, Page 144 Section — pvrFAA Approved Doc. No. HS. 1.16 Intentionally left blank Page 148 Section5 — Pra0281/1 CAA approved Doc. No.HS.1.16 Issue 1 ADVANCE AMENDMENT BULLETIN No.8 Approved 16 September 1993 STATIC POSITION ERROR CORRECTION TO STANDBY ALTIMETER FLAPS UP 200: 106! Insert this Bulletin in Section 5 facing Page 15 Page 5 of 6 Replacement Fig.5~6CAR approved Doc.No-HS.1.16 Con.No. STATIC POSITION ERROR CORRECTION TO_STANDBY ALTIMETE Fig. 5-6 an Page 15 Section 5CAA approved Doc.No.HS.1.16 FIGURE 5-7 POSITION ERROR CORRECTION TO MACHMETER ‘The position error correction to be made to the indicated machmeter G/2 | reading is shown in Figure 5-7 for varying altitude. Page 16 Section 5 Le¥0282/1 CAA approved Doc. No.HS.1.16 Issue 1 ADVANCE AMENDMENT BULLETIN No.8 Approved 16 September 1993 oe TO een MACH NUMBER 4 13 SURE a LETHE gue ce +o ee 5 3 Bue 8. i He : Insert this Bulletin in Section 5 facing Page 17 Page 6 of 6 Replacement Fig.5-79028 oe CAR approved Doc.No-HS.1.16 MACH POSITION ERROR CORRECTION 2. COMBINED SPEED INDICATOR _ Page 1? Section 5 Con.No. Fig.CAA approved Doc-HS.21.16 FIGURE 3-8 CORRECTION TO OUTSIDE AIR THERMOMETER The correction to be applied to the indicated temperature to obtain the G/7| true temperature is shown opposite. The curves do not apply when the outside air contains water droplets. In cloud the value of the correction is reduced i.e. the instrument reads more closely to the true temperature. Page 18 Section 5 RCAA approved Doc. No. H5-1.16 Con. No. CORRECTION TO OUTSIDE AIR THERMOMETER Fig. 5-8 pe Page 19 Section 5 G/TCAA approved Doc.No-HS.1.26 FIGURE 5-9 POWER OFF STALLING SPEED The value, in terms of EAS of the power off stalling speed (defined as the minimum speed in a stall) upon which the various handling speeds are based is given in Figure 5-9. This speed is referred to as Vy in British Civil Airworthiness Requirements and as Vs in the Federal Aviation Regulation The stalling characteristics of the aeroplane together with a graph showing IAS values of the stalling speed are given in Section 4 of this manual. Page 20 Section 5 nCon.to Ch approved DocsKosHf.2.16 POWER OFF STALLING SPEEDS. Do2t Fig. 5-9 Page 21 Section 5 nCAA approved Doc.No.HS.1.16 Con.No. SECTION 5 PERFORMANCE SUB-SECTION 5.2. TAKE-OFF PROCEDURES AND SPEEDS INTRODUCTION The information and procedures in this sub-section are provided in order that the level of safety implicit in the scheduled take-off performance can. be regularly achieved under normel and emergency conditions. n Page 23 Section 5o/s CAA approved Doc.No.HS.1.16 COMPONENT, The saximum crosswind component in which the aeroplane has been demonstrated atisfactory for take-off is 30 knots at 90° to the direction of take-off. to be This vind speed relates to a height of 10 metres (33 feet). The demonstrations were made with both engines operating and controllability was not found to be Limiting. In strong crosswinds, into-wind aileron should be used. TYPE OF RUNWAY SURFACE The take-off performance for this aeroplane has been denonstrated on a hard paved surface. When taking off from a paved vet runvay, there is @ risk that water thrown up by the nosewheels vill enter the engine air intakes and cause engine mal- functioning. To reduce the effect of water ingestion by the engine, the ENG IGNITION switches should be switched ON when the engines are set to take-off power at the start of the take-off run and switched off when the aeroplane has climbed to a safe altitude. Any temporary engine malfunction due to water ingestion during the take-off run will be apparent by reference to Ny. Use of the ENG IGNITION switches in the above manner does not imply that the depth and extent of water quoted in che following paragraphs can be disregarded nor does it imply any diminution of the pilot's responsibility to decide whether or not to continue @ take-off in the event of any engine mal- function occurring before V, is reached. The aircraft nay be operated from prepared hard runways on which there is standing water provided that it ie evident that the aeroplane will not pass through a puddle deeper than 2 inch at a ground speed greater than 50 knots. If engine malfunctioning is experienced or if the aeroplane is known to have passed through puddles deeper than 2 inch, the engines should be inspected and declared serviceable before the next flight. Ferfornance allowance for an abandoned take-off on slippery runways (oraking coefficient of friction = 0.15) and for landing on very slippery Tunvays (braking coefficient of friction = 0.05) are given in sub-section 5.5 and 5.11 respectively. Advice is also given on page 30 Section 5 of Frocedures to be used on runways with a braking coefficient of fric provedurys ng ient of friction less Page 24 Section 5 aG7] s CAA approved Doc.No.HS.1.16 Con.No. MINIMUM RUNWAY WEOTH It has been demonstrated that the maximum deviation from the intended take- off line caused by failure of the critical engine during take-off can, with prompt corrective action, be limited to thirty feet. When deciding the minimum Tunway width necessary for a safe take-off, allowance should be made for the dimensions of the aeroplane and a safety margin should be included. CRITICAL ENGINE The aeroplane has normal weathercock stability on the ground; that is, in a crosswind take-off it tends to yaw into wind. The critical engine is, therefore, that on the windward side TAKE-OFF POWER Initial take-off pover is obtained when the throttles are set fully open and the APR system has not operated. Compensated fan speed (N,) provides the indication of thrust and Figure 5-10 (ENC ANTICE OFF) or Figuré 5-11 (ENG ANTICE ON) shows the value of Ny (N, REF) for initial take-off thrust. Maxisum take-off power (APR power) is obtaited when the throttle is fully open and the APR system has operated (APR light on). N, APR values are also given in Figures 5-10 and 5-11 in parenthesis. (Under some conditions of higher altitudes and temperatures below 0°C, the engine is running at 100.0% .N, at initial take- off power and the operation of APR does not increase thrust).! Both povers are determined by the engine fuel computer which is preset so that indicated N, at full throttle, APR off, is equal to N, pe, after three minutes of steady rinning vith the aireraft stationary. The précise value of N, obtained at full throttle will generally exceed N, ppp but varies with tine (especially the first fifteen to twenty seconds from opsfing the throttles), wind strength and direction, altitude, temperature and forward speed. The engine fuel computer provides two levels of protection against overspeed or over-temperature. The first level will normally prevent the engine livit- ations being exceeded but if this should occur, fuel is cut off automatically by the computer if N, or N, exceeds predetermined values. (105% Nj or 105% N, for an ISA day at sed level). Procedure is as follows: Before take-off : For aerodrone altitude and anbient temperature, look up N) ppp and Ny ap, in Figure 5-10 (ENG ANTICE OFF) or in Figure 5-11 (ENG ANTICE ON)~ Take-off + Fully open both throttles, confirm that N,__. is equalled or exceeded and then arm APR (white APR AMMED ight on). vp to 80 knots : Indicated Nj should not fall wore than 12 below Ny pep with N, not exceeding 100% and ITT not exceeding 952°C “except that ITT may rise to 984°C for 5 seconds and to 994°C for 2 seconds. If N, within 1% of Ny pep is not achieved within these Nj and ITT values, abandon the take-off. Above 60 knots : Take-off may be continued if indicated N, subsequently and below V goes slightly more than 1% below ¥, unless engine , failure is suspected. Monitor engine limitation. Page 25 Section 5CAA approved Doc.No.HS-1-16 Intentionally blank Page 26 Section 5 aCAA Approved Doc. No. H-S.1.16 Coy cn CABIN AIR OFF TAKE-OFF REFERENCE N1% WITH REVERSERS FITTED (FORWARD THRUST) ENG ANTICE OFF N1 REF - APR NOT OPERATING N1_ APR - APR OPERATING (FIGURES IN BRACKETS) are | Aut | Feet OUTSIDE AIR TEMPERATURE °C into | s000 | - 40] 735 30) -25 20 a5 0) 5 0 5 +10 15) OD) eo) 0 30) ass Ge aise SO) 40 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 190.0 | 100.0 | 100.0 | 100.0 | 99.5 | 98.6 |97.7 | 96.5 | 95.1 (100.0) | (100.0) | (100.0) | (100.09 | (100.0) | (100.09 | 100.9) | (100.09 | (100,09] (100.09 | (100.09 {c100.09 | (99.19 |¢98.09 | (96.8) =| aru |g | 100-0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 99.6 | 98.6 | 97.7 | 96.5 | 95.2 22-2 (100.0) | (100.09 | (100.0) | (100.09 | (100.0) |¢100.0) | (100.0) | (100.0) | (100.0) | (100.0) | 100.09} ¢100.09} (99.19 |¢98.1 | (96.9) 8 98.5 | 99.5 | 100.0 | 190.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 1n0.0 | 99.6 | 92.7 | 97.8 | 96.6 | 95.4 (98.7) | (99.7) }(100.0) | (100.09 } (100.0) | (100.09 | 109.0) | (100.0) | (100.0) | (100.9) | (190.0) |c100.0) {c99.1)_}(98.1) |(97.0) —| ailo7 96.5 | 97.6 | 98.5 | 99.5 | 100.0 | 100.0 | 100.0 | 100.0 | 100.9 | 109.0 | 99.7 | 98.8 | 97.8 | 95.7 | 95.4 (97.4) | (98.4) | 099.3) | (100.09 | (100.0) | (100.09 | (100.0 | (100.0) | (100.0) | (100.19 | 100.0) |c100.0) |c99.2) _|¢98.2) | (97.1) + wot 6 95.2 | 96.2 | 97.1 | 98.0 | 99.1 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 98.8 | 97.9 | 96.7 | 95.5 (96.2) | (97.2)| (98.2)} (99.1)] 100.0) | (100.0) | (100.0) | (100.09 | (100.9) | (1n0.0) (100.0) | (99.2) | (98.3) | (97.2) awe | 5 93.9 | 95.0 | 95.9 ] 96.8] 97.7 | 98.7 | 99.7 | 100.0 | 100.0 | 100.0 98.9 | 98.0 | 96.8 | 95.6 _| (94-89 | (95.89 | (96.89 | 697.79] (98.79 | (99.79 | (100-09 | 400.09 | (100-09 | (100.09 100.9) | (99-3) |(98.4) | (97.2) ae | & 92.5 | 93.5 | 4.5 | 95.3 | 96.2 | 97.2 | 98.1 | 99.2 | 100.0 | 100.0 | 99.8 | 98.9 | 98.0 | 96.9 | 95.7 (93.5) | (94.5) | (95.4) | (96.3)| (97.3) | (98.2)| (99.1) | (100.09 | (100.0 | (100.0) (100.0) {c190.0) | ¢99.3) |¢98.4) | (97.4) 4 2a) 3 m.1 | 92.1 | 93.0 | 93.9 | 94.9 | 95.8 | 96.6 | 97.5 | 98.5 | 99.3 | 99.9 | 98.9 | 98.0 | 96.9 | 95.7 93.0 (92.0) | (93.0) | (93.99) (94.99] (95.8) | (96.7)| (97.5)! (98.5) | (99.3) | (100.0 | (100.0) {¢100.0) | (99.4) |¢98.5) | (97.3) (94.7) are | 2 9.6 | 90.6 | 1.5 | 92.4] 93.4 | 9.3 | 95.1 | 96.0 | 96.9 | 97.8 | 98.6 | 98.9 | 98.1 | 97.0 | 95.7 3.0 90.5) | (91.4)| (92.4) | (93.3>] (94.3) | (95.1)] (96.0)| (96.99] (97.79| (98.6) (99.4) (100.0) | (99.4) |(98.4) | (97.3) (94.7) ae} 4 88.2 | 89.1 | 90.1 | 91.0] 91.9 | 92.8 | 93.6 | 94.5 | 95.4] 96.2 | 97.1 | 97.9 | 98.1 | 96.9 | 95.7 93.0 | 91.6 | 90.0 (89.1) | (90.0) | (90.99} (91.99] (92.8) | (93.6)] (94.5)] (95.3)| (96.2)| (97.1)] (98.0) | (98.8) | (99.4) |(98.5) | (97.3) (94.7) | (93.4) | (92.0) a9 | o 86.7 | 87.7 | 88.6 | 89.5 | 90.5] M.3 | 92.1 | 95.0 | 93.8) 4.7 | 95.5 | 96.4 | 97.2 | 97.1 | 95.8 33.1 | 91.6 | 90.0 (88.0) | (88.9)] 89.99] (90.7)] (91.7)| 92.5] (93.4)] (94.29] c95.m)| 95.99] (96.8) | (97.6) | (98.4) |(98.5) | (97.4) (94.8) | (93.4) | (91.9) 30-9 95.6 | 86.5 | 87.5 | 88.3] 09.2 | 90.1] 90.9] 91.8] 92.6] 93.5 | 94.3 | 95.1 | 95.9 | 96.7 | 95.8 93.1 | 91.7 | 90.4 - (87.0) | (87.9)| (88.8) | (89.79] (90.5)| (91.4)] 92.22] (93.2)| (93.99] (94.8)] (95.6) | (96.4) | (97-3) |(98.1) | (97.4) (94.8) | (93.5) | (62.0) 9471 (0) Pe Page 27 Section 5 P/32 Fig, s-10CAA Approved Doc. No. H.S.1.16 TAKE-OFF REFERENCE N1% WITH REVERSERS FITTED (FORWARD THRUST) CABIN AIR OFF ENG _ANTICE ON NT REF ~ APR NOT OPERATING NT APR ~ APR OPERATING (FIGURES IN BRACKETS) are ALT Feet OUTSIDE AIR TEMPERATURE °C in Kg «1000 40 a 30 25 — a ls = oO +5 206 10 100.0 100.0 100.0 | 100.0 100.0 100.0 100.0 100.0 99.6 98.6 100.0) 00.0) 100.0) 100.0) 100.0) 100.9) 100.9) 100.9) (190.0) «10n.a) ah 9 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6 98.7 (100.0) | (100.0) } c100.0) | c100.09 | «100.00 | «100.9» | cio0.n) | cro0.09 | cn0.0) | «100.09 = ae 5 98.7 99.7 | 100.0 } 100.0 | 100.0 | 100.0 | 100.0 | 100.0 99.7 98.7 (99.0) | (99.9) | c190.00 | 100.09 | «190.00 | 100.0) | cind.or | c1oo.9> | c1n9.0 | <00.9> 234 1 96.6 97.7 98.6 99.5 100.0 100.0 100.0 100.0 99.8 98.8 (97.6) (98.5) (99.5) 409.0) (700.0) 100.0) 00.0) n0.0) 00.0) n0..0) 240 6 95.2 96.2 97.3 98.2 99.1 100.0 100.0 100.0 99.8 98.8 (96.44) (97.4) (98.3) (99.3) 100.0) 100.0) 100.0) 100.0) 100.0) 100.0) eo 5 94.0 95.0 95.9 96.8 97.8 98.7 99.7 100.0 9.8 98.9 (94.9) (95.9) (96.9) (97.8) (98.7) (99.7) 190.0) 100.0) 100.0) (100.0) 258 & 92.6 B65 94.5 95.4 96.3 97.2 98.2 99.1 99.9 98.9 (93.5) (94.5) (95.5) (96.4) (97.3) (98.3) (99.1) 100.0) (100.0) 100.0) 268 3 cea 9241 9.0 94.0 G49 95.7 96.7 97.5 98.6 99.0 (92.0) (93.0) (93.9) (94.9) (95.8) (96.7) (97.5) (98.5) (99.4) 100.9) 278 2 89.7 90.6 91.6 92.5 93.4 94.3 95.2 96.1 96.9 97.8 (90.5) (91.5) (92.4) (93.3) (94.3) (95.2) (96.1) (96.9) (97.8) 498.7) 288 1 88.2 89.2 90.1 1.0 1.9 92.9 93.6 9445 95.4 96.2 Es (89.1) (90.1) (91.0) (91.9) (92.9) (93.7) (96.5) (95.4) (96.3) (97.1) 25-9 0 86.8 87.7 88.7 89.6 90.5 nA 92.2 95.0 8 6 c@8.0) | (88.9) | (89.8) | con.ay | cot.7) | (92.5) | 93.4) | cs.zy | c95.19 | ¢95.99 30-9 -1 85.6 86.5 87.4 88.4 89.2 90.1 90.9 91.8 92.6 93.4 (87.0) (87.9) (88.8) (89.7) 690.6) (91.65) (92.3) (93.2) (93.9) (94.8) 94-76(A) Page 28 Section 5 P/32 Fig: S11 f26/6 is CAA approved Doc.No.HiS-1.16 Con.No- TAKE-0: ‘PROCEDURES Before take-off, the elevator trim should be set to the position appropriate to the centre of gravity of the aeroplane as shown alongside the green segment of the elevator trim label. ARM APR for take-off. A rolling start take-off may be made when runway length is not limiting. Where field length is limiting, the take-off should be commenced from a standing start, take-off power being attained and the indication checked to be in excess of NypeF, before the brakes are released. Directional control should be maintained by the use of nosewheel steering until the rudder becomes effective at approximately 60 knots IAS (see Vyog on page 3h of this Section). The nosewheel should not be raised from the ground until rotation speed (Figure 5-13 or 5-14) is reached, when the aeroplane should be rotated to the initial climb attitude. Any attempt to rotate at lower speeds would require the use of larger elevator angles and high stick forces resulting in undesirably rapid rotation. ‘The landing gear may be retracted as soon as desired and flaps raised at about 160 mots (but not below the final take-off climb speed). With both engines operating at maximum take-off power, the aeroplane should be allowed to pass through 35 feet at between 5 and 10 knots above V2 and to accelerate to an air speed of 160 knots IAS, this air speed being maintained until obstacle clearance hesght is reached. Page 29 Section 52/32 CAA approved Doc. No. HS.1.16 TAKE-OFF _PROCE! (Continued) However, pitch attitude should not be allowed to exceed 20° and at light weight it will therefore be necessary to permit the air speed to increase above 160 knots IAS. The technique allows an adequate margin for obstacle clearance in the event of an engine failure during the initial climb. In the event of an engine failure, the APR system will automatically apply APR power and this will be indicated by the illumination of the green APR light and a rise of N) to or above the scheduled Ni APR. If engine failure occurs and the green APR light remains out, immediately press the APR O/RIDE switch. In a continued take-off after engine failure where field lengths or obstacle clearance is limiting it is important that air speed rise during transition is kept to a minimum and that the initial climb is made at an air speed as close as possible to V,. ‘The use of aileron on the ground is effective in steering the aircraft in the natural sense. In the event of engine failure before V,, aileron can be used instinctively to maintain wings level, and further application will help ‘to minimise deviation. In the event of engine failure after lift-off during the initial climb air speed should be held constant at that obtained at the moment failure is recognised; the power of the remaining engine should be increased to full throttle if it is not already at that power and both ENVIRONMENTAL MAIN AIR VALVES should be CLOSED. After a normal take-off, APR must be disarmed when a safe height is reached and flaps are retracted and air speed is at not less than the final take-off speed. In a continued take-off after engine failure, APR must be cancelled not more than five minutes after start of take-off roll. In either case APR is cancelled by pressing the APR ARM switch. ABANDONED TAKE-OFF Close both throttles, apply wheel brakes, select airbrakes open and select reverse idle. When the UNLCK and REVRS annunciators have illuminatec reverse thrust may be applied as desired. It is recommended that both thrust reversers be deployed, even if take-off has been abandoned for actual or suspected engine failure, but that power is not increased above reverse idle on 2 malfunctioning engine. Suu ERY RUNWAYS On slippery runways a rolling start is recommended. In the event of en abandoned take-off stopping distance is greatly increased, and page £4 gives the reduction in speed to stop within the dry accelerate-stop distance, assuming the norma} procedure of using air brakes to assist braking. Page 30 © Section 5 6/7 3P72 7 “A CAA approved Doc- No. HS-1-16 Con. No. TAKE-OFF PROCEDURES (Continued) SLIPPERY RUNWAYS (Continued) on very slippery runways, if reverse thrust cannot be used, braking will be improved by using lift dump. On, runvays which are dry or reasonably wet the use of lift dump has no significant effect but on a surface more slippery than that assumed on page 54 there is a useful reduction in stopping distance. If, therefore there is any doubt about the condition of the runway surface, lift dump should be used for a take-off abandoned at more than about 80 knots. The procedure is complicated and it is essential that the correct sequence is followed i.e. that the air brakes are opened before the flaps start to move down. The recommended procedure, assuming that the Captain is in the left hand seat, i 1. The Captain closes both chrottles, selects air brakes, applies wheel brakes and calls “Aborting — land flap”. 2. The Co-pilot selects LAND flap. 3. The Captain keeps his right hand on the air brake, lever and selects lift dump as soon as LAND flap has been selected, 4. The Co-pilot calls “Lift dump extended” on completion. 5. If the take-off has been abandoned for reasons other than total failure of an engine, either engine may be shut down to assist deceleration. In a crosswind, the downwind engine should be shut down. Page 31 Section 5CAA approved Doc.No-HS.2.26 NOISE CERTIFICATION PROCEDURE ‘The BAe 125-800 aeroplane has been found to comply with FAR Part 36 Avendnent 36-11, Para. 36-1(€)(1)(35i), in the noise type certification reference attospheric conditions of: (a) Sea level pressure of 2116 1b/st? (7% en mercury) (b) Ambient temperature of 77°F (ISA + 10°C) at cea level (c) Relative humidity of 70 percent (a) Zero wing assuming the following procedures. (4) Take-off. At a weight of 27,400 1b (12428 kg) and with flaps selected at 0°, the aeroplane takes off with both engines operating at naximun take-off poxer. The landing gear is retracted when the aeroplane is airborne and the aeroplane allowed to accelerate to the noise abatement air epeed of 157 knots IAS. The aeroplane continves to climb at this speed with both engines at maximuz take-off pover. At eighty-two seconds after brakes release, an engine speed of 83.7% Ny is selected on both engines, the pitch attitude is reduced and the aeroplane allowed to climb at the same air speed on a reduced gradient. This engine setting ensures level flight in the event of an engine failure. (44) Approach, At the maximum design landing weight of 23,350 1b (10592 ke) and vith landing flap (45°) selected and landing gear down, the aeroplane carries out normal approach procedure used for airvorthiness at a constant air speed of 1.30 Vg +10 knots. ‘The certificated noise levels are: nas FAR Part 36 Aircraft Noise Position / stage 3 Limit Level EPKeB EPNGB Sideline oh 87.2 Take-off 8s 8.9 Approach 98 5 NOTE: No determination has been made by the Fed ation Administration that the noise levels of this aeroplane are or should be acceptable or unacceptable for operstion at, into, or out of, any sirport. NOISE ABATEMENT PROCEDURES Unless otherwise required, the normal take-off procedures should be used. When the procedures for an airfield demand a specific noise abatement technique it should be followed, but the normal maximum pitch angle of 20° should not be exceeded. If a noise abatement procedure is required but speeds and altitudes are Rot specified, the 160 knots/20° climb should be maintained up to 1000 feet above airfield elevation, at which point normal climb power should be selected. Where a noise abatement procedure calls for power reduction below the norma’ climb power, then the reduced power used should not be less than that given in the paragraph below, MINIMUM RECOMMENDED RPM FOR NOISE ABATEMENT CLIMB, as shown in Figure 5.12. Figure 32 Section 5 G/a /32 ssCAA Approved Doc. No. H.S.1.16 Con. No. HINDU BECOHUNDED WPM FOR NOISE ABATE CLIMB Figure 5-12 shows the minimum recommended XN, for use in the noise abatement clisd after the reduction of pover fron the take-off setting. ‘The minimum reconsended setting is that which would provide, at maxima take-off weight, level flight if one engine vere to fail and a clinb gradient of at least 4 with both engines operating. ASSOCIATED CONDITIONS Engines Cabin pressurisation Both engines operat ing Cabin pressurisation bleed on; ice prevention bleed off (see Note 2 for effect of ice prevention bleed). Wing eps : 0° (see Note 1 for effect of 15° flap) landing gear t Retracted Air speed 2 160 knots IAS MINIMUM _REC DED Ny FOR NOISE ABATEMENT 90. 2 B Page 33 Section 5 G/4, P/32ofa | CAA approved Doc.No.HS.1.16 ASSOCIATED CONDITIONS (Continued) The use of the graph is illustrated by the arroved broken lines. Determine the pressure altitude at vhich it is intended to reduce power (which mist not be less than 1000 feet above the aerodrome altitude). Enter the graph with the aerodrome temperature and aerodrome pressure altitude. Move parallel to the nearest line of constant relative tempera- ture to the altitude at which power is to be reduced to find the % Ny. NOTES: 1 For 15° flap add 4® Ny to the % Ny given by the graph. 2 To obtain the effect of the engine antice bleed, add 0.9% Ny to the % Ny given by the graph. 3 At weights below maximum take-off weight, the same rpm should be set, the resulting gradient being higher than that quoted above. 4 This technique is the came as that used for the certification procedures described above. AIR SPEEDS Vycg 1 The minigum control speed on the ground vith flap 0 or 15° for f@ continued take-off vhen engine failure occurs on the ground is 112 knots IAS at sea level for temperatures below 23°C. The speeds have been established without the assistance of nosewheel steering, the aeroplane being rotated at the noraal Vp. Vyca The minigun control speed avay from ground effect with flap 0° or 15° is 115 knots IAS at sea level for tenperatures below 23°C. If one of the two rudder bias struts has failed the minigun control speed is increased to 125 knots IAS. NOTE: At higher altitudes and/or temperatures the value of Vycg and Yyca decreases. Vg + The retation speed is shown in Figure 5-15 and 5-14 for flaps 15° ‘and 0° respectively. For this aeroplane, Vp is determined by the requirenent for a nargin above the minimum demonstrated unstick speed except that at low weights it is 1.05 Vca (appropriate to the altitude and temperatures). | The other event of engine failure during the take-off run, the aeroplane vhen rotated at Vg should pass through 35 feet at V2. Vg + ‘The take-off safety speed is shown in Figures 5-15 and 5-14 for flaps 15° and 0° respectively. NOTE: When engine ice prevention bleeds are in use, enter Figures 5-13 and S-1h vith a temperature 10°C above the actual air temperatur Page 34 Section 5 BCAA Approved Doc. No. H.S.1.16 Con. No. TAKE-OFF SPEEDS SSEIEE EE lH EE obtain the effect of engine sce prevention bleed add 10°C leo the actual air temperature i tering the + HH = FF =| a SEES : ate bt ae FEO Tn SORT TIQHHE 120 HislsO.i te. Ost isos reer eHHENOraE IO MNSOn EE WOH iA ‘AIR. TEMPERATURE ~ Vig 2 kNOTS TAS pS RNSHS Tas oto MINMUM Vy KNOTS 1S & Page 35 Section 5 6/4, P/32 Fig. 5-13CAA Approved Doc. No. H.8.1.16 Con. No. TAKE-OFF SPEEDS tof engin add 10°C Ito the actual air temperature before entering the graph- SPSS 60 Wo 110 20° BO Mo 150 160 Wo 20 BOOS 6 Vp ~ KNOTS 1s Vp - KNOTS IAS MINIMUM Vy— KNOTS IAS. Page 37 Section 5 G/4, P/32 Fig. 514No. 5.1.16 CAA approved Doc. "S16 Gaus Wi yn Section 5 G/+ Page 38 Fig. 5-14aG/7 15 CAA approved Doc. No.HS.1.6 con. No. SECTION 5 PERFORMANCE SUB-SECTION 5.3 TAKE-OFF WAT CURVES INTRODUCTION This sub-section contains weight, altitude, temperature curves which limit the maximum weight of the aircraft from consideration of airworthiness climb requirements or tyre speed limitations. The climb performance upon which the curves are based is given in sub-section 5.4. ‘The use of the graphs is illustrated by the arrowed broken lines. From the aerodrome altitude, intercept the value of the air temperature at the aerodrome and read the maximum weight on the bottom scale. Fig. 5-15 is based on climb gradient limitations only and applies when tyres are inflated to not less than the pressures required for flap 0° take-off (see Crew Manual). Fig. 5-15A applies when main tyres are inflated only to the lower préssures given for flaps 15° operation in the Crew Manual. The rolling speed limit is then 173 mph (150 knots) and take-off weight must not exceed 25500 1b. (11560 kg.) Fig. 5-16 is based on climb gradient limitations only ahd applies where the tyre rolling speed limit is 210 mph for both main and nose tyres. Fig. 5-16A applies only when a nose tyre is fitted that has a rolling speed limit of 190 mh. nores: 1 fo obtain the effect of the engine ice prevention bleed on the climb gradient add 10°c to the actual air temperature before entering the graph. 2 ‘The maximum weight determined by other considerations such as available take-off field length must also be checked (see sub-section 5.5.). Page 39 Section 516 CAA Approved Doc. No. H.S.1.16 Con. tio. MAXIMUM TAKE-OFF WEIGHT FOR ALTITUDE AND TEMPERATURE ARIES rcvaneton ieee us 10°C Plat [FLAPS 15 ALTITUDE ~ THOUSANDS OF FEET 9454 WEIGHT - THOUSANDS OF 18 Page 40 Section 5 G/a , P/32 Vag 15)CAR Approved Doc. No. HS-1.16 MAXIMUM TAKE-OFF WEIGHT FOR ALTITUDE AND TEMPERATURE REDUCED HAIN TYRE PRESSURE SPEED LIMIT 173 MPH (150 KT) ~ ALTITUDE ~ THOUSANDS OF FEET e a su. 1e 9 2000 2k 22 23 242s, 26 WEIGHT- THOUSANDS OF LB suite) Pane 200 Section > G/T Pin S150¥0205/1 CAA approved Doc. No-HS.1.16 MAXIMUM TAKE-OFF WEIGHT FOR ALTITUDE AND TEMPERATURE Nose tyre speed limit 210 mph |= Main tyre speed limit 210 mph 104 > @ Sl. oe ALTITUDE-THOUSANDS OF FEET we MAXIMUM CERTIFICATED TAKE-OFF WEIGHT yy To obtain the effect of. engine ice preventign tf{bleea aaa 10°C to the actual air temperature before entering sifithe graph. IGHT - THOUSANDS OF KGE 26) Fat 22 wees 24 25 Fs 27 28 9455C WEIGHT-THOUSANDS OF LB Page 41 Section 5 G/7 P/32 Fig.5-160208 CAA approved Doc. No-HS.1-16 MAXIMUM TAKE-OFF WEIGHT FOR ALTITUDE AND TEMPERATURE Main tyre speed limit 210 mph 10: i o ALTITUDE - Thousands of feet s a ° To obtain the effect of engine ice 17] prevention bleed add 10°C to the actual air temperature SL-H) before entering the CO WEIGHT - Thousands of ka SE: 10 Hebe eset 1 1 pe 12 Se 20 21 22 23 24 25 26 27 9499 WEIGHT - Thousands of Ib Page 41A Section 5 G/7 P/32 ie ee Ss a = a i 7 a x < e 2 z & 9° e e & wo 6 = = = 5 2 = Nose tyre speed limit 190 mph +] FLAPS 0° 28 Fig.S-16ACAA approved Doc.No.#S.1.16 SECTION 5 FORMAN! SUBTSECTION 5.4 INTRODUCTION This sub-section gives gross gradients of clicb in the take-o configuration specified by the airvorthiness requirements upon which the take-off weight - altitude - temperature curves of sub-section 5.3. are based. Page 43 Section 5 fnCAA approved Doc.No.HS.1.16 FIGURE 5-17 FIRST AND SECOND SEGMENT CLIMB GRADIENT FLAPS 15° The grossgradient of climb for the first and second segments with flaps extended to 15° is shown in Figure 5-17 for varying weight, aerodrome altitude and air temperature. ASSOCIATED CONDITIONS Engines Cabin pressurisation and ice prevention Wing flaps Landing gear Airspeed One engine operating APR on. full throttle All air bleeds off; see Note 1 below for effect of engine ice prevention bleed 15° Extended for the first segment Retracted for the second segnent. Take-off safety speed V, (fiaps 15°). (See Figure 5-13). The use of the graph is illustrated by arrowed broken lines. Enter the graph with the air tenperature and move up to the appropriate aerodrone altitude. Proceed horizontally to the weight grid reference line and then follow the curve to the appropriate weight. Proceed horizontally to intersect the line labelled first segnent or second seguent and read off the gross gradient of clin from the bottom scale. NOTES: To obtain the effect of the engine ice prevention bleed on the clinb gradient adé 10°C to the actual air temperature before entering the graph. 2 The gradients given are those avay from the ground effect. Page 44 Section 5 aCAA Approved Doc. No. H-S-1.16 Con. No. FIRST ANO SECOND SEGMENT CLIMB GRADIENT Head ! : : t Bee EL SELE[tce prevention biced i aE i] Fars 15° les the secual air tem : lerore entering the ee ee ee ee ae fo. 20 40 50 8 (ceca memes a AIR TEMPERATURE ~°C Welght- THOUSANDS OF L8 GROSS GRADIENT ~e%e 75 Page 45 Section 5 6/2, P/32 Fig. 5-17CAA approved Doc.No.HS.1.16 FIGURE 5-18 FIRST AND SECOND SEGMENT CLE GRADIENT FLAPS 0° Tne gross gradient of clinb of the first and second segments with flaps retracted is shown in Figure 5-18 for varying weight, aerodrome altitude and air temperature. ASSOCIATED CONDITIONS Engines One engine operating at full thr cele APR on. Cabin pressurisation and All air bleeds off; see Note 1 below for ice prevention effect of engine ice prevention bleed. Wing flaps of Landing gear Extended for the first segment; retracted for the second seguent. Airspeed Take-off safety speed V, (flaps 0°). (See Figure 5-14). The use of the graph is illustrated by arrowed broken line. Enter the graph with the air temperature and move up to the appropriate aerodrome altitude. Proceed horizontally to the weight grid reference line and then follew the curve to the appropriate weight. Proceed horizontally to intersect the line labelled first segment or second seguent as required and read off the gross gradient of climb from the bottom scale. NOTES: 1 To obtain the effect of the engine ice prevention bleed on the climb gradient add 10°C to the actual air temperatures before entering the staph. 2 The gradients iven are those avay from ground effect. Page 46 Section 5 G/& /2CAA Approved Doc. No. H.S.1.16 Con. No. FIRST AND SECOND SEGMENT CLIMB GRADIENT ffo obtain the effect of engine|iii ice prevention bleed Hlto the actual air t lberore enterin TLE Hi Ea fae Bee eee io a0. some 40 $0 18 " SOMME saa.) as as. a7 Ge, OMEN) a: IR TEMPERATURE, ~ °C. WEIGHT - THOUSANDS OF LB 2451 45 67 8 9 On BD GROSS GRADIENT = A Page 47 Section 5 6/2,P/32 Fig. 5-18CAA approved Doc.No.#S.1.16 FIGURE 5-19 FINAL TAKE-OFF CLIMB GRADIENT The gross gradient of climb in the final take-off configuration is shown in Figure 5-19 for varying weight, aerodrome altitude and air temperature. ASSOCIATED CONDITIONS Engines : One engine operating at maximum continuous power Cabin pressurisation and: All air bleeds off; see Note 1 below for ice prevention effect of engine ice prevention bleed Wing flaps 0° Landing gear : Retracted. Airspeed : Final take-off climb speed. o/s] (See Figure. 5-144). The use of the graph is illustrated by arrowed broken lines. Enter the graph with the air temperature and move up to the appropriate aerodrome altitude. Proceed horizontally to the weight grid reference line and then foliow the curve to the appropriate weight. Proceed horizontally to intersect the sloping line on the right, and read off the gross gradient of climb from the bottom scale. NOTES: 1 To obtain the effect of the engine ice prevention bleed on the climb gradient add 10°C to the actual air temperature before entering the graphs. 2 The gradients given are those away from ground effect. Page 48 Section 5 feCAA Approved Doc. No. H.S.1.16 Con. No. FINAL TAKE OFF ‘CUMB GRADIENT ito obtain the effect of engine| ice prevention bleed add 10°C }to the actual air temperature before entering the graph. MINIMUM WEIGHT — THOUSANDS OF Ki 9. A ii E10 Hijet: 20s 302: 20:sfee ol sesh 22 Hef 23 24: 226 HEE 7H mt = igaitie aii 10% ‘WEIGHT - THOUSANDS OF (6: 9450 RADIENT = Yo" 4 Page 49 Section 5 G/4, P/32 Fig. $19