GAA approved Doc.No.HS.1.16 FIGURE 5-35 NET TAKE-OFF FLIGHT PATH EFFECT OF WIND DURING A STEADY TURN When # turn is included in the flight path there will be, in general, a change in the wind component. This may be accounted for by the method shown in Figure 5-35 opposite. The flight path ABCDE is first drawn using the vind component in the take-off direction. It is intended to start a turn at point F, after which the wind component will change. From Figure 5-34 obtain the distance covered in the turn and mark point G at the end of the turn. Construct a second flight path ANJKL using the wind component after the turn, Bisect FG at M and construct the corrected flight path MNOP Vhere MN is parallel to BJ and OP is parallel to KL. NO is equal in length to JK and at the same height. The end of the turn is then given by point Q at the sane distance as G and the complete flight path is given by ABFMQNOP Page 86 Section 5 nCAA approved Doc.No.HS.1.16 Con.Now EXAMPLE S= EFFECT OF WIND DURING STEADY TURN Fig. 5-35 7. Page 87 on 5CAA approved Doe.No.HS.1.16 Con.to. SECTION 5 PERI ICE, SUB-SECTION 5.7. EN-ROUTE CLIMG DATA wTRopyeTION This sub-section contains data for use in assessing compliance with the operating regulations relating to en-route flight. a“ Page 89 Section 5Cék approved DoesHoviiS.2.26 Intentionally blank Page 90 Section 5 nCAA approved Doc.No.HS.1-16 Con.o. EN ROUTE _CLIMB__SPEED Fig. 5-36 a Page 91 Section 5The en route net climb gradient with one enj in Figure 5-37 for varying ASSOCIATED CONDITIONS Engine Cabin pressurisation Ice prevention system Wing flaps Landing gear Airspeed CAA approved Doc.No.HS.1.16 FIGURE 5-37 EN ROUTE NET GRADIENT OF CLIMB (ONE ENGINE INOPERATIVE) ine inoperative is shown weight, altitude and air temperature. One engine operating at maximum continuous power. on Off, but see paragraph below. : 0° (fully retracted) : Retracted : En route climb speed given by Figure 5-36 except that in icing conditions airspeed is increased to the minimum shown in Figure 4-2. The use of the graph is illustrated by the arrowed broken line. Enter the graph at the air temperature and move up to the appropriate altitude curve. Proceed across to the weight correction reference line and then follow the weight grid curves to the appropriate weight, and thence to the net gradient scale. When the engine ice prevention system is in use, continue to the right, through the last correction grid, and read the gradient on the extreme right hand scale. Page 92 Section 5 nCAA Approved Doc. No. H.S.1.16 EN-ROUTE NET GRADIENT OF CLIMB (ONE ENGINE INOPERATIVE) Con. No. (eof 00) toe s0u Olea) 10 20030: 9 x 21 223 28 AIR TEMPERATURE - °C WEIGHT = THOUSANDS OF LB. 9453 B Page 93 Section S P/32 2 te Fig. 5-37OAA approved Doc-No.HS.1-16 Con.tio. SECTION 5 SUB-SECTION 5.8 LANDING 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 landing performance can regularly be achieved under normal and emergency conditions. MAXIMUM CROSSWIND COMPONENT ‘The aeroplane has been demonstrated to be satisfactory for landing in an average wind of 30 knots at 90° to the direction of landing. This wind speed is that measured at a height of ten metres. The demonstrations were made with both engines operating; controllability was not found to be Limiting. In strong crosswinds, into-wind aileron should be used after touchdown. a Page 95 Section 5P/32 ir P/32 cI7 CAA approved Doc.No.HS.1.16 LANDING PROCEDURES PROCEDURE WITH BOTH ENGINES OPERATING Before the aeroplane descends below 200 feet the ENVIRONMENTAL MAIN AIR VALVES must be selected to CLOSE. APR should not be armed. Circuit flying should be at 160 knots IAS with air brakes closed, flaps 15° and landing gear down. The flaps may be lowered to 45° as required, reducing air speed to the recommended approach speed of Vpgp + 10 knots, (see Figure 5-38). Lowering the flaps to 45° causes a nose-down change of attitude and, because of the extra drag, rate of descent will be increased unless power is added. When nearing the runway, power should be reduced so that the aeroplane crosses the threshold at Vas, The yaw damper should be disengaged at 50 feet. The nosewhee! should be lowered to the surface immediately after touchdown, lift dump selected and wheel brakes applied as necessary and reverse idle selected. When the UNLCK and REVRS annunciators have illuminated, reverse thrust may be applied as desired down to 50 knots IAS, at which speed reverse idle must be re-selected. PROCEDURE WITH ONE ENGINE INOPERATIVE The approach should be made with flaps 25°, at Vgpp + 20 knots. at. a height of abgut 200 feet, provided that a successful landing seems to be assured, 45° flap should be selected and air speed allowed to fall to Vpgr- At light weights Vpgp should be increased to 115 knots IAS to allow adequate control in the event of a discontinued approach. Reverse thrust on the operative engine may be used and it is recommended that the reverser on the inoperative engine is deployed, if possible, to reduce the asymmetric effect on handling. If a landing has to be made with one engine inoperative shortly after take-off at a weight at or close to the maximum given in fig. 5-16, where the reguired approach climb gross gradient of 2.12 cannot be met with flap 15° (see fig. 5-40), an alternative landing procedure is required. The approach should be made with flap 15° at Vapp + 20 knots. When a successful landing appears to be assured, flap 25° should be selected and airspeed allowed to fall to Vpgp + 5 knots at the threshold. Airbrakes should be selected open immediately after touch-down. Note thet Lift dump is not available with flap 25° Note: All reference to Vpgp are to the Vpgp appropriate to flap 45° (fig. 5-38). The use of APR is not necessary to meet the landing weight, altitude, temperature limits in Figures 5-39, but it may be used during an engine out approach. If APR power is to be used, press the APR ARM switch and check that both the APR ARMED (white) and APR (green) caption lights appear. APR power will immediately be available during the remainder of the approach and in the event of a subsequent baulked landing. Page 96 Section $5 18FAA Approved For Doc. No. HS. 1.16 ADVANCE AMENDMENT BULLETIN NO. 15 ISSUE: Initial Approved: August 20, 1999 REASON FOR ISSUE: Engine acceleration awareness with the engine computer inoperative. ACTION: Insert this page to face Page 97 of Section 5, Performance. —————$———— ————————— SECTION 5 - PERFORMANCE SUB-SECTION 5.8 - LANDING PROCEDURES AND SPEEDS PROCEDURE WITH ENGINE COMPUTER INOPERATIVE When landing with either or both engines in the manual mode, special care must be taken to account for the slow engine(s) acceleration. According to the conditions, acceleration time will be greatly increased, To minimize acceleration time on the affected engine(s), ENG ANTICE should be selected OFF and the ENVIRONMENTAL MAIN AIR VALVE selected CLOSE whenever possible. Approved By: Everett W. Pittman, Manager Aircraft Certification Office Federal Aviation Administration Wichita, Kansas USA Page 1 of 1?/32| a CAA approved Doc.No.HS.2.26 Con.No. LANDING PROCEDURES (Continued) PROCEDURE WITH ENGINE COMPUTER INOPERATIVE When landing with either or both engines in manual sode, special care should be taken on account of the slow engine acceleration achievable. According to conditions, slan acceleration from idle to take-off power may take from 10 to 25 seconds. To minimise accelera- tion time, ENG ANTICE should be selected OFF and the ENVIRONMENTAL MAIN AIR VALVE selected CLOSE whenever possivie. VERY WET OR SLUSH COVERED RUNWAY When landing on a very wet or slush covered runway there is a risk that water will enter the intakes and cause engine malfunctioni: To reduce the effect of water ingestion by the engines, the ENG IGN! switches should be selected to ON prior to landing. They should be selected OFF when landing is completed. PROCEDURE FOR FLAPLESS LANDING In the event of a failure making it impossible to extend the flaps, the landing gear should be lowered when air speed is reduced below 220 knots IAS to improve speed stability. The final approach should be nade at air speed Vpep + 30 Knots. Ag the runway is approached power should be reduced so that the threshold is crossed at Vpry + 15 knots. The nose-wheel should be lovered to the runvay surface impediately after touch-down, the airbrakes opened (if available), wheel brakes applied and reverse thrust used as for @ normal lending. PROCEDURE FOR LANDING BY USE OF TRIM SYSTEM Should failure of any one of the primary flying controls occur the following landing technique is recommended. Manoeuvring in the circuit should be made at about 160 knots IAS with flaps 15° and the landing gear down, Steep turns should be avoided. A long final approach should be made with flaps 45° at Vier + 10 knots. If the rudder circuit has failed the yaw damper must be switched off before touchdown. If the elevator circuit has failed the air speed may be controlled by the elevator trim and the rate of descent by the throttles. The final stage of the approach should be fairly flat and the touchdown nade by Glowly closing the throttles. It has been denonstrated that the elevator trimmer resiains effective during the landing flare. If both primary rudder and elevator controls are lost together with @ single engine failure make the approach at Vppr + 20 knots, flaps 25° and the landing gear down, This air speed should be aain~ tained to the threshold and a landing sade vith 25° flap. Whilst it is usual to select flaps to 45° on a noraal single engine landing, it is considered unwise to create a trin change at a late stage of the approach when direct elevator control has been lost. Page 97 Section 5CAA approved Doc. No. HS.1.16 LANDING PROCEDURES (Continued) we | P/32 PROCEDURE FOR LANDING WITH ASYMMETRIC AIRBRAKE If as the result of a failure one airbrake remains open while the other is closed, the subsequent landing should be made as a flapless landing using the technique and air speeds given above. The use of flap is not recommended as large aileron angles will be necessary at low air speed with flaps lowered. COUPLED APPROACH ({£ COLLINS APS.80 AUTOPILOT and FD.109 FLIGHT DIRECTOR SYSTEM is fitted) With the aeroplane positioned on the localiser centre line, where prgctical the glide slope should be approached from below with flaps 25° and landing gear down at Vp_, + 20 knots. 45° flap should be selected just prior to the glide slope centre line, and having captured the glide slope, air speed should be slowly reduced to Vee, + 10 knots, The airspeed should be carefully maintained down to Sufopilot disconnect height. The autopilot trim indicators and ILS display should be monitored throughout the approach. For other techniques refer to autopilot approach and landing normal procedures in Section 4 of this manual. SLIPPERY RUNWAYS If reverse thryst is not being used then after normal selection of lift dump deceleration may be assisted by shutting down either engine. In a crosswind the downwind engine should be shut down. If there is slush on the runway, and sufficient distance is available, airbrake open may be selected after landing, without lift dump, in order to reduce the risk of damage to the flaps. The effect on landing distance of a very slippery surface (braking co-efficient of friction = 0.05) is given in sub-section 5.11, This assumes that reverse thrust is not being used and that one engine is shut down after selection of airbrakes or lift dump. ICING CONDITIONS If feing conditions exist, or {f ice has formed on the unprotected parts of the airframe prior to approach, add 10 knots to the normal approach and landing speeds. Landing Distance is increased by 15%. For a flapless landing add 15 knots to the speeds given above for flapless landing i.e. final approach at V,_. + 45 and threshold 2 Voup.d 20+, Landing distence ie'approninatllj tutce the norsel FaplPES? atccances Page 98 Section 5 G/S DCAA approved Doc. No. HS.2.16 Con. No. LANDING REFERENCE SPEED Vege Fig. 5-38 e Page 99 Section 5 G/7G/7 G/T CAA approved Doc. No. HS.1.16 BAULKED LANDING PROCEDURE BOTH ENGINES OPERATING To disgontinue an approach open the throttles fully. Selegt flaps to 15° and rotate the aeroplane to an attitude of about 12°, ensuring that the airspeed does not fall below Vper. Retract the landing gear as soon as a positive rate of climb is established. When the aeroplane is at or near the forward limit of the centre of gravity range, prompt longitudinal retrim is recommended due to the high rate of change of stick force with increasing air speed. Should one engine fail after the go-around has been initiated, and it is not possible to land, carry out the procedure given below. ONE ENGINE INOPERA’ BE To discontinue an approach, open the throttle of the opera~ tive engine fully. Select flap to 15° (see Note 3) and establish a climb-out air speed of at least Vzr- Retract the landing gear as soon as a positive rate of climb is established. APR power may be used, as described on page 96. NOTE 1 Under limiting performance conditions, it is more important to establish a climb and retract the landing gear than to increase air speed above Vger- NOTE 2 The airworthiness requirements do not ensure that there will be a positive climb performance in the final landing con— figuration with an engine inoperative. In this circumstance, the decision to discontinue the approach should be made before the flaps are extended to 45°. NOTE 3 Under conditions in which a flap 15° approach is being nade for an energency overweight landing, the discontinued approach should be flown with flap 0° at Vpgr + 10 knots. Page 100 Section 5 26/7 CAA approved Doc.No.HS.1-16 Con.Ko. LANDING WAT CURVES INTRODUCTION ‘This sub-section contains curves of weights at which for varying altitude and temperature the climb requirements of 25.119 and 25.121 (a) are complied with and at which the energy input to the wheel brakes during a normal landing is within the wheel brake normal capacity. Figure 5-39, which is the certificated limit for the normial lending flap setting (refer to page 4, Section 2), is determined partly by the one-engine ~ inoperative approach climb requirement of 25,121 (4) with an approach flap setting of 15°, the landing gear retracted, and partly by the wheel brake energy capacity. The use of the graph is illustrated by the arrowed broken lines. From the aerodrome altitude, intercept the value of the air temperature at the aerodrome and read the weight on the bottom scale. NOTES 1 fo obtain the effect of the engine ice prevention bleed on the weight, add 10°C to the actual air temperature before entering the graph. 2 To check that, at the maximum weight, adequate landing field length performance is available at the aerodrome, refer to sub-section 5.11. a Page 101 Section 5CAA approved Doc. No. HS.1.16 Con.No. MAXIMUM LANDING WEIGHT FOR ALTITUDE AND TEMPERATURE oH Grapient sl > obtain the effect of engine ice prevention bleed add 10°C eo the actual air temperature before entering the graph a 2 WEIGHT - THOUSANDS OF LB. Fig. $39 Page 102 Section 5 G/7 4CAA approved Doc.No.HS.1.16 Con.No. ‘SUB-SECTION 5.20 LANDING CLIMB GRADIENTS INTRODUCTION This sub-section contains the gross gradients of the approach and Deulked landing climbs in accordance with FAR 25.121 (4) and 25.119 upon which the lending WAT curves in sub-section 5.9 are based. Because a fuel jettisoning system is not installed on the aeroplane, the climbs are also used to determine the take-off WAT curves in sub- section 5.3 in accordance with FAR 25-1001. At a weight equal to the maxinum take-off weight permitted by Figure 5e15 ‘and Figure 5-16 for the altitude end temperature of the departure aerodrome, the gradients shown in Figures 5-40 and 5-41 comply with FAR 25.121 (4) and 25.119 respectively. n Page 103 Section 5CAR approved Doc.No.tS.1.16 FIGURE 5-40 APPROACH CLIMB GRADIENT The gross gradient of climb is shown in Figure 5-40 for varying weight, altitude and air temperature, ASSOCIATED CONDITIONS Engines + One engine operating at full throttle APR off. Cabin pressurisation : All air bleeds off; see note below for effect of engine ice prevention bleed. Wing flaps + O° or 15° ng gear Retracted Airspeed + 0° flap 1.3 Vg 15° flap 1.35 Vg The use of the graph is illustrated by the arroved broken lines. Enter the graph with the air temperature and move up to the altitude line. Proceed horizontally to the weight grid reference line and follow the guide lines to the appropriate weight. Continue to the right to aeet the i flap correction grid reference line and follow the guide line if necessary om to the appropriate flap setting. Then read the gradient from the right hand scale, NOTE: To obtain the effect of the engine ice prevention bleed on the climb gradient, add 20°C to the actual air temperature before entering the graphs. Page 104 Section 5 1sa CAA Approved Doc. No. H-S.1.16 APPROACH CLIMB GRADIENT. Con. Nos ‘Obtain the effect prevention blee the actual FLAP_ANGLE) ist ~ DEGREES: = 9456e Page 105 Section § G/2, P/32 Fig. 5-40 GROSS GRADIENT - YCAA approved Doc .No-HS.1-16 FIGURE 5-42 BAULKED LANDING CLIMB GRADIENT ‘The gross gradient of climb is shown in Figure 5-42 for varying Weight, altitude and air temperature. ASSOCIATED CONDITIONS Engines 1 Both engines operating at full throttle APR off. Cabin pressurisation : All air bleeds off; see note below and ice prevention for effect of engine ice prevention bleed. Wing flaps 1 25° or 45° Landing Gear 2 Extended, Airspeed 1 LB Vg The Use of the graph is illustrated by the arrowed broken lines. Enter the graph with the air temperature and move up to the altitude lines. Proceed horizontally to the weight grid reference line and follow the guide lines to the appropriate weight. Continue to the right to meet the flap correction grid reference line and follow the guide line if necessary of to the appropriate flap setting. Then read the gradient from the right hand scale. NOTE: To obtain the effect of the engine ice prevention bleed on the clish gradient, add 10°C to the actual air tenperature before entering the graphs. Page 108 Section 5 13CAA Approved Doc. No. H.$.1.16 BAULKED LANDING CLIMB _G Con. No. to the actual before enterin, o obtain the effe es H{ltce prevention bleed add 10°C air temperature the graph. Page 107 Section 5 G/2, P/32 Fig. 5-41CAA approved ‘Doc.No.HS.1.16 Con.No. SUB-SECTION 5.11. LANDING EISLD LENGTHS INTRODUCTION n The maximum weight for landing distance available (effective runway length) at destination and alternate aerodromes to show compliance with the operating regulations is given in Figure 5-h2, The gross landing @istance measured in performance tests is equal to 6% of that scheduled in Figure 5-12. ‘The maximm weight thus derived will not necessarily be the maximum permissible weight for the landing because the landing WAT curves (see sub-section 5.9) might be critical. Page 109 Section 5¥0214/2 CAA approved Doc. No-HS.1.16 FIGURE 5-42 MAXIMUM LANDING WEIGHT FOR LANDING DISTANCE AVAILABLE The permissible landing weight for given landing distance available is shown in Figure 5-42 for varying aerodrome altitude and wind component. ASSOCIATED CONDITIONS Engines Throttles closed at 50 feet. Wing flaps z 45%. Landing gear | o/s | I Wheel brakes Runvay Air speed Lift dump Extended. Selected after touchdown. Normal system selected. Hard, dry runvay. Vgpp at 50 feet. See Figure 5-38. The arroved broken line illustrates the use of the graph. Enter with the landing distance available and go to the reference line of the wind correction grid and follow the guide lines to the appropriate vind component. From here move horizontally to the appropriate altitude line and thence vertically down to the weight scale. NOTES: 1, cs | The wind grid is factored in such a way that the effect of not more than 50% of headvinds and not less than 150% of tailvinds is obtained. Reported winds may therefore be used directly in the grids but, vhen a landing is to be made into a headvind greater than 40 knots, the performance appropriate to a headvind of not more than 40 knots is to be obtained from the graph. Figure 5-42 is based on ISA temperature conditions as required by the operating regulations. For information, landing distance is increased by about 3% for every 10°C increase in temperature. Page 110 Section 5¥0404 | ! I | c/s | ' { CAA approved Doc. No.HS.1.16 FIGURE 5-42 MAXIMUM LANDING WEIGHT FOR LANDING DISTANCE AVAILABLE (Cont‘d) Figure 5-43 gives the effect on landing distance of a very slippery surface having a braking coefficient of friction of 0.05. Enter Figure 5-43 with the landing distance available and follow the guide lines to read the equivalent dry runvay distance available on the right. Use this equivalent distance instead of the landing distance available in Figure 5-42 to obtain a landing veight for a slippery runvay, vith or vithout the use of lift dump. It is assumed that one engine is shut down after touchdown to assist deceleration. Figure 5-43 is valid for runvays vith approximately zero gradient and vith no tailvind. Landing downhill or vith a tailvind on a slippery runvay should be avoided if possible. The Limiting combinations of wind and gradient for which Fig.5-43 is valid are shown on Fig.5-43A. Combinations of wind and gradient lying in the shaded area are not permitted. No reduction in stopping distance is credited for the use of reverse thrust and it is assumed that vhen thrust reverse is not being usedone engine is shut down after ‘touchdown to assist deceleration. If 25° flap is used for emergency overveight landing, reduce the landing distance available by 10% before entering Fig.5-42. For a landing with flaps up, reduce the landing distance available by 30% before entering Fig.5-42. Page 110A Section 5FAA approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 26 ISSUE: 1 Approved: May 2, 2005 REASON FOR ISSUE: Provide Operational Factor Adjustments for Landing Distance. NOTE: This Temporary Revision provides additional information. ACTION: Insert this page 1 of 2 immediately following Page 110A of Sub-Section 5.11, LANDING FIELD LENGTHS. Page 2 of 2 will face Page 111. SECTION 5 - PERFORMANCE ‘SUB-SECTION 5.11 - LANDING FIELD LENGTHS: MAXIMUM LANDING WEIGHT FOR LANDING DISTANCE AVAILABLE Read the following information immediately following the last step on Page 110A: The current maximum landing weight information, Fig. 5-42, is based on 60% runway utilization. The Operational Factor Adjustment for Landing Distance chart (which follows on Page 2 of 2) provides a convenient method of determining maximum landing weight for landing distance available based on other operational factor requirements; 100% or 80% runway utilization. Instructions for Use of the Charts: = ‘The arrowed broken lines illustrate the use of the charts. To Determine Maximum Landing | for Landing Distance Available for Other . copii ierdoafaa S, dnelneiioae winib oust available and move up to the reference line of the desired operational factor. Then move to the left scale to read the equivalent landing distance. pees Fees Bae eae ape a er exer eager i i i ise esa BLE landing distance available shah oie pti requirement selected (100% or 80% runway P Approval Date: FLMOS. crnennnnnce Page 1 of 2FAA approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 26 (continued) Operational Factor Adjustments for Landing DistanceR HS. 1.16 CAA approved Do Con.No. _-MAXIMUM LANDING WEIGHT FOR LANDING DISTANCE AVAILABLE T LANDING WEIGHTS OBTAINED FROM THIS GRAPH COMPLY WITH THE REQUIREMENTS OF FAR.IZ2LI95. 6 FOR DESTINATION AIRPORT AND FAR.I21L197, FOR ALTERNATE AIRPORT WITHOUT THE ADDITION OF ANY FACTORS. “REPORTED WIN COMPONENT =, KNC Tor energency overweight landing, reduce snding distance available ny, 178 before entering FAR: i - fr Page 111 Section 5 6/2 Fig. 5-42CAR approved Doc.tio.iS.1. 16 EFFECT OF A SLIPPERY RUNWAY ON LANDING DISTANCE AVAILABLE a185F Fig. 5-43 Page 112 Section 5 6/50213/1 UPHILL RUNWAY GRADIENT ~ % DOWNHILL 9196 CAA approved Doc. No. HS.1,16 WIND & GRADIENT RESTRICTIONS FOR LANDING ON SLIPPERY RUNWAY 0 10 TAIL WIND HEAD WIND REPORTED WIND COMPONENT ~ KT Page 112A Section 5 G/8 Fig. 5-434 ‘AERODROME ‘ALTITUDERA Approved Doc. No. HS.1.16 SUB-SECTION 5-12 rar ‘This sub-section of the flight manual gives additional performance data as guidance material. Page 113 Section 5CAA Approved Doc. No. HS.1.16 MAXIMUM CONTINUOUS RATING Figures 5-44 to 5-47 FINAL TAKE-OFF AND EN-ROUTE CLIMB CONDITIONS Maximum continuous rating N;% values corresponding to the thrust level used to calculate aircraft performance are shown in Figures 5-44 to 5-47. N,B values obtained using the recommended ITT procedure should not be less than the values quoted. ASSOCIATED CONDITIONS Final take-off climb cabin pressurisation: All bleeds off Airspeed: Final take-off climb speed (see Figures 5-13 and 5-14) Page 114 section 5 En-route climb Pull cabin bleed from one engine En-route climb (see Figure 5-36 or Figure 4-2).CAA Approved Doc. No. MAXIMUM CONTINUOUS RATING Ni FINAL_TAKE-OFF CLIMB CONDITIONS 9472 (8) 3 Page 115 Section § 6/4, P/32 ‘ Fig. 5-44CAA Approved Doc. No. 4,S.2-16 MAXIMUM CONTINUOUS RATING Ni 9473 Page 116 Section 7 ge 116 Section 5 G/4, P/32 ps) gas 2B9474 (A) CAA Approved Doc. No. H.S.1.16 MAXIMUM CONTINUOUS Aone Ni EN-ROUTE CLI DITIOL Page 117 Section § P/32 Con. xe. Fig. 5-46CAA Approved Doc. No. H.S.1-16 MAXIMUM CONTINUOUS RATING Ni N-ROUT! ONDITION ENGINE ANTI-ICE ON 15000: sf 2 oe: ee 425000! 2000¢ 9475 (A) Page 118 Section 5/32 ee 2CAA approved Doc. No. HS.1.16 Con.No.. FIGURE $~a8 UNFACTORED LANDING DISTANCE REQUIRED Figure 5-48 shows the gross (unfactored) landing distance required from 50 feet to stop on a dry, wet or slippery surface. The gross landing distance on a dry runway is 60% of the distance used in sub-section 5.11. The associated conditions are the same as those given for landing field length in sub-section 5.11. It is recommended that landing weights should be obtained from sub section 5.11 whenever possible. However, there may be occasions where runway length available is too short to allow operation to F.A-R. Part 121 standards and where a lower standard of safety is acceptable to the operator and to the Airworthiness Authority. Figure 5-48 shows the shortest practicable landing distance; in order to achieve this distance it is necessary to touch down within 800 feet of the threshold and to select lift dump and apply full braking very rapidly. In using this information obtain the landing distance required for the intended landing weight and compare it with the runway length available. is then necessary to decide whether the safety margin is adequate, taking into account the weather and the possible consequence of an overrun or of an undershoot caused by attempts to touch down early. rt The arrowed broken line illustrates the use of the graph. Enter with landing weight and go up to the altitude. Move to the right from here to the reference line of the wind correction grid. Follow the guide lines to the appropriate wind component and thence to the reference line of the runway condition correction grid. If the runway is not dry follow the guide lines to the appropriate condition and read the unfactored landing distance required on the right hand scale. NOTES: 1 The wind grid is factored in such a way that the effect of not more than 50% of headwinds and not less than 150% of tailwinds is obtained. Reported winds may therefore be used directly in the grids, but when a landing is to be made into a headwind greater than 40 kmots the performance appropriate to a headwind of not more than 40 knots is to be obtained from the graph. 2 Figure 5-48 is based on ISA temperature conditions as required by the operating regulations. For information, landing distance is increased by about 3% for 10°C increase in temperature. 1 Page 119 section 5 G/UMEACTORED, LANDING. DISTANCE REQUIRED proved Doc Ho. HS.1.16 ‘SLIPPERY RUNWAY} SIS0F (A) Fig. 5-48 Section § G/7 rR