METRO III ICAO ANNEX 8 PART A – INTRODUCTION CONTENTS ITEM
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Introduction .........................................................................................................................................4A-1 Operating Weight Limitations ..............................................................................................................4A-2 Definitions ...........................................................................................................................................4A-4 Technique ...........................................................................................................................................4A-6 Engine Power Settings ...............................................................................................................4A-6 Distance to Accelerate to V1 and Stop B.F. Goodrich Single Rotor Brakes ................................................................................... 4A-6 Goodyear Aerospace Dual Rotor Brakes .......................................................................... 4A-6 Single Engine Takeoff Distance to 35 Foot Height .................................................................... 4A-7 Second Segment Climb and Acceleration .................................................................................. 4A-7 Landing Distance Over 50 Foot Height B.F. Goodrich Single Rotor Brakes ................................................................................... 4A-7 Goodyear Aerospace Dual Rotor Brakes .......................................................................... 4A-7
FAA APPROVED: MAY 22/89
PERFORMANCE
4A-i 4MC
METRO III ICAO ANNEX 8
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4A-ii 4MC
PERFORMANCE
MANUFACTURER'S DATA ISSUED: MAY 22/89
METRO III ICAO ANNEX 8 INTRODUCTION This section has been sub-divided into tabbed parts in order to assist the operator in solving his performance problems, particularly those associated with takeoff and landing distances and permissible operating weights. Note that some runway performance is affected by the type of brakes installed. In those cases, appropriate charts are presented for both B.F. Goodrich Single Rotor Brakes (P/N 2-1203-3) and Goodyear Aerospace Dual Rotor Brakes (P/N 5007396). In order to achieve a better balance between the accelerate to V1 and stop distances and the single engine takeoff distances to 35 foot height, separate takeoff speed schedules are presented in Part E, Takeoff Performance – Wet, for each type of brakes installed. A common takeoff speed schedule for both types of brakes is presented in Parts C and D, Takeoff Performance – Dry. Be sure to use the chart(s) applicable to the brakes installed on your aircraft. The performance information in this section has been FAA approved. Part B provides standard reference data which affect all weights. Parts C, D, and E show takeoff performance data separated into three parts by power setting to be used. Part F provides data regarding en route climb performance. Part G provides data for landing performance determination. Part H provides data to be considered when encumbered by ice accumulations on unprotected surfaces of the airplane. Typically, sufficient information is provided on each chart to acquaint the user with the conditions and procedures upon which the data are based. Examples and chase-around arrows are provided on the charts when appropriate. Note that reference lines are provided on the charts when weight, wind, or runway slope affect the answers obtained from the charts. The wind and runway slope reference lines are always at zero. In most cases, the weight reference line is at the maximum takeoff or landing weight. However, on Figures 4C-6, 4C-9, 4D-6, 4D-9, 4E-7, 4E-8, and 4E-11, the reference lines are at 13,000, 13,000, 13,000, 12,500, 13,000, 13,000, and 12,500 pounds respectively in order to present all of the required information on a single page. All performance information in this section that is dependent upon engine power includes the effects of temperature, altitude, engine accessory loads, and installation losses. OAT’s noted in performance charts are true temperatures (indicated OAT’s corrected for the ram rise and position error given in Figure 4B-2). IOAT’s obtained when parked or taxiing may not be accurate, particularly when operating from surfaces which have strong radiation characteristics. Wind effect lines on takeoff and landing distance charts account for 150% of reported tailwinds and 50% of reported headwinds. Therefore, those charts may be entered using reported headwind or tailwind velocity.
FAA APPROVED: MAY 22/89 REVISED: OCT 17/94
PERFORMANCE
4A-1 4MC
METRO III ICAO ANNEX 8 INTRODUCTION (continued) The generator loads shown in Associated Conditions tables are total loads being used by aircraft systems. Performance degradations due to generator loads have been included in appropriate figures and are assumed to be shared equally when both engines are operating and by the operating engine when one has failed. The effects of reduced power due to bleed air extraction for operation of pressurization and anti-ice systems have been included where applicable. The operating status of the bleed air systems is noted on the appropriate charts. The takeoff power check charts may be used to verify minimum engine power output equivalent to that used in preparation of the performance charts. The torque setting on the Takeoff Power Check Charts must be available without exceeding the 650oC EGT limit.
OPERATING WEIGHT LIMITATIONS The Operating Weight Limitations from Section 1 are repeated below: 1.
The maximum takeoff weight may not exceed the lower of the following: a.
The weight at which the single engine takeoff climb requirements are met, Figure 4C-2 (Dry, Bleed Air On), 4D-2 (Dry, Bleed Air Off), or 5E-2 (Wet).
b.
The weight at which the accelerate-stop distance (Figure 4C-4 or 4C-5, 4D-4 or 4D-5, or 4E-5 or 4E-6) or the single engine takeoff distance (Figure 4C-6, 4D-6, or 4E-7 or 4E-8) whichever is longer, equals the available runway length.
c.
If B.F. Goodrich P/N 021-335-1 main wheel tires are installed, the weight at which the ground speed at takeoff is equal to the tire ground speed limit (Figure 4B-16).
NOTE For all other approved tires, the corresponding tire ground speed limits will not be exceeded if the aircraft is operated in accordance with the maximum takeoff weight limitation charts (Figure 4C-2, 4D-2, or 4E-2).
4A-2 4MC
PERFORMANCE
FAA APPROVED: MAY 22/89
METRO III ICAO ANNEX 8 OPERATING WEIGHTS (continued) 2.
The maximum landing weight may not exceed the lower of the following: a.
The weight at which the single engine approach and balked landing climb requirements are met (Figure 4G-1 or 4G-2).
b.
The weight at which the landing distance (Figure 4G-4 or 4G-5) equals the landing runway length.
c.
The weight at which the landing brake energy limit for the B.F. Goodrich brakes (if installed) is reached (Figure 4G-6). NOTE • The operating rules may require the use of factored landing distances in determining the minimum runway lengths required. The distances shown in Figures 4G-4 and 4G-5 are not factored. • Do not exceed performance weight limitations shown in this section nor structural weight limitations shown in Section 1 and repeated below: * Max Ramp Weight .............. 14,600 pounds (6620 kg) * Max Takeoff Weight ............ 14,500 pounds (6580 kg) Max Landing Weight ........... 14,000 pounds (6350 kg)
*Applies to S/N AC-514 and subsequent or previous aircraft with Service Bulletin 11-001 incorporated. If Service Bulletin 11-001 has not been incorporated the maximum ramp weight is 14,100 pounds (6400 kg) and the maximum certificated takeoff weight of 14,000 pounds (6350 kg) must be observed.
FAA APPROVED: MAY 22/89 REVISED: OCT 17/94
PERFORMANCE
4A-3 4MC
METRO III ICAO ANNEX 8 DEFINITIONS PRESSURE ALTITUDE
Altitude determined with the altimeter set at 29.92 Inches Hg (1013.2 millibars). Assumes no instrument error.
ISA
International Standard Atmosphere (15oC at sea level with approximately 2oC per 1,000 feet lapse rate).
IOAT
Indicated outside air temperature. Assumes no instrument error.
KIAS
Indicated airspeed in knots. Assumes no instrument error.
KCAS
Calibrated airspeed in knots. Indicated airspeed corrected for position error.
KTAS
True airspeed in knots.
EGT
Exhaust Gas Temperature. The single red line (SRL) computer is assumed to be operating except as noted on the charts.
REFERENCE EGT
Reference EGT is the EGT obtained when the required engine torque is set in accordance with the appropriate takeoff power check chart and must not exceed 650oC.
DRY POWER
Normal engine power without alcohol water injection.
WET POWER
Engine power with alcohol water injection.
TAKEOFF POWER
Defined as the power available at reference EGT or 100% torque (3,301 foot-pounds, 4475.6 Nm) dry, or 110% torque (3,631 foot-pounds, 4923.0 Nm), wet, whichever occurs first, at 100% RPM, including ram air effects.
MAXIMUM CONTINUOUS POWER
Defined as the power available at reference EGT or 100% torque (3,301 foot pounds, 4475.6 Nm), whichever occurs first, at 100% RPM and without CAWI.
4A-4 4MC
PERFORMANCE
FAA APPROVED: MAY 22/89
METRO III ICAO ANNEX 8 DEFINITIONS (continued) TAKEOFF WEIGHT
Aircraft gross weight at brake release when beginning takeoff roll.
VMCA
Minimum control speed in flight. Assumes one engine in negative torque sensing (NTS) mode and the other engine at takeoff power.
VSO
Stall speed in the landing configuration.
VS1
Stall speed in a specified configuration.
V1
Takeoff Decision Speed in knots. V1 is the airspeed on the ground at which, as a result of engine failure or other reasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff.
VR
Rotate speed. Rotation is initiated at speeds scheduled in this section.
V2
Takeoff safety speed at 35 foot height with one engine inoperative.
V50
Takeoff speed at 50 foot height with both engines operating.
SINGLE ENGINE TAKEOFF FLIGHT PATH DISTANCE TO 35 FEET
The distance required to accelerate on the runway, experience failure of one engine at or just before V1, recognize the failure at V1, rotate at VR, continue the takeoff with the remaining engine, and achieve 35 feet above the runway surface at V2.
NET CLIMB GRADIENT
Demonstrated climb gradient minus 0.8%.
FAA FAA APPROVED: APPROVED: MAY MAY 22/89 22/89 REVISED: OCT 17/94
PERFORMANCE
4A-5 4MC
METRO III ICAO ANNEX 8 TECHNIQUE The takeoff and landing performance presented in this section is based on flight tests which were conducted as follows. The user should obtain equal performance by following the same procedures.
ENGINE POWER SETTINGS Before brakes were released for takeoff performance tests, engine power was set to the torque values determined from the appropriate Takeoff Power Check Chart (Dry – Bleed Air On or Off, or Wet). Those check charts are provided in Parts C, D or E, respectively. Note that when torque limited, static torque was set at 97% (Dry) or 107% (Wet) to avoid exceeding torque limits during the takeoff roll. Power settings were not changed after brake release until after either achieving 400 feet for continued takeoff, or V1 for aborted takeoffs. Torque increases due to ram rise, up to the torque limit, were accepted. DISTANCE TO ACCELERATE TO V1 AND STOP – B.F. GOODRICH SINGLE ROTOR BRAKES Prior to brake release, takeoff power was set according to the appropriate Takeoff Power Check Chart. When power was stabilized, the brakes were released and the aircraft was allowed to accelerate. The engine failure, which occurred just prior to V1, was recognized at the takeoff decision speed, V1, and the power levers were retarded to ground idle. Maximum braking was then applied. Nose wheel steering was not used to assist in directional control but may be used as desired. Reverse power was not used; however, shorter distances should be obtained by use of reverse power as directional control permits.
DISTANCE TO ACCELERATE TO V1 AND STOP – GOODYEAR AEROSPACE DUAL ROTOR BRAKES Prior to brake release, takeoff power was set according to the appropriate Takeoff Power Check Chart. When power was stabilized, the brakes were released and the aircraft was allowed to accelerate. The engine failure, which occurred just prior to V1, was recognized at the takeoff decision speed, V1, and the power levers were retarded to flight idle. Maximum braking was then applied and the power levers were retarded to ground idle. Nose wheel steering was not used to assist in directional control but may be used as desired. Reverse power was not used; however, shorter distances should be obtained by use of reverse power as directional control permits.
4A-6 4MC
PERFORMANCE
FAA APPROVED: MAY 22/89
METRO III ICAO ANNEX 8 TECHNIQUE (continued) SINGLE ENGINE TAKEOFF DISTANCE TO 35 FOOT HEIGHT Prior to brake release, takeoff power was set according to the appropriate Takeoff Power Check Chart. When power was stabilized, the brakes were released and the aircraft was allowed to accelerate. The engine failure was recognized at V1 and acceleration on the ground was continued to VR. At VR, the aircraft was rotated at a normal rotation rate (approximately 3o per second) and an accelerating climb was continued to 35 foot height. The landing gear was retracted after the aircraft was clear of the ground. Nose wheel steering was not used during the takeoff roll but may be used as desired. Primary controls were used to control direction and wings level attitude after takeoff. Trim and engine power settings were not changed during this phase.
SECOND SEGMENT CLIMB AND ACCELERATION During the single engine, continued takeoff tests, the propeller on the failed engine was allowed to windmill in the NTS mode until after reaching 400 feet above the runway. The acceleration distances at 400 feet are conservatively based on windmilling drag continuing to be present until after the flaps were retracted. Feathering the propeller on the inoperative engine as soon as feasible should result in higher climb gradients and shorter distances than presented in the following charts. Flaps were not retracted until reaching V2 plus 5 KIAS during the level flight acceleration to VYSE. Aircraft trim was adjusted as required during this phase. Engine power remained as set prior to brake release until achieving VYSE. Then MCP was set. Note that when torque limited at takeoff, ram rise during the 400 foot acceleration phase might increase set power to above the torque limit. In such cases, the power lever(s) should be adjusted to stay within maximum takeoff power limits.
LANDING DISTANCE OVER 50 FOOT HEIGHT – B.F. GOODRICH SINGLE ROTOR BRAKES A single engine flight idle power approach was made at 1.3 VS0 with gear and flaps down. The landing was made with minimum flare. After touchdown, the power lever of the operating engine was retarded to ground idle and maximum braking was used until the aircraft came to a complete stop. The propeller on the inoperative engine was feathered during the entire approach and landing. Reverse power was not used. Shorter landing distances may be obtained by using reverse power. Nose wheel steering was not used during the tests but may be used as desired.
LANDING DISTANCE OVER 50 FOOT HEIGHT – GOODYEAR AEROSPACE DUAL ROTOR BRAKES Power on both engines was set to maintain a stabilized 3o approach at the approach speed with gear and flaps down. At 50 feet above the runway, the power was reduced to flight idle and the aircraft was landed with minimum flare. After touchdown, both power levers were retarded to ground idle and maximum braking was used until the aircraft came to a complete stop. Reverse power was not used. Shorter landing distances may be obtained by using reverse power. Nose wheel steering was not used during the tests but may be used as desired.
FAA APPROVED: MAY 22/89 REVISED: OCT 17/94
PERFORMANCE
4A-7 4MC
METRO III ICAO ANNEX 8
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4A-8 4MC
PERFORMANCE
FAA MANUFACTURER'S APPROVED: MAYDATA 22/89 ISSUED: MAY 22/89