atpl performanace graphs and mass and balance

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Beispielberechnungen

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© 2011 Civil Aviation Training · ATPL(A) · Mass and Balance · V5.0-ts Seite 124


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CAP 696

CAA JAR-FCL Examinations

Mass and Balance Manual (Aeroplanes)

Third Edition July 2006

www.caa.co.uk

Safety Regulation Group


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www.caa.co.uk

CAP 696


Mass and Balance Manual (Aeroplanes)




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CAP 696 CAA JAR-FCL Examinations - Mass and Balance Manual (Aeroplanes)

© Civil Aviation Authority 2006

All rights reserved. Copies of this publication may be reproduced as training material for students, foruse within a company or organisation, or for personal use, but may not otherwise be reproduced forpublication or for commercial gain.

To use or reference CAA publications for any other purpose, please contact the CAA at the addressbelow for formal agreement.

ISBN 0 11790 389 2

First published August 1999Second edition June 2001Third edition July 2006

Enquiries regarding the content of this publication should be addressed to:Personnel Licensing Department, Safety Regulation Group, Civil Aviation Authority, Aviation House,Gatwick Airport South, West Sussex, RH6 0YR.

The latest version of this document is available in electronic format at www.caa.co.uk, where you mayalso register for e-mail notification of amendments.

Published by TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority.

Printed copy available from:TSO, PO Box 29, Norwich NR3 1GN www.tso.co.uk/bookshopTelephone orders/General enquiries: 0870 600 5522 E-mail: [email protected] orders: 0870 600 5533 Textphone: 0870 240 3701


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Section Page Date Section Page Date

Page iii

iii July 2006

iv July 2006v July 2006

vi July 2006

Revision History 1 July 2006


Section 1 1 July 2006




























July 2006

List of Effective Pages


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INTENTIONALLY LEFT BLANK

Page iv


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Page v

List of Effective Pages iii

Revision History 1

Section 1 General Notes

Introduction 1

Aircraft Description 1

Layout of Data Sheets 2Definitions 2

Conversions 4

Standard Mass Values 5

Section 2 Data for Single-Engine Piston Aeroplane (SEP1)

Aeroplane Description and Data 1

Procedure for Mass and Balance Calculation 3

Section 3 Data for Light Twin-Engine Piston Aeroplane (MEP1)

Aeroplane Description and Data 1

Configuration Options 1

Procedure for Mass and Balance Calculations 2

Section 4 Data for Medium-Range Twin Jet (MRJT1)


Aircraft Data Constants 1

Mass and Balance Limitations 2

Fuel Data 3

Passenger and Personnel Data 4

Cargo Data 5

Mass and Balance Calculations 6

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Page vi


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Revision History Page 1

Revision History

1st Edition August 1999CAP 696, CAA JAR-FCL Examinations Loading Manual, was produced to support training andexaminations in JAR-FCL Subject 031 - Mass and Balance for Aeroplanes.

2nd Edition June 2001The manual was reissued to incorporate CAA House Style.

3rd Edition July 2006This edition has been retitled and upgraded with digitised graphics. Definitions and conver-sions have been rationalised and known errors have been corrected.

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Section 1 - General Notes Page 1


1 Introduction

1.1 The data sheets in this manual are produced to support training and examinations inJAR-FCL Subject 031 - Mass and Balance for Aeroplanes.

1.2 The data contained within these sheets are for training and examination purposesonly . The data must not be used for any other purpose and, specifically, are not tobe used for the purpose of planning activities associated with the operation ofany aeroplane in use now or in the future .

2 Aircraft Description

2.1 The aeroplanes used in these data sheets are of generic types related to the classesof aeroplane on which the appropriate examinations are based.

2.2 Candidates must select the correct class of aeroplane for the question beingattempted.

2.3 The same set of generic aeroplanes will be utilised in the following subjects:

031 - Mass and Balance - Aeroplanes

• 032 - Performance - Aeroplanes

• 033 - Flight Planning and Monitoring - Aeroplanes

Generic Aeroplanes

Single-Engine Piston certificated under CS 23 (Light Aeroplanes)

Performance Class B SEP1

Multi-Engine Piston certificated under CS 23 (Light Aeroplanes)Performance Class B MEP1

Medium-Range Jet Transport certificated under CS 25 (Large Aeroplanes)

Performance Class A MRJT1

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3 Layout of Data Sheets

3.1 Each set of data sheets will consist of an introduction that will contain some pertinentinformation relating to the aircraft and the subject being examined. This data willinclude (but not be limited to) a list of abbreviations and some conversion factors.

3.2 This will be followed by a selection of graphs and/or tables that will provide coveragesuitable for the syllabus to be examined. A worked example will accompany eachgraph/table and will demonstrate typical usage.

4 Definitions

Definitions given in italics are not given in ICAO, or JAA or EASA documentation butare in common use.

4.1 Mass Definitions:

Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard itemssuch as: unusable fuel and other unusablefluids; lubricating oil in engine and auxiliaryunits; fire extinguishers; pyrotechnics;emergency oxygen equipment; supplementaryelectronic equipment.

Dry Operating Mass (DOM) is the total mass of the aeroplane ready for aspecific type of operation excluding usable fueland traffic load. The mass includes items suchas:

i) Crew and crew baggage.ii) Catering and removable passenger serviceequipment.

iii) Potable water and lavatory chemicals.iv) Food and beverages.

Maximum Structural Landing Mass(MSLM)

the maximum permissible total aeroplane masson landing in normal circumstances.

Maximum Structural Take-Off Mass(MSTOM)

the maximum permissible total aeroplane massat the start of the take-off run.

Maximum Structural Taxi Mass is the structural limitation of the mass of theaeroplane at commencement of taxi.

Maximum Zero Fuel Mass (MZFM) is the maximum permissible mass of anaeroplane with no usable fuel.

Operating Mass (OM) is the DOM plus fuel but without traffic load.

Performance Limited Landing Mass(PLLM)

is the mass subject to the landing aerodromelimitations.

Performance Limited Take-Off Mass(PLTOM)

is the take-off mass subject to departureaerodrome limitations.

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4.2 Other Definitions

Regulated Landing Mass (RLM) is the lowest of the ’performance limited’landing mass and ’structural limited’ landingmass.

Regulated Take-Off Mass (RTOM) is the lowest of the ’performance limited’ TOM

and ’structural limited’ TOM.

Take-Off Mass (TOM) is the mass of the aeroplane includingeverything and everyone contained within it atthe start of the take-off run.

Taxi Mass is the mass of the aeroplane at the start of thetaxi (at departure from the loading gate).Sometimes referred to as Ramp Mass.

Traffic Load is the total mass of passengers, baggage andcargo, including any ’non-revenue’ load.

Useful Load is the total mass of the passengers, baggageand cargo, including any non-revenue load andusable fuel.It is the difference between the Dry OperatingMass and the Take-Off Mass.

Zero Fuel Mass (ZFM) is DOM plus traffic load but excluding fuel.

Balance Arm (BA) is the distance from the datum to the centre ofgravity of a mass.

Centre of Gravity (CG) is that point through which the force of gravity issaid to act on a mass.

Datum (relative to an aeroplane) is that point on thelongitudinal axis (or extension thereof) fromwhich the centres of gravities of all masses arereferenced.

Dry Operating Index (DOI) is the index for the position of the centre ofgravity at Dry Operating Mass.

Loading Index (LI) is a non-dimensional figure that is a scaleddown value of a moment. It is used to simplifymass and balance calculations.

Moment is the product of the mass and the balance arm

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5 Conversions

All conversions are taken from ICAO Annex 5.

5.1 Mass Conversions

Pounds (lb) to Kilograms (kg) lb x 0.454

Kilograms (kg) to Pounds (lb) kg x 2.205

5.2 Volumes (Liquid)

Imperial Gallons to Litres (l) Imp. Gall x 4.546

US Gallons to Litres (l) US Gall x 3.785

5.3 Lengths

Feet (ft) to Metres (m) ft x 0.305

5.4 Distances

Nautical mile (NM) to metres (m) NM x 1852.0

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6 Standard Mass Values

NOTE: The masses above are subject to change. Candidates should thereforeregard these as accurate for examination purposes only. For operationalpurposes refer to JAR-OPS 1.

Mass Values for Passengers: 20 Passenger Seats or more

Passenger seats20 or more 30 or more

Male Female All Adult

All flights except holiday charters 88 kg 70 kg 84 kg

Holiday charters 83 kg 69 kg 76 kg

Children 35 kg 35 kg 35 kg

Mass Values for Passengers: 19 Passenger Seats or less

Passenger seats 1-5 6-9 10-19

Male 104 kg 96 kg 92 kg

Female 86 kg 78 kg 74 kg

Children 35 kg 35 kg 35 kg

Mass Values for Baggage: 20 Passenger Seats or more

Type of Flight Baggage Standard Mass

Domestic 11 kg

Within the European Region 13 kg

Intercontinental 15 kg

All other 13 kg

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Section 2 - SEP1 Page 1

Section 2 Data for Single-Engine Piston Aeroplane(SEP1)

1 Aeroplane Description and Data

• Monoplane

• Single reciprocating engine

• Propeller - constant speed

• Retractable undercarriage

• Performance Class B

Reference datum 39.00 inches forward of firewall

Centre of Gravity (CG) limits forward limit 74.00 - 80.4 inaft limit 87.7 in

MSTOM 3,650 lbMSLM 3,650 lb

BEM 2,415 lb

BEM CG location 77.7 in

BEM Moment ÷ 100 = 1,876.46 in.lbsLanding Gear retraction/extension does not significantly affect CG position

Floor structure load limit 50 lb per square foot between front and rearspars (includes Baggage Zone A)100 lb per square foot elsewhere (Baggage

Zones B & C)

Figure 2.1 Location Diagram

DATUM

FIREWALL

39.0INS

74.0 INS

80.4 INS

87.7 INS

NOSEWHEEL 3.1 INS AFT OF DATUM

MAIN WHEEL 97.0 INS AFT OF DATUM

FWDLIMIT

AFTLIMIT

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2 Procedure for Mass and Balance Calculation

(Refer to Figure 2.4)

2.1 Record the Basic Empty Mass and moment in the Basic Empty Condition row. Themoment must be divided by 100 to correspond to ‘Useful Mass and Moments table’.

2.2 Record the Mass and corresponding moment for each of the useful load items(except fuel) to be carried in the aeroplane (occupants, baggage).

2.3 Total the Mass column and moment column. The SUB-TOTAL is the Zero FuelCondition

2.4 Determine the Mass and corresponding moment for the fuel loading to be used. Thisfuel loading includes fuel for the flight, plus that required for start, taxi and take-off.Add the Fuel to Zero Fuel Condition to obtain the SUB-TOTAL Ramp Condition.

2.5 Subtract the fuel to be used for start, taxi and run-up to arrive at the SUB-TOTAL Take-off Condition.

2.6 Subtract the Mass and moment of the fuel in the incremental sequence in which it isto be used from the take-off weight and moment. The Zero Fuel Condition, the Take-off Condition and the Landing Condition moments must be within the Centre ofGravity envelope at Figure 2.5.

2.7 If the total moment is less than the minimum moment allowed, useful load itemsmust be shifted aft or forward load items reduced. If the total moment is greater thanthe maximum moment allowed, useful load items must be shifted forward or aft loaditems reduced. If the quantity or location of load items is changed, the calculationsmust be revised and the moments re-checked.

Item Mass Arm (in)Moment

÷ 100

1. Basic Empty Condition

2. Front Seat Occupants 79

3. Third and Fourth Seat PAX 117

4. Baggage Zone ‘A’ 108

5. Fifth And Sixth Seat PAX 152

6. Baggage Zone ‘B’ 150

7. Baggage Zone ‘C’ 180

Sub-total = Zero Fuel Mass

8. Fuel LoadingSub-total = Ramp Mass

9. Subtract Fuel for Start, Taxi and Run Up(see Note)

Sub-total = Take-off Mass

10. Trip Fuel

Sub-total = Landing Mass

NOTE: Fuel for start taxi and run up is normally 13 lb at an average entry of 10 in thecolumn headed Moment (÷ 100)

Figure 2.4 Blank Loading Manifest SEP1

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Figure 2.5 Blank Centre of Gravity Envelope

W E I G H T -

P O U N D S

M O M E N T / 1 0 0

2100

2200

2300

2400

2500

2600

2700

2800

2900

3000

3100

3200

3300

3400

3500

3600

3700

3800

3650

1 5 0 0

1 6 0 0

1 7 0 0

1 8 0 0

1 9 0 0

2 0 0 0

2 1 0 0

2 2 0 0

2 3 0 0

2 4 0 0

2 5 0 0

2 6 0 0

2 7 0 0

2 8 0 0

2 9 0 0 3 0 0 0

3 1 0 0 3 2 0 0 8

7 . 7

70 72 74 76 78 80 82 84 86 88 90

CENTRE OF GRAVITY - INCHES AFT OF DATUM

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Section 3 - MEP1 Page 1

Section 3 Data for Light Twin-Engine PistonAeroplane (MEP1)

1 Aeroplane Description and Data1.1 Description

• Monoplane• Twin reciprocating supercharged engines• Counter- rotating, constant speed propellers• Retractable undercarriage• Performance Class B

Reference datum 78.4 inches forward wing leading edge at inboardedge of inboard fuel tank

CG limits fwd 82.0 inches to 90.8 inches (subject to aeroplane mass)aft 94.6 inches

MSTOM 4,750 lbMSLM 4,513 lbMZFM 4,470 lbBEM 3,210 lbBEM CG location 88.5 inchesBEM Moment ÷ 100 = 2840.9 in.lbsGear retraction/extension does not significantly affect CG positionStructural Floor Loading Limit 120 lb/square foot

2 Configuration Options

2.1 Baggage/Freight Zones

Figure 3.1 Location Diagram

Max Mass ArmZone 1 100 lb 22.5

Zone 2 360 lb 118.5 available only with centre seats removedZone 3 400 lb 157.6 available only with rear seats removedZone 4 100 lb 178.7

78.4 IN

D A T U M

25.3 IN

109.8 IN

FWDLIMIT

AFTLIMIT

94.6 IN82.0 IN

BEM CG ARM88.5 IN

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2.2 Standard Allowances

2.2.1 Fuel relative density - an average mass of 6 lb per US gallon should be used.Passenger and pilot mass - actual mass values should be used.

3 Procedure for Mass and Balance Calculations

See example at Figures 3.2 and 3.3. Figures 3.4 and 3.5 are provided for your use.

a) Enter all mass values in correct locations on table (Figure 3.2/3.4)

b) Calculate moments for each entry

c) Total mass values to obtain zero fuel mass

d) Total moments for zero fuel mass condition

e) Determine arm at zero fuel mass

f) Add total fuel mass and arm

g) Obtain moment for fuel loadh) Add fuel mass and moment to determine ramp mass and moment

i) Deduct start-up, taxi and run-up fuel allowance and correct moment to obtain take-off conditions.

j) Check CG position lies within envelope (chart at Figure 3.3/3.5)

k) Deduct estimated fuel burn to destination

l) Obtain estimated landing mass and moment

m) Check CG position at landing to ensure that it lies within envelope (chart at Figure3.3/3.5)

ITEM Mass(lb)Arm Aft ofDatum (in)

Moment ÷ 100(in.lbs)

Basic Empty Mass 3,210 88.5 2,840.85

Pilot and Front Passenger 340 85.5 290.7Passengers (Centre Seats) orBaggage Zone 2 (360 lb max)

236 118.5 279.66

Passengers (Centre Seats) orBaggage Zone 3 (400 lb max)

340 157.6 535.84

Baggage Zone 1 (100 lb max) 100 22.5 22.5

Baggage Zone 4 (100 lb max) N/A 178.7 NILZero Fuel Mass (4,470 lb max) 4,226 93.9 3969.55

Fuel (123 US gallons Max) 545 93.6 510.12

Ramp Mass (4,773 lb max) 4,771 93.9 4479.67

Fuel Allowance for Start, Taxi Run-up -23 93.6 -21.53

Take-off Mass (4,750 lb max) 4,748 93.9 4458.14

Minus Estimated Fuel Burn-off -450 93.6 -421.2

Landing Mass (4,513 lb max) 4,298 93.9 4036.94

NOTE: Maximum mass values given in this table are for structural limits only.

Figure 3.2 Example Loading Manifest MEP1

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Figure 3.3 Example Centre of Gravity Envelope

2200

2400

2600

2800

3000

3200

3400

3600

3800

4000

4200

440044704513

4600

4750

MSLMMZFM

A F T L I M I T 9 4

. 6

90

92 94

88

86

84

82

MSTOM

82 84 86 88 90 92 94

CG LOCATION (INCHES AFT OF DATUM)

F W D L I

M I T 8 2

A I R C R A F T M A S S -

L B S

TAKE-OFFMASS

LANDINGMASS

ZERO FUELMASS

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ITEM Mass(lbs)Arm Aft OfDatum (in)

Moment ÷ 100(in.lbs)

Basic Empty Mass 3210 88.5

Pilot and Front Passenger 85.5

Passengers (Centre Seats) orBaggage Zone 2 (360 lb Max.)

118.5

Passengers (Rear Seats) orBaggage Zone 3 (400 lb Max.)

157.6

Baggage Zone 1 (100 lb Max.) 22.5

Baggage Zone 4 (100 lb Max.) 178.7

Zero Fuel Mass (4,470 lb Max - Std)

Fuel (123 gal. Max.) 93.6

Ramp Mass (4,773 lb Max)

Fuel Allowance for Start, Taxi, Run-up 93.6

Take-off Mass (4,750 lb Max.)

Minus Estimated Fuel Burn-off 93.6

Landing Mass (4,513 lb Max.)

NOTE: Maximum mass values given in this table are for structural limits only.

Figure 3.4 Blank Loading Manifest

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Figure 3.5 Blank Centre of Gravity Envelope

2200

2400

2600

2800

3000

3200

3400

3600

3800

4000

4200

440044704513

4600

4750

MSLMMZFM

A F T L I M I T 9 4

. 6

90

92 94

88

86

84

82

MSTOM

82 84 86 88 90 92 94

CG LOCATION (INCHES AFT OF DATUM)

F W D L I

M I T 8 2

A I R C R A F T M A S S -

L B S

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Section 4 - MRJT1 Page 1

Section 4 Data for Medium-Range Twin Jet (MRJT1)


• Monoplane• Twin high-bypass gas turbine engines

• Retractable undercarriage

• Certified under FAR 25/CS 25

• Performance Class A

2 Aircraft Data Constants

Figure 4.1 Locations Diagram

Body Station Conversion Balance Arm - in130 to 500 B.S. - 152 in -22 to 348

500A 348 + 22 in 370500B 348 + 44 in 392500C 348 + 66 in 414500D 348 + 88 in 436500E 348 + 110 in 458500F 348 + 132 in 480500G 348 + 152 in 500

540 to 727 B.S. + 0 in 540 to 727

727A 727 + 20 in 747727B 727 + 40 in 767727C 727 + 60 in 787727D 727 + 82 in 809727E 727 + 104 in 831727F 727 + 126 in 853727G 727 + 148 in 875

747 to 1217 B.S. + 148 in 895 to 1,365

Figure 4.2 Table to Convert Body Station to Balance Arm

DA T UM

1 1 8

2

6

1 7 6

-2

2

3

4 8

3

7 0 4 1 4

4 5 8

5

0 0

5

4 0

1 1 2 3

5

8 9 . 5

6

2 7 . 5

7

2 7

7

4 7

7

8 7

8

3 1

8

7 5

8

9 5

1 1 6 4

1 3 6 5

FS

Balance Arm (INS)

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2.1 Datum point 540 inches forward of front spar (FS)

2.2 Landing Gear Retraction/Extension negligible effect from operation of landing gear

2.3 Flap Retraction

2.4 Take-off Horizontal Stabiliser Trim Setting

2.5 Mean Aerodynamic Chord (MAC) 134.5 inches

MAC Leading edge 625.6 inches aft of datum

3 Mass and Balance Limitations

3.1 Mass Limits

3.2 Maximum Structural Taxi Mass 63,060 kgMaximum Structural Take-off Mass 62,800 kgMaximum Structural Landing Mass 54,900 kgMaximum Structural Zero Fuel Mass 51,300 kg

3.3 Centre of Gravity Limits

The centre of gravity for this aeroplane must at all times be within the limitsprescribed by the CG envelope shown in Figure 4.11.

From To Moment Change (kg - inches x 1,000)

5 ° 0 ° -11

15 ° 0 ° -14

30 ° 0 ° -15

40 ° 0 ° -16

Figure 4.3 Effect of Flap Retraction

Figure 4.4 Graph of Trim Units for CG Position

G R E E N

B A N D

4

5

6

3

2

1

0 5 10 15 20 25 30

CENTRE OF GRAVITY % MAC

AEROPLANENOSE DOWN

AEROPLANENOSE UP

STABILISERTRIM UNITS

5.1

5.7

1.1

2.2

F L A P

S 1 5

F L A P S

5

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5 Passenger and Personnel Data

5.1 Maximum Passenger Load 141First Class 15Club/Business 18Economy 108

5.2 Passenger DistributionFigure 4.7 shows the balance arms (in inches) for the distribution of passengers. If thepax load is low, zones B, C and D are the preferred seating areas.

5.3 Passenger Mass

Unless otherwise stated, passenger mass is assumed to be 84 kg (this includes a 6 kgallowance for hand baggage).

5.4 Passenger Baggage

Unless otherwise stated, a baggage allowance of 13 kg may be made per passenger.

5.5 Personnel

Standard Crewing

Figure 4.7 Balance Arms (in)

ZONE NO. PAX B.A.

A 15 284

B 18 386

C 24 505

D 24 641

E 24 777

F 18 896

G 18 998

Figure 4.8 Table of Passenger Zones, Number of Passengers and Balance Arms

No. BA Standard Mass (kg) each

Flight Deck 2 78.0 90

Cabin Staff Forward 2 162.0 90Cabin Staff Aft 1 1,107.0 90

A B C D E F GDATUM

ZONES

284 386 505 641 777 896 9980

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6 Cargo Data

Forward Cargo Compartment (Cargo Hold 1)

BA - in 228 286 343 500

Maximum Compartment Running Load(kg per inch)

13.15 8.47 13.12

Maximum Distribution Load Intensity(kg per ft 2)

68

Maximum Compartment Load (kg) 762 483 2059

Compartment Centroid (BA - in) 257 314.5 421.5

Maximum Total Load (kg) 3305

Fwd Hold Centroid (BA - in) 367.9

Fwd Hold Volume (cu. ft) 607

Aft Cargo Compartment (Cargo Hold 4)

BA - IN 731 940 997 1096

Maximum Compartment Running Load(kg per inch)

14.65 7.26 7.18

Maximum Distribution Load Intensity(kg per ft 2)

68

Maximum Compartment Load (kg) 3,062 414 711

Compartment Centroid (BA - in) 835.5 968.5 1,046.5

Maximum Total Load (kg) 4187

Aft Hold Centroid (BA - in) 884.5

Aft Hold Volume (cu. ft) 766

Figure 4.9 Cargo Compartment Limitations

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7 Mass and Balance Calculations

7.1 Using Loading Manifest (Figure 4.10) and CG limits envelope (Figure 4.11)

a) Enter DOM and balance arm on Figure 4.10.

b) Enter all details of passenger loads and distribution on Figure 4.10.

c) Enter all details of cargo loads and distribution on Figure 4.10.

d) Calculate all moments on Figure 4.10.

e) Add up Items 1 to 11 (inclusive) to obtain the Zero Fuel Mass and ZFM moment onFigure 4.10.

f) Check ZFM does not exceed MZFM.

g) Insert fuel mass and distribution on Figure 4.10.

h) Calculate and insert the fuel moments on Figure 4.10.

i) Determine the taxi mass and moment by adding the fuel values to the ZFM values.

j) Check taxi mass does not exceed structural maximum.

k) Determine the taxi fuel mass and moment values.

l) Determine Take-off Mass and moment by subtracting the values at k) from thoseof i).

m) Check TOM does not exceed the MSTOM or PLTOM.

n) Determine Take-off CG BA and plot on Figure 4.11 to check it is within theenvelope.

o) Determine Take-off stabiliser trim setting (if required).

p) Calculate and insert the Flight Fuel values on Figure 4.10q) Deduct the Flight Fuel values from those at l) to determine the LM values.

r) Check landing mass does not exceed the MSLM or the PLLM.

s) Determine moment at landing mass.

t) Determine CG BA at landing and plot on Figure 4.11 to check that it is within thesafe limits of the envelope.

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Max Permissible Aeroplane Mass Values:

TAXI MASS - ZERO FUEL MASS -

TAKE OFF MASS - LANDING MASS -

ITEM MASS(kg)

B.A. (in) MOMENTkg - in/1,000

CG% MAC

1. DOM

2. PAX Zone A 284

3. PAX Zone B 386

4. PAX Zone C 505

5. PAX Zone D 641

6. PAX Zone E 777

7. PAX Zone F 896

8. PAX Zone G 998

9. Cargo Hold 1 367.9

10. Cargo Hold 4 884.5

11. Additional Items

ZERO FUEL MASS

12. Fuel Tanks 1 and 2

13. Centre Tank

TAXI MASS

Less Taxi Fuel

TAKE OFF MASS

Less Flight Fuel

EST. LANDING MASSFigure 4.10 Loading Manifest - MRJT1

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Figure 4.11 CG Envelope - MRJT1

30000

35000

40000

45000

50000

55000

65000

60000

70000

75000

4 12

CENTRE OF GRAVITY LIMITS % MAC

A E R O P L A N E G R O S S M A S S K G S

16 20 24 28 32

4 12 16 20 24 28 328

8

MTOM 62800 KG

MLM 54900 KG

MZFM 51300 KG

FORWARD CG

LIMIT

AFT CG

LIMIT

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Figure 4.12 Load and Trim Sheet (Blank)

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

8 0

I N D E X

o p e r a t i

o n a l l i m

i t

o p e r

a t i o n

a l l i m i t

6 0

6 3 , 0

0 0 5 5 5 0 4 5 4 0 3 5 3 0

x 1 0 0 0 k g

F O R C R E W

O N L Y : S

T A B

. T R I M U N I T S F O R T . O

. F L A P S 5 O N L Y

1 0

1 2

1 4

1 6

1 8

2 0

2 4

2 2

2 5

2 3

2 1

1 9

1 7

1 5

1 3

1 1

l i m i t L I Z F M

L M C N O T I N C L U D E D

% M A C

1 0

2 0

3 0

4 0

5 0

6 0

7 0

8 0

D R Y O P E R A T I N G I N D E X

D R Y O P E R A T I N G I N D E X :

P A S S E N G E R C O M P A R T M E N T D I V I S I O N

C P T .

2 2 - 2

6

2 1 - 2

3

1 6 - 2

0

1 1 - 1

5

7 - 1

0

4 - 6

1 - 3

R

o w

N o . o

f S e a

t s

1 5

1 8

2 4

2 4

2 4

1 8

1 8

0 a

0 b

0 c

0 d

0 e

0 f

0 g

G r o u p

/ C o c

k p i t C r e w

M A C a t

T O M

. . . . . . . . . . . . . . .

% 1 8

P I T C H 1 0 P a x

P I T C H 1 0 P a x

P I T C H 1 0 P a x

P I T C H 1 0 0 0 k g

P I T C H 1 0 0 0 k g

P I T C H 1 0 P a x

1 0 P a x

1 0 P a x

N O E F F E C T

1 5 2 4 2 4 2 4 1 8 1 8

0 a 0 b 0 c 0 d 0 e 0 f 0 g C p t .

M A S S / N o .

1 4

3 3

0 5

8

4 1

7

F U E L

I N D E X

T O T A L

R E M A R K S

P A X

F

C

Y

D I S T R I B U T I O N M A S S

1

4

0

L A S T M I N U T E C H A N G E S

T O T A L T R A F F I C L O A D

P A S S E N G E R M A S S

T O T A L D r y

O p e r a

t i n g

M a s s

Z E R O F U E L M A S S

T a k e - O

f f F u e l

T A K E - O

F F M A S S

M a x .

M a x .

M a x .

L A N D I N G M A S S

T r i p F u e l

T O T A L L M C

P r e p a r e

d b y :

A p p r o v e

d b y :

D e s

t S p e c i

f i c a t

i o n

C l C p t

p l u s m

i n u s

. 1

. 4

. 0

. 1

. 4

. 0

L O A D L M C ( T o t a l

)

T O F A d j u s

t m e n

t

P A X

P A X

T r B C M T r B C M

N o . o f

M a

F e C h

I n

U N D E R L O A D

b e f o r e

L M C

T o t a l

T r a f

f i c L o a d

A l l o w e d

T r a f

f i c L o a d

A l l o w e d

M a s s

f o r T a k e -

O f f

L o w e s

t o f a

, b , c

N o t e s :

O P E R A T I N G M A S S

T a k e - O

f f F u e l

D R Y O P E R A T I N G M A S S

Z E R O F U E L T A K E - O

F F

L A N D

I N G

a

b

c

M

A X I M U M

M

A S S E S F O R

T R I P

F U E L

A d d r e s s e s

O r i g

i n a t o r

P r e

f i x

F l i g h t

C r e w

D a t e

A L L M A S S E S I N K I L O G R A M S

R e c

h a r g e

D a t e

T i m e

D a t e

R e g

i s t r a t i o n

V e r s

i o n i n

i t i a l s

9

D e s

t .

L o a

d & T r i m

S h e e

t

J A A -

F C L T w

i n J e

t

P a r t

B

P a r t

A

S e c t i o n 3 S e c t i o n 2 S e c t i o n 1

3

4

5

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7.2 Using Load and Trim Sheet

The load/trim sheet (as shown in the example at Figure 4.12) is in two parts.

Part A (to the left) is a loading summary which should be completed as follows:

Section 1 is used to establish the limiting take-off mass; maximum allowable traffic

load; underload before last minute changes (LMC).Section 2 shows the distribution of the traffic load. In this section the following

abbreviations are used:

TR TransitB BaggageC CargoM MailPax PassengersPax F First ClassPax C Club/BusinessPax Y Economy

Section 3 is used to summarise load and cross check that limits have not beenexceeded.

The example shown uses the following data:

Part B is the trim portion

• Using data from the loading summary, start by entering the index for the DOM.

• Move the index in turn (for the mass in each cargo hold) then in accordance withthe passenger distribution.

• Establish the CG % MAC at ZFM and ensure that it lies within the envelope.• Add fuel index correction (from Figure 4.14) to obtain the TOM index and ensure

that the CG lies within the envelope.

• Extract the % MAC value for the CG position at TOM.

DOM 34,300 kg DOI 45.0 MSTOM 62,800 kg

MZFM 51,300 kg MSLM 54,900 kg

Passengers 130

Average Passenger Mass 84 kg

Baggage 130 items at 14 kg per piece (this example only)

Cargo 630 kg

Take-off Fuel Total 14,500 kg

Trip Fuel 8,500 kg

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Figure 4.13 Load and Trim Sheet (Example)

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

8 0

I N D E X

o p e r a t i

o n a l l i m

i t

o p e r

a t i o n a l

l i m i t

6 0

6 3 , 0

0 0 5 5 5 0 4 5 4 0 3 5 3 0

x 1 0 0 0 k g

F O R C R E W

O N L Y : S T A B

. T R I M U N I T S F O R T . O

. F L A P S 5 O N L Y

1 0

1 2

1 4

1 6

1 8

2 0

2 4

2 2

2 5

2 3

2 1

1 9

1 7

1 5

1 3

1 1

l i m i t L I Z F M

L M C N O

T I N C L U D E D

% M A C

1 0

2 0

3 0

4 0

5 0

6 0

7 0

8 0

D R Y O P E R A T I N G I N D E X

D R Y O P E R A T I N G I N D E X :

P A S S E N G E R C O M P A R T M E N T D I V I S I O N

C

P T .

2 2 - 2

6

2 1 - 2

3

1 6 - 2

0

1 1 - 1

5

7 - 1

0

4 - 6

1 - 3

R o w

N o . o f

S e a

t s

1 5

1 8

2 4

2 4

2 4

1 8

1 8

0 a

0 b

0 c

0 d

0 e

0 f

0 g

G r o u p

/ C o c

k p i t C r e w

M A C a t

T O M

. . . . . . . . . . . . . . .

% 1 8

P I T C H 1 0 P a x

P I T C H 1 0 P a x

P I T C H 1 0 P a x

P I T C H 1 0 0 0 k g

P I T C H 1 0 0 0 k g

P I T C H 1 0 P a x

1 0 P a x

1 0 P a x

N O E F F E C T

1 5 2 4 2 4 2 4 1 8 1 8

0 a 0 b 0 c 0 d 0 e 0 f 0 g C p t .

M A S S / N o .

1 4

3 3

0 5

8

4 1

7

F U E L

I N D E X

T O T A L

R E M A R K S

P A X

F

C

Y

D I S T R I B U T I O N M A S S

1

4

0

L A S T M I N U T E C H A N G E S

T O T A L T R A F F I C L O A D

P A S S E N G E R M A S S

T O T A L D r y

O p e r a

t i n g

M a s s

Z E R O F U E L M A S S

T a k e - O

f f F u e l

T A K E - O

F F M A S S

M a x .

M a x .

M a x .

L A N D I N G M A S S

T r i p F u e l

T O T A L L M C

P r e p a r e

d b y :

A p p r o v e

d b y :

D e s

t S p e c i

f i c a t

i o n

C l C p t

p l u s

m

i n u s

. 1

. 4

. 0

. 1

. 4

. 0

L O A D L M C ( T o t a l

)

T O F A d j u s

t m e n

t

P A X

P A X

T r B C M T r B C M

N o . o f

M a

F e

C h

I n

U N D E R L O A D

b e f o r e

L M C

T o t a l

T r a

f f i c

L o a d

A l l o w e d

T r a

f f i c

L o a d

A

l l o w e d

M a s s

f o r T a k e -

O f f

L o w e s

t o f a

, b , c

N o t e s :

O P E R A T I N G M A S S

T a k e - O

f f F u e l

D R Y O P E R A T I N G M A S S

Z E R O F U E L T A K E - O

F F

L A N D

I N G

a

b

c

M A X I M U M

M A S S E S F O R

T R I P

F U E L

A d d r e s s e s

O r i g

i n a t o r

P r e

f i x

F l i g h t

C r e w

D a t e

A L L M A S S E S I N K I L O G R A M S

R e c

h a r g e

D a t e

T i m e

D a t e

R e g

i s t r a t i o n

V e r s

i o n i n

i t i a l s

9

D e s

t .

L o a

d & T r i m

S h e e

t

J A A -

F C L T w

i n J e t

P a r t

B

P a r t

A

S e c t i o n 3 S e c t i o n 2 S e c t i o n 1

3

4

5

Z F M

T O M

3 4 3 0 0

1 4 5 0 0

0 0

8 8

4

0 0

5 1 3

0 0

1 4 5

0 0

6 5 8

0 0

6 2 8

0 0

5 4 9

0 0

8 5

0 0

6 3 4

2

4 5

. 0

0 0

8 8

4

0 0

4 0

1

7 0

3 3

1

6 3 0

L M G

1 8 2 0

6 3 0

1 0 9 2 0

1 8 5 0

6 0 0

6 3 0

1 2 2 0

1 0 9 2 0

2 0

0 9

1

1 3 0

5 0

2 4

7 0

3 3

1 3 4 3

0 0

4 7 6

0 7

5 1 3

0 0

6 2 8

0 0

6 2 1

0 7

1 4 5

0 0

5 4 9

0 0

8 5

0 0

5 3 6

0 7

6

0

0

1

8

5

0

1 4

1 2

2 4 2

4 2 4 1

6 1 6

L M

1 3 0

6 0 0

M Z F M

1 8

. 3

1 2

. 9

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Fuel Mass(kg)

Index Units Fuel Mass(kg)

Index Units

500 -1.0 9,330 -0.3

750 -1.5 9,580 -0.9

1,000 -1.9 9,830 -1.5

1,250 -2.3 10,080 -2.1

1,500 -2.6 10,330 -2.7

1,750 -3.0 10,580 -3.3

2,000 -3.3 10,830 -3.9

2,500 -3.7 11,080 -4.5

3,000 -4.3 11,330 -5.1

3,500 -4.7 11,580 -5.7

4,000 -5.1 11,830 -6.3

4,500 -5.4 12,080 -6.9

5,000 -5.7 12,330 -7.5

5,500 -5.9 12,580 -8.1

6,000 -6.0 12,830 -8.7

6,500 -6.1 13,080 -9.3

7,000 -5.9 13,330 -9.9

7,500 -5.0 13,580 -10.5

7,670 -4.6 13,830 -11.1

7,830 -4.1 14,080 -11.7

8,000 -3.7 14,330 -12.3

8,170 -3.2 14,580 -12.9

8,330 -2.6 14,830 -13.5

8,500 -2.1 15,080 -14.1

8,630 -1.6 15,330 -14.8

8,750 -1.1 15,580 -15.4

8,880 -0.6 15,830 -16.3

9,000 -0.1 16,080 -17.1

tanks 1 and 2 full 9,080 +0.3 centre tank full 16,140 -17.3

Usable fuel quantities in lines = 20 kg (included in the tables).

Interpolation not necessary!

For mass figures not printed in these tables the index of the next higher mass isapplicable.

Figure 4.14 Fuel index correction table

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CAP 698


Aeroplane Performance Manual


www.caa.co.uk



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www.caa.co.uk

CAP 698


Aeroplane Performance Manual




44/304

CAP 698 CAA JAR-FCL Examinations - Aeroplane Performance Manual

© Civil Aviation Authority 2006

All rights reserved. Copies of this publication may be reproduced as training material for students, foruse within a company or organisation, or for personal use, but may not otherwise be reproduced forpublication or for commercial gain.

To use or reference CAA publications for any other purpose, please contact the CAA at the addressbelow for formal agreement.

ISBN 0 11790 653 0

First published August 1999Second edition June 2001

Third edition July 2006Third edition (corrected) September 2006

Enquiries regarding the content of this publication should be addressed to:Personnel Licensing Department, Safety Regulation Group, Civil Aviation Authority, Aviation House,Gatwick Airport South, West Sussex, RH6 0YR.

The latest version of this document is available in electronic format at www.caa.co.uk/publications,where you may also register for e-mail notification of amendments.

Published by TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority.

Printed copy available from:TSO, PO Box 29, Norwich NR3 1GN www.tso.co.uk/bookshopTelephone orders/General enquiries: 0870 600 5522 E-mail: [email protected] orders: 0870 600 5533 Textphone: 0870 240 3701


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Section Page Date Section Page Date

Page iii

iii July 2006 (corr.)

iv July 2006

v July 2006

vi July 2006

Revision History 1 July 2006 (corr.)






Section 2 1 July 2006 (corr.)













Section 3 4 July 2006Section 3 5 July 2006 (corr.)














































Section 4 27 July 2006Section 4 28 July 2006























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List of Effective Pages


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Page iv


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Page v

List of Effective Pages iii

Revision History 1



Layout of Data Sheets 1

Definitions 2Conversions 4

Section 2 Data for Single-Engine Piston Aeroplane (SEP1)

General Considerations 1

Take-Off 1

Take-Off Climb 6

En-Route 8

Landing 9

Section 3 Data for Multi-Engine Piston Aeroplane (MEP1)


Take-Off 1

Take-Off Climb 9

En-route 17

Landing 17

Section 4 Data for Medium-Range Jet Transport (MRJT1)


Take-Off 7

Obstacle Clearance 35

En-route 39

Landing 45

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Page viJuly 2006


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Revision History

1st Edition August 1999

CAP 698, CAA JAR-FCL Examinations Performance Manual, was produced to support trainingand examinations in JAR-FCL Subject 032 - Performance for Aeroplanes.

2nd Edition June 2001

The manual was reissued to incorporate CAA House Style.

3rd Edition July 2006

This edition has been upgraded with digitised graphics. Definitions and conversions have beenrationalised and known errors have been corrected.

3rd Edition (corrected) September 2006

Since the publication of the third edition, some errors and omissions have been identified. Thecorrections are as follows:

The affected pages are identified by the word (corr.) after the page date.

Section/Aircraft Page(s) Correction

2/SEP 1 Text of paragraph 2.1 corrected.

2/SEP 2 Correction to Example and Solution at paragraph 2.2.1.

3/MEP 5/8 Fig 3.2 and 3.4 – associated conditions; 'reaction time'corrected to 'recognition time'.

3/MEP 11 Fig 3.5 – ROC scale; '800' corrected to '500'.

3/MEP 13 Fig 3.6 – Associated conditions; 'Inoperative enginefeathered' added.

3/MEP 21/23 Fig 3.9 and 3.10 – 'obstacle speed' corrected to 'barrierspeed'.

3/MEP 23 Fig 3.10 – speed scale of barrier speed ; '90' changed to'82' and '66' changed to '68'.

4/MRJT 4 Fig 4.1 - At base of graph, 'crosswind component' added.

4/MRJT 41, 42, 43, 44 Figs 4.24, 4.25, 4.26 and 4.27; Max continuous thrust

limit box; 'A/C Auto (High)' corrected to 'A/C OFF'.

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1 Introduction

Important Notice

1.1 The data sheets in this manual are produced to support training and examinations inJAR-FCL Subject 032 - Performance for Aeroplanes.

1.2 The data contained within these sheets are for training and examination purposesonly . The data must not be used for any other purpose and, specifically, are not tobe used for the purpose of planning activities associated with the operation ofany aeroplane in use now or in the future .


2.1 The aeroplanes used in these data sheets are of generic types related to the classesof aeroplane on which the appropriate examinations are based.

2.2 Candidates must select the correct class of aeroplane for the question beingattempted.

2.3 The same set of generic aeroplanes will be utilised in the following subjects:

• 031 - Mass and Balance - Aeroplanes

• 032 - Performance - Aeroplanes

• 033 - Flight Planning and Monitoring - Aeroplanes

3 Layout of Data Sheets

3.1 Each set of data sheets will consist of an introduction that will contain some pertinentinformation relating to the aircraft and the subject being examined. This data willinclude (but is not limited to) a list of abbreviations and some conversion factors.

3.2 This will be followed by a selection of graphs and/or tables that will provide coveragesuitable for the syllabus to be examined. A worked example will accompany eachgraph/table and will demonstrate typical usage.

Generic Aeroplanes

Single-Engine Piston certificated under CS 23 (Light Aeroplanes)

Performance Class B SEP1

Multi-Engine Piston certificated under CS 23 (Light Aeroplanes)

Performance Class B MEP1

Medium-Range Jet Transport certificated under CS 25 (Large Aeroplanes)

Performance Class A MRJT1

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4 Definitions

Definitions given in italics are not given in ICAO, or JAA or EASA documentation butare in common use.

Altitude The altitude shown on the charts is pressurealtitude. This is the height in the InternationalStandard Atmosphere at which the prevailingpressure occurs. It may be obtained bysetting the sub-scale of a pressure altimeterto 1013 hPa (29.92 inches or 760 mm. ofmercury).

Climb Gradient The ratio, in the same units of measurement,expressed as a percentage, as obtained fromthe formula:- Gradient = Change in Height x 100%

Horizontal DistanceElevation The vertical distance of an object above mean

sea level. This may be given in metres or feet.

Gross Height The true height attained at any point in thetake-off flight path using gross climbperformance. Gross height is used forcalculating pressure altitudes for purposes ofobstacle clearance and the height at whichwing flap retraction is initiated.

Gross Performance The average performance that a fleet of

aeroplanes should achieve if satisfactorilymaintained and flown in accordance with thetechniques described in the manual.

Height The vertical distance between the lowest partof the aeroplane and the relevant datum.

International StandardAtmosphere (ISA)

A structure of assumed conditions relating tothe change of pressure, temperature anddensity with height in the atmosphere.

lAS The airspeed is the reading obtained on apitot-static airspeed indicator calibrated to

reflect standard adiabatic compressible flowat mean sea level.

Maximum Structural LandingMass

The maximum permissible total mass of anaeroplane on landing (under normalcircumstances).

Maximum Structural Take-OffMass

The maximum permissible total mass of anaeroplane at the start of the take-off run.

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5 Conversions

The following conversions, based on those in ICAO Annex 5, are satisfactory for usein JAR-FCL examinations in 030 subjects.

5.1 Mass conversions

5.2 Volumes (Liquid)

5.3 Lengths

5.4 Distances

Pounds (lb) to Kilograms (kg) lb x 0.454 = kg

Kilograms (kg) to Pounds (lb) kg x 2.205 = lb

Imperial Gallons to Litres (L) Imp. Gall x 4.546 = Litres

US Gallons to Litres (L) US Gall x 3.785 = Litres

Feet (ft) to Metres (m) Feet x 0.305 = Metres

Nautical mile (NM) to Metres (m) NM x 1852.0 = Metres

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Section 2 Data for Single-Engine Piston Aeroplane(SEP1)

1 General Considerations

1.1 Performance Classification

The specimen aeroplane is a low wing monoplane with retractable undercarriage. Itis powered by a single reciprocating engine and a constant speed propeller.

The aeroplane, which is not certificated under CS/FAR 25, is a land-plane classified inPerformance Class B.

1.2 General Requirements

An operator shall not operate a single-engine aeroplane:

a) At night.

b) In instrument meteorological conditions except under special visual flight rules.

c) Unless surfaces are available which permit a safe forced landing to be executed.

d) Above a cloud layer that extends below the relevant minimum safe altitude.

1.3 Aeroplane Limitations

2 Take-Off

2.1 Requirements

The only take-off requirement for a single engined aeroplane is for the Field Lengthas detailed in paragraph 2.1.1 below. As explained in paragraph 3, there is no take-offclimb requirement.

2.1.1 Field Length Requirements

a) When no stopway or clearway is available the take-off distance when multiplied by1.25 must not exceed TORA.

b) When a stopway and/or clearway is available the take-off distance must:

i) not exceed TORA

ii) when multiplied by 1.3, not exceed ASDA

iii) when multiplied by 1.15, not exceed TODA

Structural Limitations

Maximum Take-Off Mass 3650 lb

Maximum Landing Mass 3650 lb

Maximum Runway Cross Wind 17 kt

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c) If the runway surface is other than dry and paved the following factors must beused when determining the take-off distance in a) or b) above:

d) Take-off distance should be increased by 5% for each 1% upslope. Nofactorisation is permitted for downslope.

NOTE: The same surface and slope correction factors should be used whencalculating TOR or ASD.

2.2 Use of Take-Off Graphs

There are two take-off distance graphs. One with flaps up (Figure 2.1) and the other

with flaps approach (Figure 2.2). These graphs are used in exactly the same manner.2.2.1 Distance Calculation

To determine the take-off distance:

a) Select the graph appropriate to the flap setting.

b) Enter at the OAT. Move vertically up to the aerodrome pressure altitude.

c) From this point, travel horizontally right to the mass reference line. Parallel the gridlines to the take-off mass input.

d) Continue horizontally right to the wind component reference line. Parallel the gridlines to the wind component input.

e) Proceed horizontally right to the obstacle reference line. Continue horizontally rightto read ground roll distance or proceed parallel to the grid lines to read totaldistance to 50ft obstacle (TOD).

f) Factorise for surface and slope.

Surface Type Condition Factor

Grass (on firm soil) Dry x 1.2

up to 20 cm Long Wet x 1.3

Paved Wet x 1.0

Example: Flaps UpAerodrome Pressure AltitudeAmbient TemperatureTake-Off MassWind ComponentRunway SlopeRunway SurfaceRunway Condition

5653 ft+15°C3650 lb10 kt Head1.5% UphillGrassWet

Calculate: Take-Off Distance

Solution:Graphical DistanceSurface FactorSlope Factor

3450 ftx 1.3x 1.075

Take-Off Distance 4821 ft

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Figure 2.1 Take-Off Distance Flaps Up

0

- 1 0

- 2 0

- 3 0

- 4 0

1 0

2 0

3 0

4 0

5 0

6 0

O U T S I D E A I R T E M P E R A T U R E - °

C

M A S S - l

b

3 6 0 0

3 4 0 0

3 2 0 0

3 0 0 0

2 8 0 0

0

1 0

2 0

3 0

W

I N D C O M P O N E N T

k t

O B S T A C L E H E I G H T

f t

0

5 0

0 1 0 0 0

2 0 0 0

3 0 0 0

4 0 0 0

5 0 0 0

6 0 0 0

7 0 0 0

8 0 0 0

D I S T A N C E - f t

1 0 , 0

0 0 8 0 0 0 6 0

0 0 4 0 0

0 2

0 0

0 S L

P R E S

S U R E

A L T I

T U D

E f t

I S A

R E F E R E N C E L I N E



G U I D E

L I N E S

N O T A

P P L I C

A B L E

F O R

I N T E R

M E D I A

T E O B

S T A C L E

H E I G H

T S

T A I L W

I N D H E A

D W I N D

P O W E R

. . . . . . . . . . . . . . . . . . . . . . . . .

M I X T U R E

. . . . . . . . . . . . . . . . . . . . . .

F L A P S

. . . . . . . . . . . . . . . . . . . . . . . . . . .

L A N D I N G G E A R

. . . . . . . . . . .

C O W L F L A P S

. . . . . . . . . . . . . . .

R U N W A Y

. . . . . . . . . . . . . . . . . . . . . . . .

T A K E - O

F F P O W E R S E T

B E F O R E B R A K E R E L E A S E

F U L L R I C H

U P

R E T R A C T A F T E R P O S I T I V E

C L I M B E S T A B L I S H E D

O P E N

P A V E D

, L E V E L , D R Y S U R F A C E

A S S O C I A T E D C O N D I T I O N S

O A T

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

P R E S S U R E A L T I T U D E

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T A K E - O

F F M A S S

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H E A D W I N D C

O M P O N E N T .

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

G R O U N D R O L L

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T O T A L D I S T A N C E O V E R 5 0 f t O B S T A C L E

. . . .

T A K E - O

F F S P E E D A T :

R O T A T I O N

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 0 f t .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 5 ° C

5 6 5 3 f t

3 6 5 0 l b

1 0 k t

1 9 0 0 f t

3 4 5 0 f t

7 3 k t

8 4 k t

E X A M P L E

M A S S

l b

T A K E - O

F F S P E E D k t

R O T A T I O N

5 0 f t

3 6 5 0

3 6 0 0

3 4 0 0

3 2 0 0

3 0 0 0

2 8 0 0

7 3

8 4

7 2

8 3

7 1

8 2

7 0

8 0

6 8

7 8

6 5

7 5

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2.2.2 Mass Calculation

To calculate the field length limited take-off mass it is necessary to apply therequirements of JAR-OPS. Only the take-off distance graph is used but the rightvertical axis is entered with shortest available de-factored distance. The factors to beconsidered are those of slope, surface, condition and regulation.

a) Enter at the ambient temperature. Move vertically to the aerodrome pressurealtitude.

b) From this point, travel horizontally right to the mass reference line. Mark thisposition with a pencil.

c) Enter the right vertical axis with the shortest available de-factored distance at the50ft height. Parallel the grid lines down to the reference line.

d) Now travel horizontally left to the appropriate wind component input. Parallel thegrid lines to the wind component reference line.

e) From this point, draw a horizontal line left through the mass grid.

f) From the position marked in b), above, parallel the grid lines to intersect thehorizontal line from e), above.

g) At the intersection, drop vertically to read the field length limited TOW.

Calculate the Field Length Limited TOW.

Example: Flaps Approach

Aerodrome Pressure AltitudeAmbient TemperatureWind ComponentRunway SlopeRunway Surface

Runway Condition

5653 ft+15°C10 kt Head2% UphillGrass

DryTORA 4250 ft; ASDA 4470 ft; TODA 4600 ft

TORA ASDA TODA

Given Distances 4250 ft 4470 ft 4600 ft

Slope Factor 1.1 1.1 1.1

Surface/Condition Factor 1.2 1.2 1.2

Regulation Factor 1.0 1.3 1.15

De-factored Distance 3220 ft 2605 ft 3030 ft

Field Length Limited TOW 3530 lb Using 2605 ft

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Figure 2.2 Take-Off Distance Flaps Approach

P R E S

S U R E

A L T I T

U D E

f t 1 0 , 0

0 0 8 0

0 0 6 0

0 0

4 0

0 0

2 0

0 0

S L

I S A

R E F L I N E

R E F L I N E

H E A D

W I N D

T A I L W

I N D

R E F L I N E

G U I D E

L I N E S

N O T A

P P L I C A

B L E F O R

I N T E R M

E D I A T E

O B S T A

C L E H E

I G H T S

7 0 0 0

6 0 0 0

5 0 0 0

4 0 0 0

3 0 0 0

2 0 0 0

1 0 0 0

0

D I S T A N C E f t

O U T S I D E A I R T E M P E R A T U R E ° C

M A S S l b

W I N D C O M P O N E N T

k t

O B S T A C L E H E I G H

T

f t

- 4 0

- 3 0 - 2

0 - 1

0

0

1 0

2 0

3 0

4 0

5 0

6 0

3 6 0 0

3 4 0 0

3 2 0 0

3 0 0 0

2 8 0 0

0

1 0

2 0

3 0

0

5 0

P O W E R

. . . . . . . . . . . . . . . . . . . . . . . . .

M I X T U R E

. . . . . . . . . . . . . . . . . . . . . .

F L A P S

. . . . . . . . . . . . . . . . . . . . . . . . . . .


. . . . . . . . . . .

C O W L F L A P S

. . . . . . . . . . . . . . .

R U N W A Y

. . . . . . . . . . . . . . . . . . . . . . . .

T A K E - O

F F P O W E R S E T

B E F O R E B R A K E R E L E A S E

F U L L R I C H

A P P R O A C H

R E T R A C T A F T E R P O S I T I V E

C L I M B E S T A B L I S H E D

O P E N

P A V E D

, L E V

E L , D R Y S U R F A C E


M A S S

l b

T A K E - O

F F S P E E D k t

R O T A T I O N

5 0 f t

3 6 5 0

3 6 0 0

3 4 0 0

3 2 0 0

3 0 0 0

2 8 0 0

6 7

7 7

6 7

7 7

6 6

7 6

6 5

7 5

6 4

7 3

6 2

7 1

O A T

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T A K E - O

F F M A S S

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H E A D W I N D C O M P O N E N T .

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

G R O U N D R O L L

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

T O T A L D I S T A N C E O V E R 5 0 f t O B S T A C L E

. . . .

T A K E - O

F F S P E E D A T :

R O T A T I O N

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 0 f t .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 5 ° C

5 6 5 3 f t

3 2 5 0 l b

1 0 k t

1 1 5 0 f t

2 2 0 0 f t

6 5 k t

7 5 k t

E X A M P L E

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3 Take-Off Climb

3.1 Requirements

There are no obstacle clearance limits or minimum acceptable climb gradient requiredby JAR-OPS 1.

3.2 Use of Climb Graph

3.2.1 Climb Gradient and Rate of Climb.

To determine the climb gradient and rate of climb:

a) Use the navigation computer to calculate the TAS.b) Enter the graph at the ambient temperature. Move vertically up to the pressure

altitude.c) From this point, travel horizontally right to the mass reference line. Parallel the grid

lines to the appropriate mass input.d) Now continue horizontally right to the first vertical axis to read the rate of climb.

Continue horizontally to the TAS reference line.e) Parallel the grid lines to intersect the TAS input then travel horizontally right to the

right vertical axis to read the climb gradient.

3.2.2 Maximum Weight

To determine the maximum weight for a given gradient:

a) Enter the graph at the ambient temperature. Move vertically up to the PressureAltitude.

b) From this point, travel horizontally right to the weight reference line and mark witha pencil.

c) Calculate the TAS using the Navigation Computer.d) Enter the right vertical axis at the appropriate gradient and travel horizontally left to

intercept the TAS calculated in c). From this point follow the grid lines to reach thereference line and draw a horizontal line through the weight grid.

e) From the pencil mark in b), above, parallel the grid lines to intersect the horizontalline drawn in d) above. Drop vertically to read the Climb-Limited Take-off weight.

Example:Pressure AltitudeAmbient TemperatureWeight

11500 ft-5°C3600 lb

Solution:Graphical ROCTASClimb Gradient

515 fpm120 kt4.2%

Example:Aerodrome Pressure AltitudeAmbient TemperatureGradient

11000 ft+25°C4.2%

Solution:TASMaximum Weight

125 kt3360 lb

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Figure 2.3 Climb

0 1 0 0 2 0

0 3 0 0

4 0 0

5 0 0

6 0 0

7 0 0

8 0 0

9 0 0

1 0 0 0

1 1 0 0

1 2 0 0

1 3 0 0

1 4 0 0

R A T E

O F

C L I M B

f t / m

i n

- 5 0

- 4 0

- 3 0

- 2 0

- 1 0

0

1 0

2 0

3 0

4 0

5 0

6 0

3 6 0 0

3 4 0 0

3 2 0 0

3 0 0 0

2 8 0 0

2 6 0 0

O U T S I D E A I R T E M P E R A T U R E ° C

M A S S l b

P O W E R

. . . . . . . . . . . . . . . . . . . . . . . . .

M I X T U R E

. . . . . . . . . . . . . . . . . . . . . . .

F U L L R I C H

F L A P S

. . . . . . . . . . . . . . . . . . . . . . . . . . . . U

P


. . . . . . . . . . . .

U P

C O W L F L A P S

. . . . . . . . . . . . . . . . A

S R

E Q U I R E D

F U L L T H R O T T L E 2 7 0 0 r p m


- 5 ° C

1 1 , 5

0 0 f t

3 6 0 0 l b

O A T

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


. . . . . . . . . . . . . . . . .

M A S S

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

R A T E O F C L I M B

. . . . . . . . . . . . . . . . . . . . . . . . . . .

5 1 5 f p m

T A S

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2 0 k t

C L I M B G R A D I E N T .

. . . . . . . . . . . . . . . . . . . . . . .

4 . 2 %

E X A M P L E

C L I M B S P E E D 1 0 0 k t I A S A L L M A S S E S

1 6

, 0 0 0

1 4

, 0 0 0

1 2

, 0 0 0

1 0

, 0 0 0 8

0 0 0

6 0 0 0

4 0 0 0 2

0 0 0 S

L

I S A

P R E S S U R E

A L T I T U D E

f t

R E F L I N E

C L I M B G R A D I E N T % 1 2 3 4 5 6 7 8 9 1 0 1

1 1

atpl performanace graphs and mass and balance

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