SA227-CC

PART A INTRODUCTION

CONTENTS

ITEM PAGE

Introduction .........................................................................................................................................4A-1
Operating Weight Limitations ..............................................................................................................4A-2
Two Pilot Operations ...........................................................................................................................4A-2
Definitions ...........................................................................................................................................4A-3
Technique ...........................................................................................................................................4A-5
Engine Power Settings ...............................................................................................................4A-5
Distance to Accelerate to V1 and Stop ...................................................................................... 4A-5
Single Engine Takeoff Distance to 35 Foot Height .................................................................... 4A-5
Second Segment Climb and Acceleration .................................................................................. 4A-6
Third Segment Climb .................................................................................................................4A-6
Two Engine Landing Distance Over 50 Foot Height .................................................................. 4A-6

FAA APPROVED: DEC 11/92 PERFORMANCE 4A-i

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THIS PAGE LEFT BLANK INTENTIONALLY

4A-ii PERFORMANCE MANUFACTURER'S DATA

6CC ISSUED: DEC 11/92
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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. 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.

Part I provides FAA approved procedures for reduced power takeoffs. Air Carrier or Air Taxi commercial
operators must have prior approval of the cognizant FAA inspector to use these procedures.

Part J provides additional takeoff performance with alternate speed schedules.

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 when
appropriate. Note that reference lines are provided on the charts when weight, slope, or wind affect the
answers obtained from the charts. The wind and 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-4 thru 4C-7, 4C-9, 4D-4 thru 4D-7, 4D-9, 4E-4 thru 4E-7, 4E-9, 4J-3 thru 4J-5, and 4J-7 thru 4J-9,
the reference lines are at 13,000 pounds 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. OATs noted in performance
charts are true temperatures (indicated OATs corrected for the ram rise and position error given in
Figure 4B-2). IOATs 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.

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 charts presented in the Bleed Air "ON"
subsection are based on Bleed Air "Low" and a correction to the chart for Bleed Air "High" is given on
each chart when appropriate. 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.

FAA APPROVED:
FAA APPROVED: DECDEC 11/92
11/92 PERFORMANCE 4A-1
Revised: JUN 03/93 6CC
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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 and en route climb requirements are met,
Figure 4C-2 (Dry, Bleed Air On), 4D-2 (Dry, Bleed Air Off), or 4E-2 (Wet).

(b) The weight at which the accelerate-stop distance (Figure 4C-4, 4D-4, 4E-4, 4J-3 or 4J-7)
equals the available runway length, including stopway if available.

(c) The weight at which the single engine takeoff distance (Figure 4C5, 4D5, 4E5, 4J-4 or
4J-8) equals the available runway length, including clearway if available.

(d) The weight at which the takeoff run distance (Figure 4C6, 4D6, 4E6, 4J-5 or 4J-9)
equals the available runway length, excluding clearway.

2. The maximum landing weight may not exceed the lower of the following:

(a) The weight at which the single engine approach climb requirement is met (Figure 4G-1,
4G-2 or 4G-3).

(b) The weight at which the landing distance (Figure 4G-4) equals the landing runway length.

NOTE

The operating rules may require the use of factored landing

distances in determining the minimum runway lengths required.
The distances shown in Figure 4G-4 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 ........... 16,600 pounds (7530 kg)

Max Takeoff Weight ......... 16,500 pounds (7485 kg)
Max Landing Weight ........ 15,675 pounds (7110 kg)

TWO PILOT OPERATIONS

The following flight operations require two pilots:

A. Takeoffs with a temperature limiter or single red line (SRL) computer inoperative.

B. Reduced power takeoffs and takeoffs which require use of reserve power to meet maximum
takeoff weight limitations.

C. Flights planned to land at destinations that require use of CAWI to meet the single engine
approach climb requirements. (Figure 4G-3).
4A-2 PERFORMANCE FAA APPROVED: DEC 11/92
6CC Revised: JUN 03/93
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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.

DRY POWER Normal engine power without alcohol water injection.

WET POWER Engine power with alcohol water injection.

TAKEOFF POWER Defined as torque obtained from the appropriate Takeoff Power Check
Chart at 100% RPM, with EGT not exceeding 650oC and torque not
exceeding 100% dry or 110% wet.

MAXIMUM CONTINUOUS Defined as the power available at 650oC EGT or 100% torque, whichever
POWER occurs first, at 100% RPM and without CAWI.

CLEARWAY An area beyond the runway, at least 500 feet wide, centrally located
about the extended centerline of the runway, and under the control of
the airport authorities, which is free of objects penetrating a plane that
slopes 1.25% upward from the end of the runway. However, threshold
lights may protrude above the plane if their height above the end of the
runway is 26 inches or less and if they are located to each side of the runway.

STOPWAY An area beyond the takeoff runway, no less wide than the runway and
centered upon the extended centerline of the runway with surface
characteristics of a smooth hard surface runway, able to support the
airplane during an aborted takeoff, without causing structural damage to
the airplane, and designated by the airport authorities for use in
decelerating the airplane during an aborted takeoff.

TAKEOFF RUN The horizontal distance along the takeoff path from the start of the takeoff
to a point equidistant between the point at which VLOF is reached and the
point at which the airplane is 35 feet above the surface.

TAKEOFF WEIGHT Aircraft gross weight at brake release when beginning takeoff roll.
FAA APPROVED: DEC 11/92 PERFORMANCE 4A-3
Revised: MAR 29/94 6CC
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DEFINITIONS (continued)

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.

NET CLIMB GRADIENT Demonstrated climb gradient minus 0.8%.

SINGLE ENGINE Maximum altitude at which a specific rate of climb or gradient of climb
SERVICE CEILING can be maintained.

4A-4 PERFORMANCE FAA

FAA APPROVED:
APPROVED: DEC
DEC 11/92
11/92
6CC Revised: NOV 20/96
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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 500 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

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.

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.

FAA APPROVED: DEC 11/92 PERFORMANCE 4A-5

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TECHNIQUE (continued)

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 and the wings were held level until after reaching 500 feet above the
runway. (A 500 foot pressure altitude increment was used to assure at least a 400 foot tapeline height
under the worst conditions.) The acceleration distances at 500 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. Also, the use of up to 5o bank into the good engine
should improve performance. 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 500 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.

THIRD SEGMENT CLIMB

The VYSE climb with MCP was continued to the end of the takeoff path at 1500 feet above the
runway. Up to 5o bank into the good engine was used to reduce drag and control forces.

TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT

Power was set to maintain a stabilized 3o approach at the approach speed equal to 1.3 VSO 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.

4A-6 PERFORMANCE FAA APPROVED: DEC 11/92

6CC Revised: MAR 29/94