Performance C 295

MILITARY TRANSPORT AIRCRAFT DIVISION
CUSTOMER INTEGRATED SERVICES DIRECTORATE ME-50(1,2)201-1

TRAINING AND OPERATIONS SERVICES DEPARTMENT
TRAINING MANUAL
PERFORMANCE
C-295M
ISSUED BY OPERATIONS SUPPORT DEPARTMENT ORIGINAL EDITION

MADRID, SPAIN OCTOBER 2004
ONLY FOR TRAINING

ME-50(1,2)201-1 TRAINING MANUAL PERFORMANCE
PROLOGUE
1 THIS TRAINING MANUAL IS DELIVERED BY THE TRAINING AND OPERATIONS DEPARTMENT

( TRAINING CENTRE OF EADS.CASA-MTAD ).
2 THE PURPOSE OF THIS TRAINING MANUAL IS TO PROVIDE STRUCTURED TECHNICAL

INFORMATION AND ILLUSTRATIONS TO THE STUDENTS, USEFUL TO SUPPORT THE
APPRENTICESHIP PROCESS OF SYSTEMS AND THEIR COMPONENTS.
3 IT IS NOT THE INTENTION OF EADS.CASA-MTAD THAT ANY TRAINING PUBLICATION BE USED

AS A SUPPLEMENT TO, OR INSTEAD OF, ANY OFFICIAL TECHNICAL PUBLICATION.
4 IT IS NOT A MISTAKE NOT TO INCLUDE THE TRAINING MANUALS IN THE LIST OF APPLICABLE
TECHNICAL PUBLICATIONS: THEY DO NOT HAVE OFFICIAL STATUS.
5 THE CONTENTS HEREIN ARE SUBJECT TO CHANGE WITHOUT PREVIOUS NOTICE.
6 THE READER OF THIS MANUAL IS REMINDED THAT ALL NUMERICAL VALUES OF PRESSURE,
TEMPERATURE, SPEED, POWER, ETC. … ARE NOT NECESSARILY REPRESENTATIVE OF TRUE
VALUES.
EADS Property. This document shall neither be used nor completely or partially without previous written autorization of Integrated Customer
Services Directorate of EADS.CASA-Military Transport Aircraft Division.
OCTOBER / 2004 ONLY FOR TRAINING

INTENTIONALLY LEFT BLANK
ONLY FOR TRAINING OCTOBER / 2004

ME-50(1,2)201-1 TRAINING MANUAL PEFORMANCE
GENERAL TABLE OF CONTENTS
• PROLOGUE
• GENERAL TABLE OF CONTENTS
• ABBREVIATIONS
• CHAPTER 1.- GENERAL
• CHAPTER 2.- OPERATING LIMITATIONS
• CHAPTER 3.- ENGINE DATA
• CHAPTER 4.- TAKEOFF
• CHAPTER 5.- CLIMB
• CHAPTER 6.- CRUISE
• CHAPTER 7.– ENDURANCE
• CHAPTER 8.– DESCENT
• CHAPTER 9.– APPROACH AND LANDING
• ANNEXES
• PROPOSAL MODIFICATION SHEET
OCTOBER / 2004 ONLY FOR TRAINING Page i

Page ii ONLY FOR TRAINING OCTOBER / 2004

ABBREVIATIONS
% Percent
A/I Anti Ice System
ALW Actual Landing Weight
APR Automatic Power Reverse System
CAPS Casa Aircraft Performance Software
CAS Calibrated Airspeed
C/B Circuit Breaker
CG Center of Gravity
CFL Critical Field Length
CLB Climb
CLGR Corrected Landing Ground Roll
C/M Crew Member
C/M-1,(2) Crew Member 1, (2)
CRZ1 Cruise 1
CRZ2 Cruise 2
DA Decision Altitude
DI Drag Index
EAS Equivalent Airspeed
ECS Environmental Control System
EEC Electronic Engine Control
ENG Engine
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
OCTOBER / 2004 ONLY FOR TRAINING Page i

FF Fuel Flow
FFL Fuel and Feather Levers
FL Flight Level
FMS Flight Management System
fpm Feet per minute
fps Feet per second
ft Feet
G Gust
GAL Gallons
GI Ground Idle
GPU Ground Power Unit
GS Ground Speed
GW Gross Weight
HMU Hidro Mechanical Unit
Hp Altitude
Hpa Hectopascal
Hpi Indicated Pressure Altitude
Hpo Sea Level Pressure Altitude
hr Hour
IAS Indicated Airspeed
IEDS Integrated Engine Display System
∆Vc Airspeed Correction
in Inch
INOP Inoperative
Page ii ONLY FOR TRAINING OCTOBER / 2004

ISA International Standard Atmosphere
ITT Inter - Turbine Temperature
IU Index Unit
KCAS Knots Calibrated Airspeed
kg Kilogram
KIAS knots Indicated Airspeed
km/h kilometers per hour
kt knots
lb Pounds
Lb/h Pounds per hour
LD Landing Distance
LDG, LDNG Landing
LGR Landing Ground Roll
LRC Long Range Cruise
LW Landing Weight
m Meters
m/s Meters per second
MAC Mean Aerodynamic Chord
MB Milibar
MCT Maximum Continuous Torque
MEL Minimum Equipment List
min Minute
MLW Maximum Landing Weight
mph Miles per our
OCTOBER / 2004 ONLY FOR TRAINING Page iii

MSL Mean Sea Level
MTOW Maximum Takeoff Weight
MTXW Maximum Taxi Weight
MZFW Maximum Zero Fuel Weight
NM Nautical Miles
NP Propeller Speed (rpm)
OAT Outside Air Temperature
OFP Operational Flight Plan
OSG OverSpeed Governor
PL Power Lever
Pph Pounds per Hour
Press Alt Pressure Altitude
PRS Power Range Selector
psi Pounds per Square Inch
psig Manometer Pressure in Pound per Square Inch
QFE Field Elevation Atmospheric Pressure
QNH Sea Level Atmospheric Pressure
QRD Quick Reference Data
RBS Rudder Boost System
R/C Rate of Climb
RCR Runway Condition Reading
R/D Rate of Descent
RFI Rolling Friction Index
RPM Revolution per minute
Page iv ONLY FOR TRAINING OCTOBER / 2004

RWY Runway
SGR Specific Ground Range
SL Sea Level
SR Specific Range
TAS True Airspeed
TO, T.O. Take-off
TOC Top of Climb
TOD Top of Descent
TOD50 Takeoff Distance to 50 ft
TOGA Takeoff and Go Around
TOGR Takeoff Ground Run
TQ Torque
V1 Decision Speed
V2 Takeoff Safety Speed
VA Maneuver Speed
VAPP Approach Speed
VCEF Critical Engine Failure Speed
VD Design Speed or Dive Speed
VF0 Flap Retraction Speed
VF10 Flap Retraction Speed from 15º to 10º
VGA Go-Around Speed
VLE Landing Gear Extension Speed
VLO Landing Gear Operation Speed
VLOF Lift-off Speed
OCTOBER / 2004 ONLY FOR TRAINING Page v

VMBE Maximum Brake Energy Speed
VMCA Minimum Control Speed in the Air
VMCG Minimum Control Speed on the Ground
VMCL Minimum Control Speed in Landing Configuration
VMO Maximum Operating Speed
VR Rotation Speed
VRE Refusal Speed
VREF Reference Speed
VSR Stall Reference Speed
VTD Touch-Down Speed
VTH Threshold Speed
W Weight
WS Wind Speed
Page vi ONLY FOR TRAINING OCTOBER / 2004

CHAPTER 1.- GENERAL
TABLE OF CONTENTS
Title Page
PURPOSE OF THE PERFORMANCE CALCULATION 1
REGULATIONS 3
APPLICABLE TECHNICAL DOCUMENTATION 3
OCTOBER / 2004 ONLY FOR TRAINING Chapter 1. Page i

LIST OF FIGURES
Not Applicable
Chapter 1. Page ii ONLY FOR TRAINING OCTOBER / 2004

PURPOSE OF THE PERFORMANCE CALCULATION

The performance calculation has the purpose of providing all those flight parameters that pilots needs
to know to be able to carry out properly and safely the air operations during all phases of flight
(takeoff, climb, cruise, descent, approach and landing), as well as the calculation of fuel and time
necessary to carry out a certain mission.
These parameters are at least the following:
For takeoff:
-Power setting and Maximum ITT in takeoff.

-Maximum takeoff weight (MTOW).
-Actual takeoff weight (ATOW).
-Minimum runway length necessary for takeoff (RWYmin).
-Decision speed (V1).
-Rotation speed (VR).
-Takeoff safety speed (V2).
-Final Takeoff speed (VFTO).
-Zero flap retraction speed (VF0).
-Level-off altitude.
For climb:
-Power setting.
-Climb speed.
-Fuel for climb.
-Time for climb.
- Aircraft ceilings.
OCTOBER / 2004 ONLY FOR TRAINING Chapter 1. Page 1

For cruise:
-Type of cruise.
-Cruise altitude.
-Power setting.
-Fuel for cruise.
-Time for cruise.
-Range / Endurance
-Driftdown parameters
For descent:
-Power setting
-Descent point.
-Descent speed.
-Fuel for descent.
-Time for descent.
For approach and landing:
-Maximum landing weight (MLW).

-Actual landing weight (ALW).
-Minimum runway length necessary for landing RWYmin.
-Approach speed (VAPP), and maneuver speed (VMAN).
-Threshold speed (VTH).
-Power setting and speed (VGA) for the go around.
Chapter 1. Page 2 ONLY FOR TRAINING OCTOBER / 2004

REGULATIONS
The C-295M, has been approved by the ‘Instituto Nacional de Técnica Aeroespacial (INTA)’.
Limitations and performance information for military operation have been prepared in compliance
with the applicable requirements of the USAF standard MIL-PRF-7700F.
It is also certified and complies with the requirements by FAR-25 regulations for civil-type operations.
Specific limitations and performance information has been prepared for this type of operation.
APPLICABLE TECHNICAL DOCUMENTATION
The technical documentation applicable to performance calculations is the following.

The Airplane Flight Manual (AFM) and Appendix 1 to AFM. These are the aircraft certified
manuals and have priority over all the rest of the documents.
The Aircraft Operations Manual (AOM) and the Performance Data Manual (PDM). These
manuals are an operative development of the flight manual and will be that manuals normally used by
the crews.
The PDM contains the data necessary to calculate all performance parameters, which may be
required in any condition and phase of flight.
The PDM will be needed to do perform a precise flight planning.
The Quick Reference Handbook (QRH). This document includes the QRD or Quick Reference
Data, which is an extraction of main limitations and performance data from Airplane Flight Manual.
The QRD summarizes all this data in a more practical way for a quick in-flight use in the aircraft.
In some particular cases, the QRD may produce excessively conservative data. Then, if maximum
performance and/or efficiency is required, it will be necessary to use the Airplane Flight Manual or
Aircraft Operations Manual if.
The CAPS (CASA Aircraft Performance Software), is a computer software for performance
calculation. It is an easy way of calculating aircraft performance parameters for total or partial flight
planning, increasing the efficiency and safety of the flight operations by means of accurate
calculations.
And the TAMPS (Transport Aircraft Mission Planning System), is another computer software
for performance calculation. It is the best way of calculating performance and weight & balance
parameters for an aircraft mission. It allows to plan the missions on ground, and then upload all
mission data to the aircraft FMS.
FOR FURTHER INFORMATION ABOUT THESE DOCUMENTS, SEE ANNEXES CHAPTER.

MEANS FOR PERFORMANCE CALCULATION
PDM - UNIVERSAL
- MAXIMUM PERFORMANCE
AFM - ACCURATE BUT SLOW USE
- USUAL TAKEOFFS
QRD - IN MOST CASES IT IS CONSERVATIVE AND DOES NOT PROVIDE
MAXIMUM PERFORMANCE
- QUICK AND EASY USE
- COMPUTER CALCULATION
- UNIVERSAL
CAPS
- MAXIMUM PERFORMANCE
TAMPS - QUICK AND EASY USE
- ACCURATE
- ALLOWS ACCURATE MISSION AND FLIGHT PLANNING

CHAPTER 2.- OPERATING LIMITATIONS
TABLE OF CONTENTS
Title Page
INTRODUCTION 1
AIRPLANE ROLES 1
FLIGHT CREW 1
WEIGHT LIMITATIONS 2
AIRSPEED LIMITATIONS 6
CENTER OF GRAVITY LIMITS 12
FLIGHT ENVELOPE 13
TAKEOFF AND LANDING CROSSWIND LIMITATIONS 14
PROHIBITED MANEUVERS 14
ACCELERATION LIMITATIONS 14

LIST OF FIGURES
Figure Title Page
2.1 - Weight Limitations Chart 4

2.2 - Maximum Flight Speed vs. Altitude Chart 6
2.3 - Recommended Turbulence Penetration Airspeed Chart 7
2.4 - Maneuvering Speed 9
2.5 - C.G. Position – Percent Mean Aerodynamic Chord (% MAC) 12
2.6 - Flight Envelope 13

INTRODUCTION
Section II in Airplane Flight Manual (AFM)as well as Section 1 in Aircraft Operations Manual (AOM)
cover the limitations that must be observed during operation of the aircraft.
There are two types of limitations:
TYPES OF LIMITATIONS
PERFORMANCES LIMITATIONS ARE THOSE RELATED TO WEIGHTS,
SPEEDS, BALANCE AND LOAD FACTORS
ARE THE LIMITATIONS APPLICABLE TO
SYSTEMS LIMITATIONS
THE DIFFERENT AIRCRAFT SYSTEMS
This chapter only covers Performances Limitations. Systems limitations are not explained within this
training manual, but it is assumed that these limitations are known should be known before using the
information contained here.
AIRPLANE ROLES
Regarding operating limitations, the airplane roles in which the aircraft can be operated, together
with the corresponding maximum authorized load factors are listed in the table below.
MAXIMUM LOAD MINIMUM LOAD

AIRPLANE ROLE
FACTOR FACTOR
ASSAULT ROLE +3.0 g -1.0 g
NORMAL ROLE +2.50 g -1.0 g
LOGISTIC ROLE +2.25 g -0.85 g
FLIGHT CREW
The minimum required flight crew for the operation of the aircraft is 2 pilots (pilot and copilot).
In case that the loss of the aircraft would be probable if not flown away, the absolute minimum flight
crew required to takeoff, fly, and land the aircraft with safety is 1 pilot.

WEIGHT LIMITATIONS
There are two different types of weight limitations for the aircraft:
AIRCRAFT STRUCTURAL WEIGHT LIMITATIONS

WEIGHT
LIMITATIONS PERFORMANCE WEIGHT LIMITATIONS
Structural weight limitations are presented on this chapter. Weight limitations by performance are
presented in chapter 4 "TAKEOFF", and chapter 9 "APPROACH AND LANDING".
Also, there are two types of structural weight limitations:
STRUCTURAL ABSOLUTE WEIGHT LIMITS

WEIGHT
LIMITATIONS LIMITS IN THE CARGO-FUEL COMBINATIONS
For the structural weight limitations, it is necessary to distinguish between the different roles or types
of operation that the aircraft may follow, as limitations differ for each role.
As stated before, there are three roles or types of operation:
- Logistic Role/Transport Operation

- Normal Role/Transport Operation
- Assault Role/Transport Operation
Depending on the role, maximum weight limits and maximum load factors may increase or decrease,
as well as the operational limitations associated. The role followed during a flight may change along
the same mission.

The absolute weight limits are given in following table:
Gross Weight Operational

Condition
Limit Limitations
21 050 kg.
Taxi --
(46 410 lb.)
21 000 kg.
Takeoff
Normal (46 300 lb.) 2.50 g – maneuver load
Transport
18 500 kg. factor
Role
Zero Fuel
(40 780 lb.)
20 700 kg.
Landing 600 fpm rate-of-sink
(45 630 lb.)
23 250 kg.
Taxi --
(51 270 lb.)
23 200 kg.
Takeoff
Logistic (51 160 lb.) 2.25 g – maneuver load
Transport
20 700 kg. factor
Role
Zero Fuel
(45 630 lb.)
23 200 kg.
Landing 540 fpm rate-of-sink
(51 160 lb.)
17 700 kg.
Gross Weight
Assault (39 030 lb.) 3.0 g – maneuver load
Transport
16 500 kg. factor
Role
Zero Fuel
(36 380 lb.)
NOTE: The lb-weights above are rounded off to the nearest 10 lb.

Weight Limitations Chart

The following Weight Limitations Chart shows the zones of permissible cargo-fuel combinations for
the associated maneuver load factors. The chart must be read in conjunction with the Maximum
Flight Speed Chart, which presents the associated airspeed limitations applicable to each specific
zone of cargo-fuel combinations.
NOTES:
[1]. The ’20 700’ dotted line is the landing rate of sink reference line (10 fps); above it, the maximum
landing rate of sink is 9 fps.
[2]. Flight in the assault transport role is allowed only when in the area below the dashed line.
Figure 2.1 - Weight Limitations Chart

Zones in the chart have the following meanings:
Zone A : Recommended. Cargo-fuel combinations for which airplane operations may be

conducted in the normal transport role at maneuver load factors up to 2.5 g.
Operations may be conducted in the assault transport role at maneuver load factors
up to 3.0 g below the dotted line titled “3.0 ‘G’ LINE” (it corresponds with 17 700 kg.)
Zone B : Caution. Cargo-fuel combinations for which the airplane operations may be
conducted in the logistic transport role at maneuver load factors between –0.85 g to
+2.25 g. Excess of load factor or allowed speed present a high degree of risk of
structural damage
Zone C: Not Recommended. Cargo-fuel combinations which present a high degree of risk of
structural damage. Operation of the airplane in this area is not recommended and
should be avoided. Under conditions of extreme emergency when the risk of damage
to the airplane is secondary, the proper authority will determine if the degree of risk
warrants operation of the airplane at loadings in this zone.
Flight in moderate turbulence is prohibited. Landings must be conducted at a
minimum rate of descent. Operation in this zone imposes a high risk of damage to the
landing gear and supporting structure during taxi. Fuel weights on the area to the
right of the chart represent a high risk of damage to the wing structure during ground
operation. Cargo weights on the area at the top of the chart represent a high risk of
wing damage during flight. A structural inspection shall be performed after flying in
this zone.

AIRSPEED LIMITATIONS
Maximum Airspeeds Limitations
The chart below represents the Maximum Recommended Speed (or Maximum Operating Speed)
(VMO) and the Maximum Airspeed Limit (or Design Speed) (VD) appropriate to the altitude.
[1].The dashed line shown in Zone A in the graph above is the VMO speed schedule
applicable to civil-type operations as indicated by the limit speed hand (striped needle)
on the airspeed indicator.
Figure 2.2 - Maximum Flight Speed vs. Altitude Chart
The maximum operating speed limit may not be deliberately exceeded in any regime of flight (climb,
cruise or descent) unless a higher airspeed is authorized for flight test or pilot training.

Turbulence Airspeeds Limitations
Any cruise speed up to the Maximum Recommended Speed may be utilized up to and including
moderate turbulence. The airplane should not be operated in conditions of severe turbulence;
however, if flight in severe turbulence cannot be avoided, the recommended turbulence penetration
airspeed for use when flying in severe turbulence is shown in the next graph:
NOTE: Zones A and B in the

graph, are referred to
Figure 2.3 - Recommended Turbulence Penetration Airspeed Chart
Pressure Altitude Zone A: Normal / Assault Role Zone B: Logistic Role
0 ft 200 KIAS 195 KIAS

Linear variation between
10 000 ft 195 KIAS
0 ft 20 000 ft
20 000 ft 195 KIAS
Linear variation between
Linear variation between 10 000 ft and 25 000 ft
20 000 ft and 25 000 ft
25 000 ft 175 KIAS 175 KIAS
30 000 ft 175 KIAS ---
Operation in the areas between maximum recommended airspeed and maximum airspeed limit is
permissible in smooth to moderate turbulence. Flight in severe turbulence is strictly prohibited.

The maneuver load factor limits with extended flaps and/or extended landing gear are 0 g to 2.0 g
unless further limited by Flaps Speed or VLE.
The maximum airspeed limits shall never be exceeded.
The following table appears in QRH, and provides a summary of weight, speeds and load factors
limitations for the different roles or types of operation.
WEIGHT / SPEED LIMITATIONS

LOGISTIC NORMAL ASSAULT
MZFW (Kg) 20 700 18 500 16 500
MTOW (Kg) 23 200 21 000 17 700
MLW (Kg) 23 200 20 700
---
(Max Sink Rate) (540 fpm) (600 fpm)
SPEED ¾
(KIAS) TURBU VMO
TURBU
VMO
TURBU
VMO
LENCE LENCE LENCE
FL À
250 175 180 175 202 175 202

220 179 192 186 215 186 215
180 184 208 195 232 195 232
140 189 225 196 247 196 247
100 195 229 197 247 197 247
75 195 232 198 247 198 247
40 195 236 199 247 199 247
0 195 240 200 247 200 247
MAX. LOAD -0.85 g up to -1.0 g up to -1.0 g up to

FACTOR 2.25 g 2.50 g 3.0 g
PR. ALT. À MANEUVER SPEED (VA) (KIAS)

30 000 ft --- 180 180
27 500 ft ---
25 000 ft 180
190 190
20 000 ft
190
SL

Maneuvering Speed (VA)
The maneuvering speed (VA), for FAR-25 operations (civil-type operations) is 190 KIAS from sea level
up to 25 000 feet.
The values of maneuvering speed (VA), when the aircraft is operated in a military transport mission,
are shown in the next chart:
NOTE: Zones A and B in the

graph, are referenced to
Figure 2.4 – Maneuvering Speed
Pressure Altitude Zone A: Normal / Assault Role Zone B: Logistic Role

0 ft 190 KIAS
20 000 ft 190 KIAS
25 000 ft 180 KIAS
27 500 ft ---
30 000 ft 180 KIAS
Full application of rudder and aileron controls, as well as maneuvers that involve angles of attack near
the stall, should be confined to speeds below VA.
Flaps Extended Speeds (VFE)
The maximum permissible airspeeds for extending the flaps and for flight with the flaps extended,
VFE, according to FAR 25 (civil-type operation), are the following:

Gate Markings VFE (KIAS)

T.O. (10o) 185
APP. (15o) 180
LNDG. (23o) 175
Extension of flaps above 19 000 ft is prohibited.
For military operation the permissible values for extending the flaps and for flight with the flaps
extended, VFE, are the following:
VFE (KIAS)
Gate Markings From SL to At
19 000 ft 25 000 ft
T.O. (10o) 190 160
APP. (15o) 185 160
LNDG. (23o) 180 160
Between 19 000 ft and 25 000 ft, lineal transition has to be considered.

Extension of flaps above 25 000 ft is prohibited.
Landing Gear Operation
The maximum speed at which it is safe to extend or retract the landing gear, VLO, and the maximum
speed at which the airplane can be safely flown with the landing gear extended and locked, VLE, are
the same. According to FAR 25 the value is the following.
VLO = VLE = 175 KIAS
Landing gear extension above 18 000 ft is prohibited.

In case of military operation the permissible values are the following:
VLO = VLE (KIAS)

From SL to 19 000 ft At 25 000 ft
180 160

When Landing Gear Emergency Lowering System is used, the maximum speed is 150 KIAS and
extension above 18 000 ft is prohibited
Landing gear extension above 25 000 ft is prohibited.
Openable Cockpit Window Operating Speed
The maximum demonstrated airspeed at which any openable cockpit window can be opened during
unpressurized flight, without detrimental effect to the crew cabin environment, is 200 KIAS.
Full Reverse Power Operating Speed
The maximum permissible airspeed for the application of full reverse power on ground is 120 KIAS.
Tire limit speed. The maximum permissible tire speed on the ground is 182 Kt (338 km/h).
The following table appears in QRH, and provides a summary of airspeed limitations for flaps and
landing gear operation.
MAX. AIRSPEEDS WITH FLAPS AND/OR LANDING GEAR EXTENDED

MAX. SPEEDS FOR FLAPS MAX. SPEEDS FOR LANDING GEAR
FLAPS VFE (KIAS) VLO = VLE (KIAS)
POSITION From SL to At From SL to At
À 19 000 ft 25 000 ft 19 000 ft 25 000 ft
180 160
TO (10º) 190 160 When Landing Gear Emergency

Lowering System is used:
APP (15º) 185 160
Max. Airspeed is: 150 KIAS
LNDG (23º) 180 160
Extension above 18 000 ft is prohibited
Between 19 000 ft and 25 000 ft, lineal transition has to be considered

Landing Gear or Flaps extension above 25 000 feet is prohibited.

CENTER OF GRAVITY LIMITS
The graph below shows the different positions of center of gravity allowed for weight values.
Figure 2.5 – C.G. Position – Percent Mean Aerodynamic Chord (% MAC)

FLIGHT ENVELOPE
The envelope for flight as well as takeoff and landing operations for C-295M aircraft is shown below.
NOTE: Zones A and B in the graph, are referenced to Weight Limitations Chart
Figure 2.6 – Flight Envelope
Flight operations are allowed within all operating envelope shown above.
Takeoff and landing operations are only permitted within lower zone.

TAKEOFF AND LANDING CROSSWIND LIMITATIONS
It is always possible to perform takeoff and landing operations with C-295M aircraft in conditions of
crosswind components up to:
- 30 knots (takeoff).
- 24 knots (landing).
Under certain circumstances it is even possible to takeoff and/or land with crosswinds values higher
than those previous limitations. To obtain further information, check applicable charts in Chapter 4 –
“Takeoff” and Chapter 9 – “Approach and Landing”.
PROHIBITED MANEUVERS
Aerobatics of any kind, intentional spins, stalls with nose up attitudes in excess of 20o, steep dives,
and any other maneuvers resulting in accelerations beyond limits, are strictly prohibited.
ACCELERATION LIMITATIONS
Never exceed the structurally-safe maneuver load factors for the corresponding flight conditions in
Weight Limitations Chart.
The range of allowed load factor with flaps and/or landing gear extended is from 0 g to 2 g, up to the
appropriate flaps or VLE speed limits, as applicable.
LOAD FACTOR LIMITS
LIGHT TURBULENCE MODERATE TURBULENCE ASYMETRIC MANEUVERS
0 g to +2 g (Zone A) +0.25 g to +1.75 g (Zone A) +0.25 g to +1.5 g (Zone A)
+0.5 g to +1.5 g (Zone B) +0.75 g to +1.25 g (Zone B) +0.5 g to +1.25 g (Zone B)
NOTE: Zones A and B, are referenced to Weight Limitations Chart.

CHAPTER 3.- ENGINE DATA
TABLE OF CONTENTS
Title Page
INTRODUCTION 1
POWER SETTINGS 1

LIST OF FIGURES
Figure Title Page

3.1 Maximum Torque for Normal Takeoff 3
3.2 Fuel Flow for Normal Takeoff 4
3.3 Maximum Torque for Continuous Power (160 KCAS) 5

INTRODUCTION
The adjustment of the engine power setting is performed by means of the Power Levers (PLs), Fuel
and Feather Levers (FFLs) and Power Range Selector (PRS), and the control may be performed in an
automatic or manual way.
The value of the corresponding power settings for the existing conditions on each phase of the flight
may be determined by means of tables and charts form QRH, AFM and/or AOM.
In this chapter, information about the classification of the different cases regarding power settings is
provided.
The structure and the use of the appropriate tables to determine power settings for the different
phases of the flight is explained throughout the rest of the chapters.
POWER SETTINGS
Power settings with two operative engines.

Taking into account the different options for flight with both engines operative, power settings may
be classified as:
POWER SETTINGS WITH TWO OPERATIVE ENGINES

Takeoff / Go Around (PRS=TOGA; 100% TQ, 100% NP)
Climb (PRS=CLB; 89% TQ, 95% NP)
Max. Cruise (PRS=CRZ1, 90% TQ, 90 % NP) or
(PRS=CRZ2, 101% TQ, 80% NP)
Cruise
Long Range (PRS=CRZ1, 90% TQ, 90 % NP) or
(PRS=CRZ2, 101% TQ, 80% NP)
Max. Endurance (PRS=CRZ2, 101% TQ, 80% NP)

Power settings with one engine operative.

In the case of one operative engine, the NP setting of the operative engine will always be 100%.
Taking into account the different options for flight with one engine inoperative, power settings may
be classified as:
POWER SETTINGS WITH ONE OPERATIVE ENGINE

Max. Takeoff Power (PRS=TOGA; 110% TQ, 100% NP)
Climb / Driftdown Max. Cont. Power (PRS=MCT; 110% TQ, 100% NP)
Max. Cruise- (PRS=MCT; 110% TQ, 100% NP)
Cruise Long Range (PRS=MCT; 110% TQ, 100% NP)
Max. Endurance (PRS=MCT; 110% TQ, 100% NP)
Go Around (PRS=TOGA; 110% TQ, 100% NP)

Figure 3.1 – Maximum Torque for Normal Takeoff

Figure 3.2 – Fuel Flow for Normal Takeoff

Figure 3.3 – Maximum Torque for Continuous Power (160 KCAS)


CHAPTER 4.- TAKEOFF
TABLE OF CONTENTS
Title Page
INTRODUCTION 1
NORMAL TAKEOFF 3
SHORT-FIELD TAKEOFF 4
2-ENGINES SHORT-FIELD TAKEOFF 5
DEFINITIONS APLICABLE TO THE TAKEOFF 7
TAKEOFF POWER SETTING / MAX. ITT IN TAKEOFF 13
TYPE OF RUNWAY 15
SUMMARY OF THE USE OF SIMPLIFIED TAKEOFF TABLES 17
RUNWAY AIRPORT TABLES 19
TABLE A (V1 = VR) 20
TABLE B (LIMITATION BY MIN. CLIMB GRADIENT) 22
TABLE C (LIMITATION BY RUNWAY) 23
TABLE D (TACTICAL TAKEOFF) 25
TAKEOFF SPEEDS TABLES 26
WIND CONSIDERATIONS IN TAKEOFF 27
MAXIMUM BRAKE ENERGY IN TAKEOFF 31

LIST OF FIGURES
Figure Title Page
4.1 - Normal Takeoff 3

4.2 - Short Field Takeoff 4
4.3 - 2-Engines Short Field Takeoff or Tactical Takeoff 5
4.4 - Takeoff Ground Run, 2 Engines, Normal Takeoff 9
4.5 - Takeoff Ground Run (TOGR) - Takeoff Distance to 50 Ft (TOD50) 10
4.6 - Takeoff Distance to 50 ft, 2 Engines, Normal Takeoff 10
4.7 - Critical Field Length 11
4.8 - Refusal Speed 12
4.9 - Maximum Torque for Normal Takeoff (Static) 13
4.10 - Max. ITT in Takeoff 14
4.11 - Use of Takeoff Tables 17
4.12 - Weight/Runway Limitations (Tables A) 20
4.13 - Climb Gradient Limitation (Tables B) 22
4.14 - Limitation by Runway (Tables C) 23
4.15 - 2-Engines Short Field Takeoff (Tables D) 25
4.16 - Takeoff Speeds Table (Tables E) 26
4.17 - Wind Components and Crosswind Limitation 29
4.18 - Maximum Brake Energy In Takeoff 31

INTRODUCTION
As we have explained in Chapter 1, the purpose of the calculation of the takeoff performance is to
determine all the flight parameters which the pilot needs to know in order to carry out correctly this
operation.
These parameters are the following:
- Power setting and maximum ITT in takeoff.
- Maximum takeoff weight (MTOW).
- Actual Takeoff Weight (ATOW)
- Minimum runway length required for the takeoff (RWYmin).
- Decision speed (V1).
- Rotation speed (VR).
- Takeoff safety speed (V2).
- Final takeoff speed (VFTO)
- Zero Flap retraction speed (VF0).
- Level-off altitude, in case of obstacles.
The maximum takeoff weight (MTOW) is limited by:
- Structural limitations (STR).
- Runway length available (RWY).
- Initial climb gradient (CLIMB).
- Obstacle clearance during the climb (OBST).
- Maximum brake energy (MBE).

MTOW LIMITING FACTORS
STRUCTURAL LIMITATIONS (STR)

RUNWAY LENGHT AVAILABLE (RWY)
INITIAL CLIMB GRADIENT (CLIMB)
OBSTACLE CLEARANCE IN CLIMB (OBST)
MAXIMUM BRAKE ENERGY (MBE)
In other words, the maximum takeoff weight will be the minimum among the following:
- The maximum takeoff weight limited structurally (MTOWSTR).
- The maximum takeoff weight limited by runway (MTOWRWY).
- The maximum takeoff weight limited by climb gradient (MTOWCLIMB).
- The maximum takeoff weight limited by obstacle clearance (MTOWOBST).
- The maximum takeoff weight limited by maximum brake energy (MTOWMBE).
MTOWSTR MTOWRWY MTOWCLIMB MTOWOBST MTOWMBE
MIN
MTOW

The C-295M is operated according to three takeoff techniques:
- Normal takeoff.
- Short-Field Takeoff.
- 2--Engines Short-Field Takeoff.
NORMAL TAKEOFF
Normal takeoff is that performed in such conditions of weight and speeds, assuming an engine
failure during the maneuver, that can be completed with a high degree of safety for the aircraft, the
crew, and the cargo or passengers.
Normal takeoff is performed with flaps 10º.
To optimize the takeoff operations it is allowed to choose the value of the parameter V2/VSR within
the range from 1.13 to 1.23. Where: V2 is takeoff safety speed and VSR is the reference stall speed.
The law V2=1.13 VSR allow to minimize the ground distance, takeoff distance and the critical field
length. The law V2=1.23 VSR allow to maximize the takeoff weight limited by climb gradient with one
engine inoperative or obstacle clearance.
ASSUMES THE ENGINE FAILURE FOR THE CALCULATION OF MTOW AND TAKEOFF
SPEEDS.
FLAPS 10º.
THE MINIMUM CLIMB GRADIENT IS 1.8% (FOR V2=1.13 VSR) OR 1.9% (FOR V2=1.23
VSR).
ENGINE FAILURE
MIN. GRAD (%) (FLAPS 10º)

B.R.
RWY
Figure 4.1 – Normal Takeoff

SHORT-FIELD TAKEOF
Short Field Takeoff, is that performed at takeoff speeds closer to the stall speeds than in normal
Takeoff, assuming an engine failure during the maneuver.
When a military aircraft is required to operate from short runways with high payload, the aircraft is
operated with this takeoff technique, in which the safety factors are reduced, but still are present.
Engine failure during the takeoff is still assumed for the calculation of the maximum takeoff weight
limited.
Short-field takeoff may be performed with flaps 10º or 15º.
ASSUMES THE ENGINE FAILURE FOR THE CALCULATION OF MTOW AND TAKEOFF
SPEEDS.
FLAPS 10º OR 15º.
MINIMUM CLIMB GRADIENT IS 1.7% (FOR 10º FLAPS) OR 1.6% (FOR 15º FLAPS).
ENGINE FAILURE
MIN. GRAD (%)

(FLAPS 10º or 15º)
B.R.
RWY
Figure 4.2 – Short Field Takeoff

2-ENGINES SHORT-FIELD TAKEOF
2-Engines Short Field Takeoff or Tactical Takeoff, sometimes also called Maximum Effort
takeoff is a special type takeoff, on which takeoff speeds are the same as in short-field takeoff, but
engine failure is not assumed for all limitations.
The aircraft is operated with the tactical takeoff technique, only in cases of emergency, cases on
which the possibility of loosing the aircraft is high, or cases when the restrictions by operational
requirements impedes any other way of performing takeoff operation.
Engine failure during the takeoff is not assumed for the calculation of the maximum takeoff weight
limited by runway length. But it is still assumed for the calculation of the maximum takeoff weight
limited by climb gradient.
2-engines short-field takeoff may be performed with flaps 10º or 15º.
ENGINE FAILURE NOT ASSUMED TO CALCULATE THE MTOWRWY and MTOWOBST.
ENGINE FAILURE ASSUMED TO CALCULATE THE MTOWCLIMB.
FLAPS 10º OR 15º.
MINIMUM GRADIENT IS 1.7% (FOR 10º FLAPS) OR 1.6% (FOR 15º FLAPS).
MIN. GRAD (%)

B.R.
RWY
Figure 4.3 – 2-Engines Short Field Takeoff or Tactical Takeoff

Takeoff Configuration
The takeoff configuration (initial) for normal or tactical takeoff is:

– Takeoff power on both engines. PRS selector in TOGA position.
– Autofeather system: armed.
– APR system: armed.
– Environmental control system: off.
– Engine anti-ice: on or off (as required).
– Antiskid: operative.
– RBS: connected.
– Flaps: 10º (normal takeoff).
– Flaps: 10º or 15º (tactical takeoff or short field takeoff).
Calculation of Performance Data
There are three procedures for the calculation of the takeoff performance.
The first is the normal one, based on the use of the graphs in the Flight Manual. It is a general
procedure, valid for any type of runway and in any condition. It provides data for maximum
performance, but has the inconvenience of being slow.
The simplified procedure, based on the use of the QRD and therefore much quicker, can be used in
usual takeoffs. In some cases it is conservative, and therefore if maximum performance is required, it
will be necessary to refer to Airplane Flight Manual (AFM) or Performance Data Manual (PDM).
Lastly, the CAPS (CASA AIRCRAFT PERFORMANCE SOFTWARE), or the TAMPS (TANSPORT
AIRCRAFT PLANNING SYSTEM) which are computer programs for performance calculation. It is a
universal procedure that provides data for maximum performance. It is quick and it is the most
accurate among the three.

DEFINITIONS APPLICABLE TO THE TAKEOFF
In this topic we are going to define some of the important parameters in the takeoff maneuver.
Minimum Control Speed on the Ground (VMCG)
It is the minimum speed during the takeoff run at which the critical engine can fail, with the operative
engine at maximum power, being possible to achieve and maintain a straight takeoff path using the
primary flight controls.
Minimum Control Speed in the Air (VMCA)
It is the minimum airborne speed at which the critical engine can fail, with the operative engine at
maximum power, being possible to maintain a straight flight path with maximum rudder deflection
and not more than 75% of the available roll control or 5o of bank in the case of normal takeoff. For
tactical takeoff it is not roll-control limited.
Decision Speed (V1)
It is the speed used as a reference for the decision to continue or abort the takeoff operation. It must
be calculated by the crew before takeoff. The value of V1 is selected so that:
If an engine failure is detected or recognised before V1, the takeoff should be aborted.
If it has been detected after V1, the takeoff should be continued with one engine
inoperative.
If it has been detected at V1, either of the two options can be selected.
ENGINE FAILURE DURING TAKEOFF
CONDITION REMARKS
BEFORE V1 ABORT THE TAKEOFF
AFTER V1 CONTINUE THE TAKEOFF
AT V1 TAKE EITHER OF THE TWO OPTONS
V1 must be greater than or equal to VMCG.
V1 ≥ VMCG

Rotation Speed (VR)
It is the speed at which it is initiated the rotation to the takeoff attitude is initiated by applying back
pressure to the control column. Among other conditions, VR must be greater than or equal to VMCA.
VR ≥ VMCA
Lift off Speed (VLOF)
It is the speed at which the aircraft loose contact with the ground during the takeoff.
Stall Reference Speed (VSR)
The stall reference speed VSR is the stall speed used as a reference for the aircraft. It has relationship
with the action and the beginning of the induced artificial vibrations in the flight controls (shaker and
pusher) when the aircraft is closed to the stall speed, and is slightly higher than the real stall speed of
the aircraft in levelled flight.
Climbout Speed or Takeoff Safety Speed (V2)
It is the recommended speed for obstacle clearance in a continued takeoff after engine failure.
This speed should be reached and maintained before the aircraft reaches 50 ft of altitude over the
runway.
ENGINE FAILURE DURING TAKEOFF

SPEEDS REMARKS
BETWEEN V1 and V2 REACH AND HOLD V2
GREATER THAN V2 HOLD SPEED
Climbout speed (V2), can be selected within the range from 1.13 VSR to 1.23 VSR for normal takeoff.
For short-field takeoff, the values are 1.05 VSR (flaps 10º) and 1.03 VSR (flaps 15º).
For low weights V2 is limited by VMCA, In Normal Takeoff, V2 has to be equal or higher than 1.05
VMCA. In Short-Field Takeoff V2 has to be equal or higher than VMCA.
NORMAL TAKEOFF SHORT-FIELD TAKEOFF
V2 ≥ 1.05 VSR (F10º)

V2 within 1.13 VSR and1.23 VSR
V2 ≥ 1.03 VSR (F15º)
V2 ≥ 1.05 VMCA (for low weights) V2 ≥ VMCA (for low weights)

Final Takeoff Speed (VFTO)
It is the minimum recommended speed for the final takeoff segment, in case of engine failure.
Zero Flap Retraction Speed (VF0)
It is the minimum recommended speed for flap retraction, in case of engine failure.
Takeoff Ground Run (TOGR)
It is the horizontal distance from the brake release point to the point at which the aircraft ceases to
have contact with the ground, with both engines operative.
DATE: JUL. 2000 AIRCRAFT: C-295M FLAPS: TO (10º)

DATA BASIS: FLIGHT TEST ENGINES: PW 127-G
PROPELLERS: HS 568F-5

Figure 4.4 – Takeoff Ground Run, 2 Engines, Normal Takeoff

B.R. 50 FT
TOGR
TOD50
Figure 4.5 – Takeoff Ground Run (TOGR) - Takeoff Distance to 50 Ft (TOD50)
Takeoff Distance to 50 Feet (TOD50)
Takeoff Distance to 50 feet is the ground run plus the distance in the air required to reach a height of
50 feet over the runway with both engines operative.


Figure 4.6 – Takeoff Distance to 50 ft, 2 Engines, Normal Takeoff

Critical Field Length (CFL)
Is the total length of runway required to accelerate with all engines to the critical engine failure speed,
experience an engine failure and then continue to takeoff or stop.
VCEF
STOP
B.R.
CFL
RWY
Figure 4.7 – Critical Field Length
The following figure explains the CFL concept, and the way to determine VCEF.
ASD = ACCELERATE – STOP DISTANCE

TOGR = TAKEOFF GROUND RUN
VEF = ENGINE FAILURE SPEED
Critical Engine Failure Speed (VCEF)
Is the speed at which in case of engine failure during the takeoff ground run, the same distance is
required to either continue the takeoff or to stop the aircraft.

Refusal Speed (VRE)
It is the speed to which the aircraft can accelerate, experience an engine failure and then stop inside
the runway length available with one engine operative and the other in ground idle.
VCFE
VRE
V1 FULL
STOP
B.R.
RWY
Figure 4.8 – Refusal Speed
LIMITATIONS:
VCEF ≥ VMCG
VR ≥ VMCA
VMCG ≤ VRE ≤ VR
In case of takeoff limited by runway length, usually VCEF = VRE =V1
In case of long runways without limitations, usually V1 = VRE =VR
Maximum Brake Energy Speed (VMBE)
It is the maximum speed at which the aircraft can be stopped completely without exceed the
limitations for Maximum Brake Energy.
More information about this airspeed is provided in paragraph corresponding to Maximum Brake
Energy.

TAKEOFF POWER SETTING / MAX ITT IN TAKEOFF
In order to obtain takeoff power it is necessary that the engines have EEC mode activated, the power
level (PL) in the Max. Auto position and the power range selector (PRS) in TOGA.
Figure 4.9 – Maximum Torque for Normal Takeoff (Static)

Figure 4.10 – Max. ITT in Takeoff
If the ITT is exceeded during takeoff, the engine would be deteriorated and it would not be possible
to obtain all the expected APR power increase. In case of engine failure in the other engine, it would
be impossible to obtain the expected power.

TYPE OF RUNWAY
The simplified takeoff tables for normal takeoff, which will be presented in this chapter are extracted
from the QRD and are only valid for dry paved runways.
However Airplane Flight Manual (AFM) and/or Performance Data Manual (PDM) contains graphs
with corrections grids for the case of unpaved runways or wet / icy runways.
The parameters used in these correction grids are the RFI (Rolling Friction Index) and the RCR
(Runway Condition Reading). The values of RCR and RFI may be provided by the airport / airfield
authorities. If not, values may also be obtained from tables in Airplane Flight Manual (AFM) and/or
Performance Data Manual (PDM).
Runway Condition Reading (RCR) is a parameter related to the average braking effectiveness of
the airplane on a particular runway surface and defines the degradation of braking when the runway
is wet or icy.
THE RCR DEFINES THE DEGRADATION OF BRAKING WHEN THE RUNWAY IS WET OR DRY
The recommended RCR value is used when scheduling any performance which involves braking,
such as critical field length or refusal speed.
When a RCR value is not available for a given paved runway, the table below may be used to obtain
an acceptable RCR value.
PAVED RUNWAY CODITION RCR
Dry 23
Wet 12
Icy 5
On unpaved runways, an equivalent RCR value appropriate to the roughness characteristics of the
runway surface is recommended below.
TYPE OF UNPAVED RUNWAY SURFACE Equivalent RCR
Smooth surface 16
Wavy Surface / Wet Grass Surface 10

Rolling Friction Index (RFI) is a parameter related to the rolling friction coefficient and defines the
degradation of the acceleration on unpaved runways.
THE RFI DEFINES THE DEGRADATION OF THE ACCELERATION ON UNPAVED RUNWAYS
The recommended RFI value is used when scheduling any performance that involves acceleration
such as critical field length, refusal speed and takeoff ground run.
The recommended RFI values for unpaved runways are shown in the table below:
Unpaved runway Unpaved runway

Runway strength (CBR) RFI
requirement
3 (ground)
“Hard” ≥7
4 (grass)
6 4
5 6
“Soft” 4 8
3 11
2 14
NOTE: The parameter CBR (California Bearing Ratio) that appears in the previous table is used to
determine the runway strength requirement. It also may be provided by the airport/airfield
authorities.

SUMMARY OF THE USE OF SIMPLIFIED TAKEOFF TABLES
In order to ease the calculations of the takeoff parameters, it has been prepared some simplified
tables that are included in QRD. These tables may be used for standard operation.
To simplify the use of the tables, and to avoid errors when reading the values, conservative results
are obtained when using these tables. Data in these tables is not valid for all conditions and cases.
There are some limitations in the use of the tables. If maximum performance is required or the
conditions for which the tables apply are not met, then use charts in Airplane Flight Manual (AFM)
and/or Performance Data Manual (PDM).
Next figure, that is also included in QRD, shows a summary of the criteria for the use of tables A, B, C
and D in QRD, according to the type of operation, and the parameters obtained from each table.
USE OF TAKEOFF TABLES

OPERATION CRITERIA TYPE TABLE PAGE CALCULATE
TABLE A1 PD-5 DISTANCE
1.13VSR → TABLE B1 PD-7 → MTOW
V1=VR → TABLE E1 PD-11 VR-V2
TABLE A2 PD-6 DISTANCE
1.23VSR → TABLE B1 PD-7 → MTOW
TABLE E2 PD-12 VR-V2
M.O. TABLE B1 PD-7 MTOW
NORMAL → DISTANCE
TAKEOFF 1.13VSR → TABLE C1 PD-9 → MTOW
V1
CFL → TABLE E1 PD-11 VR-V2
TABLE B1 PD-7 MTOW
DISTANCE
1.23VSR → TABLE C2 PD-10 → MTOW
V1
DISTANCE
F-TO → TABLE B2 PD-13
º
(10 )
→ MTOW
V1=VR → TABLE E3 PD-17 VR-V2
DISTANCE
F-APP → TABLE B3 PD-14
º
(15 ) → MTOW
M.O. TABLE E4 PD-18 VR-V2
SHORT
FIELD → DISTANCE
F-TO → TABLE C3 PD-15 MTOW
TAKEOFF º
(10 ) → V1
CFL → TABLE E3 PD-17 VR-V2
DISTANCE
F-APP → TABLE C4 PD-16 MTOW
º
(15 ) → V1
DISTANCE
F-TO → TABLE D1 PD-19
º
(10 )
→ MTOW
M.O.
SHORT
→ 2
ENGINES
→
DISTANCE
TABLE D2 PD-20
FIELD F-APP
º → → MTOW
TAKEOFF (15 )
Figure 4.11 – Use of Takeoff Tables

If these tables becomes “not applicable” for the existing ambient conditions, it is necessary to use the
graphics included in Airplane Flight Manual or in Performance Data Manual.
It is convenient to remember that the use of tables D1 and D2 can not assure the success of the
operation if an engine failure happens. Therefore they should only be used in urgency cases of
extreme urgency, emergency cases or case of extreme need.
Following additional information has been prepared to ease and clarify the use of simplified takeoff
tables in QRD.
TAKEOFF TABLE
TYPE A1 A2 B1 B2 B3 C1 C2 C3 C4 D1 D2 E1 E2 E3 E4
1.13 X X X X
NORMAL
1.23 X X X X
SHORT F10º X X X
FIELD TO F15º X X X
2 F10º X X
ENGINES F15º X X
-A1
-B1
-V2 = 1.13VSR
-C1
-E1
NORMAL TAKEOFF
-A2
-B1
-V2 = 1.13VSR
-C2
-E2
-B2
-Flaps 10º -C3
-E3
SHORT-FIELD TAKEOFF
-B3
-Flaps 15º -C4
-E4
-D1
-Flaps 10º
-E3
2-ENGINES SHORT-FIELD TAKEOFF
-D2
-Flaps 15º
-E4

RUNWAY AIRPORT TABLES
Under operator request, specific tables providing takeoff parameters for runways frequently used
may be prepared and included in QRH.
The next figure shows a typical example of these tables for which the airport at “SAMPLE Field” has
been chosen.
SAMPLE Field
15 EL: 145 ft RWY = 3543 ft EL: 136 ft 33

kt
0 10 20 V1 0 10 20 V1
ºC
30 2110 2260 2310 113 2180 2250 2320 113
20 2140 2250 2320 112 2195 2320 2320 113
10 2170 2215 2320 112 2210 2320 2320 113
This table provides, for normal takeoff, the maximum takeoff weight in tens of kilos for the runway 15
and 33.
This data is presented as a function of headwind and OAT.
The table also gives the V1 value in KIAS for both runways.
Likewise, the small table on the right gives the maximum takeoff weight for tactical takeoff.
Let’s see an example. Let’s suppose that our data is:
- Airport: SAMPLE Field.
- Normal takeoff, flaps 10º
- Runway: 15
- OAT = 20º
- Wind: 10 Kt (headwind)
The maximum takeoff weight is therefore 22 500 kg and V1 is 112 kt.

TABLE A (V1 = VR)
Tables A (A1, A2) gives the weight, runway, pressure altitude and ambient temperature conditions
for which V1 is equal to VR. It also provides informs of the single climb gradient available in these
conditions.
These tables may be used as a quick check to determine if takeoff is possible or not, buti do not
provide the exact parameters for takeoff operation.
The figure 4.12 shows, as an example, table A1, that applies for normal takeoff (flaps 10º).
WEIGHT/RUNWAY LIMITATIONS
Normal takeoff
MILITARY OPERATION – NORMAL TAKEOFF [FLAPS-TO (10º)].

V2/VSR = 1.13 (See TABLE E1)
REQUIRED RWY 1 ENGINE
OA CLIMB
PR. ALT. TOW T DRY WET V1 GRADIENT
(FT) (KG) (ºC) (FT) (FT) (KIAS) (%)
≤ 15 ≥ 3120 ≥ 3650 V R ≥ 8.9
≤ 16000
≤ 40 ≥ 3580 ≥ 4150 VR ≥ 7.0
≤ 15 ≥ 5010 ≥ 5720 VR ≥ 3.6
≤ 1000 ≤ 21000
≤ 40 ≥ 5560 ≥ 6320 V R - 3 ≥ 2.4
≤5 ≥ 5350 ≥ 5700 VR - 9 ≥ 2.4
≤ 23200
≤ 33 ≥ 7480 ≥ 7480 VR - 16 ≥ 1.8
≤ 15 ≥ 3250 ≥ 3800 VR ≥ 8.5
≤ 16000
≤ 40 ≥ 3810 ≥ 4410 VR ≥ 6.1
≤ 15 ≥ 5260 ≥ 5990 VR ≥ 3.4
≤ 2000 ≤ 21000
≤ 35 ≥ 5590 ≥ 6350 VR - 4 ≥ 2.4
≤ 22000 ≤ 26 ≥ 5730 ≥ 5940 VR - 9 ≥ 2.4
≤ 23200 ≤ 24 ≥ 7550 ≥ 7550 VR - 16 ≥ 1.8
≤ 15 ≥ 3400 ≥ 3960 VR ≥ 8.2
≤ 16000
≤ 40 ≥ 4070 ≥ 4700 V R ≥ 5.4
≤ 15 ≥ 5340 ≥ 6070 VR - 2 ≥ 3.2
≤ 3000 ≤ 21000
≤ 29 ≥ 5470 ≥ 6210 VR - 6 ≥ 2.4
≤ 22000 ≤ 20 ≥ 5950 ≥ 5950 V R - 10 ≥ 2.4
≤ 23200 ≤ 18 ≥ 7800 ≥ 7800 VR - 17 ≥ 1.8
REQUIRED RWY: (ASD or TOGR) + 200 ft
Paved runway with ± 1% slope. Wind calm or Headwind.
V1 = VR is assumed. When there is limitation by Maximum Brake Energy, TABLE
V1 is reduced. (See VR on TABLE E1). A1
Shaded values correspond to maximum ambient temperature to comply
with Minimum Climb Gradient limitation (>1.8% or > 2.4%).
Figure 4.12 – Weight/Runway Limitations (Tables A)

The table is applicable if following conditions are met:
Normal takeoff, flaps 10º.

Dry or wet, paved runway with up to a 2% uphill slope.
Calm or headwind.
Pressure altitude up to 3000 ft.
The operation will be limited by brake energy, for weights that exceed the tabulated
values.
In case of obstacle presence it is necessary to check if it can be overpassed with climb gradient values
shown in the table.

TABLE B (LIMITATION BY MIN. CLIMB GRADIENT)
Tables B (B1, B2, B3) shows MTOW, for normal takeoff limited by single-engine minimum climb
gradient of 1.8% / 1.9% (V2 of 1.13 VSR or 1.23 VSR) and for short-field takeoff limited by one gradient
of 1.7% or 1.6% (flaps 10º and flaps 15º). It also shows runway length required for the worst of the
cases with V1=VR, therefore it is applicable to long runways.
Figure 4.13 shows table B1, that applies to normal takeoff (V2 = 1.13 VSR , flaps 10º), as an example
MILITARY OPERATION - NORMAL TAKEOFF [FLAPS-TO (10º)]
(*) MTOW (×10 Kg) LIMITED BY MINIMUM CLIMB V2=1.13VSR

1.8% (See TABLE E1)
GRADIENT WITH ONE ENGINE INOPERATIVE
PR. ALT. (Ft)
3000 2500 2000 1500 1000 500 SL
OAT (ºC)
44 1969 2010 2054 2096 2142 2188 2231
42 2001 2045 2088 2134 2178 2221 2263
40 2035 2079 2122 2167 2211 2254 2293
38 2068 2110 2155 2199 2246 2285
36 2098 2143 2187 2233 2279 2317
34 2130 2174 2219 2266 2312
32 2161 2205 2252 2298
30 2191 2238 2276 2311
25 2253 2285 2315
20 2307 2320
10
0
(*) MTOW (×10 Kg) LIMITED BY MINIMUM CLIMB V2=1.23VSR

1.9% (See TABLE E2)
GRADIENT WITH ONE ENGINE INOPERATIVE
PR. ALT. (Ft)
3000 2500 2000 1500 1000 500 SL
OAT (ºC)
44 1996 2040 2083 2128 2173 2220 2264
42 2031 2075 2119 2165 2210 2254 2293
40 2065 2109 2154 2198 2245 2286
38 2097 2143 2187 2234 2280 2318
36 2130 2175 2221 2268 2314
34 2163 2208 2255 2301
32 2194 2241 2288
30 2227 2274 2311
25 2286 2318
20 2320
10
0
(*) NOTE: This table only shows MTOW limitation by Single Engine Minimum
Climb Gradient. Use other tables to check the rest of MTOW TABLE B1
limitations.
Figure 4.13 – Climb Gradient Limitation (Tables B)
As stated in the conditions to use table B1, it is required to use other tables to check the rest of the
limitations for MTOW.

TABLE C (LIMITATION BY RUNWAY)
Tables C (C1, C2, C3 and C4) apply respectively to normal takeoff (flaps 10º), with operation speed
V2 = 1.13 VSR and/or V2 = 1.23 VSR and to short fields takeoff (flaps 10º and flaps 15º), assuming
engine failure in all cases.
These tables are used to obtain takeoff parameters for maximum takeoff weight permitted for the
existing ambient conditions. and show following data:
- Maximum takeoff weight (MTOW).
- Single-engine climb gradient (%).
- The decision speed in KIAS (V1).
- The minimum required length of the runway (RWY).
Figure 4.14 shows table C1, thtat applies to normal takeoff (V2 = 1.13 VSR , flaps 10º) as an example.
NORMAL TAKEOFF
MTOW (× 10 Kg) % GRADIENT
[FLAPS-TO (10º)]
V1 RWY (Ft) V2 = 1.13 VSR (TABLE E1)
OAT (°C)
0 10 20 25 30 34 40
PR.
ALT. (Ft)
2240 2.6 2198 2.7 2160 2.7 2136 2.5 2115 2.3 2096 2.0 2035 1.8
3000
112 4940 111 4990 110 5070 110 5200 110 5360 110 5510 109 5540
2261 2.6 2220 2.7 2181 2.7 2157 2.6 2136 2.4 2119 2.1 2079 1.8
2500
113 4920 112 4960 111 5020 111 5130 110 5260 111 5410 110 5560
2282 2.6 2241 2.6 2200 2.7 2180 2.6 2157 2.5 2140 2.3 2112 1.9
2000
113 4890 112 4940 111 4980 111 5070 111 5160 111 5300 111 5520
2303 2.5 2262 2.6 2222 2.6 2201 2.6 2181 2.6 2163 2.4 2135 2.0
1500
114 4860 113 4910 112 4960 111 5010 111 5090 111 5200 111 5420
2320 2.5 2283 2.6 2243 2.6 2223 2.6 2203 2.6 2186 2.5 2158 2.1
1000
114 4810 113 4890 112 4940 112 4970 111 5030 111 5100 111 5330
2320 2.6 2303 2.5 2264 2.6 2245 2.6 2225 2.6 2209 2.6 2180 2.2
500
114 4680 114 4860 113 4910 112 4940 112 4980 112 5010 112 5230
2320 2.7 2320 2.5 2285 2.5 2266 2.6 2247 2.6 2231 2.6 2203 2.3
SL
114 4550 114 4800 113 4880 113 4910 112 4930 112 4950 112 5130
RWY = CFL V1 = VCEF

Minimum runway valid: RWY = 2300 ft (dry) or RWY = 2800 ft (wet).
Paved runway with ± 1% slope. Wind calm or Headwind.
Weights are limited by: Maximum Brake Energy (37.32 MJ) in shaded area.
Minimum Climb Gradient (1.8 %) in right upper corner.
Structural Weight Limitation (23200 kg) in left lower corner.
Gradient increment by weight reduction: +0.11% / -200 kg.
V1 decrement by weight reduction: -1 kt / -200 kg.
Required runway (RWY) decrement by weight reduction: -80 ft / -200 kg. TABLE
C1
Additionally to above corrections, for wet runways, increase +550 ft required
runway (RWY) and reduce -4 kt V1.
Figure 4.14 - Limitation by Runway (Tables C)

This table is applicable if the following conditions are met:
- Normal takeoff, flaps 10º.
- Ambient temperature not greater than 40º C. For temperatures less than 0º C, the maximum
takeoff weight shown for 0º C may be conservatively taken.
- Pressure-altitude between S.L and 3000ft.
- Calm or headwind
- Runways slopes of up to 2% uphill.
- Information relevant to obstacle clearance is not included, althought the table can be used to
obtain the maximum take of weight limited by obstacles if the gradient required to clear them is
known.

TABLE D (TACTICAL TAKEOFF)
Tables D (D1, D2) include data for 2-engines short-field takeoff or tactical takeoff, not assuming
engine failure for runway length limitation (flaps 10º and flaps15º). This table shows following data:
- Maximum Takeoff Weight (MTOW) limited structurally (23 200 kg) or limited by a single
engine gradient equal to 1.7% (flaps 10º) or 1.6% (flaps 15º).
- Single engine climb gradient available at MTOW in %.
- Minimum paved dry runway length required in ft. (takeoff run plus an additional distance as
safety margin. 300 ft has been selected).
Figure 4-15 shows table D1 for 2-engines short-field takeoff with flaps 10º as an example.
WEIGHT/RUNWAY LIMITATIONS
2-ENGINES SHORT FIELD TAKEOFF
2-ENGINES SHORT FIELD TAKEOFF
MTOW (× 10 Kg) % GRADIENT
[FLAPS-TO (10º)]
RWY (Ft) = TOGR + 300 Ft V2 = 1.05 VSR (TABLE E3)
OAT (°C)
0 10 20 25 30 34 40
PR.
ALT. (Ft)
2269 1.7 2236 1.7 2194 1.7 2136 1.7 2073 1.7 2016 1.7 1928 1.7
3000
3620 3700 3790 3740 3660 3600 3510
2285 1.7 2253 1.7 2220 1.7 2169 1.7 2114 1.7 2059 1.7 1970 1.7
2500
3580 3660 3730 3790 3680 3605 3445
2300 1.7 2270 1.7 2238 1.7 2198 1.7 2154 1.7 2099 1.7 2010 1.7
2000
3540 3615 3690 3770 3705 3625 3450
2317 1.7 2286 1.7 2255 1.7 2226 1.7 2189 1.7 2145 1.7 2054 1.7
1500
3500 3575 3655 3720 3735 3640 3470
2320 1.8 2301 1.7 2271 1.7 2251 1.7 2221 1.7 2188 1.7 2095 1.7
1000
3420 3540 3610 3665 3725 3655 3480
2320 1.9 2317 1.7 2287 1.7 2271 1.7 2247 1.7 2228 1.7 2138 1.7
500
3335 3500 3570 3605 3665 3645 3495
2320 2.0 2320 1.8 2302 1.7 2288 1.7 2271 1.7 2256 1.7 2178 1.7
SL
3245 3420 3535 3570 3600 3640 3505
NOTE: For 2-Engines Short Field Takeoff, engine failure during takeoff is not
considered for Runway Length Limitation, but is taken into account for
Minimum Climb Gradient Limitation.
Paved dry runway with ± 2% slope. Wind calm or Headwind.

Minimum runway valid = 1400 ft.
Weights are limited by: Minimum Climb Gradient (1.7%) right side of thick line.
Structural Weight Limitation (23200 kg) left side of thick line.
Required runway (RWY) decrement by weight reduction = -60 ft/-200 kg.
Climb gradient increment by weight reduction = +0.12%/-200 kg.
TABLE
For unpaved hard runway = Substract 300 ft to available runway length.
D1
For unpaved soft runway (CBR=4) = Substract 1000 ft to available
runway length.
Figure 4.15 –2-Engines Short Field Takeoff (Tables D)

TAKEOFF SPEEDS TABLES
Tables E (E1, E2, E3, E4) provides takeoff airspeeds. Figure 4.16 shows as an example, tables E1
(normal to, V2=1.13VSR) and E3 (short-field takeoff, flaps 10º).
NORMAL TAKEOFF – [FLAPS-TO (10º)] – V2=1.13 VSR
PRES. ALT. (ft) WEIGHT (TONS)

SL 1000 2000 3000 12 13 14 15 16 17 18 19 20 21 22 23.2
-40/8 -40/-2 -40/-12 -40/-23 ¾ 106 103 102 101 100 98 102 106 110 114 118 121
O
9/39 -1/33 -11/25 -22/19 ¾ 101 99 98 97 96 100 104 108 112 115 VR
A
40/49 34/44 26/38 20/30 ¾ 97 95 94 93 97 101 105 109 112 1.13
T 119 122
50/55 45/53 39/47 31/42 ¾ 94 92 90 94 98 102 106 116
(ºC) 110 113
- - 48/51 43/49 ¾ 89 88 91 95 100 104 107
À À À À À À À À À À À À
PRES. ALT. (ft)
SL 1000 2000 3000
-40/8 -40/-2 -40/-12 -40/-23 ¾ 109 108 106 105 104
O
9/39 -1/33 -11/25 -22/19 ¾ 106 104 103 102
A V2
40/49 34/44 26/38 20/30 ¾ 102 100 98 106 109 112 115 117 120 123
T 103 1.13
50/55 45/53 39/47 31/42 ¾ 97 96 99
(ºC) 96
- - 48/51 43/49 ¾ 93 93
V2 + 10 KIAS VF0
TABLE E1 V2 + 20 KIAS
VFTO
V4seg
VR and V2 shaded values applies to limitation by VMCA
SHORT FIELD TAKEOFF – [FLAPS-TO (10º)]
PRES. ALT. (ft) WEIGHT (TONS)

SL 1000 2000 3000 12 13 14 15 16 17 18 19 20 21 22 23.2
-40/-15 -40/-25 -40/-35 - ¾ 103 101 100 98 96 95 94 93 95 100 104 110
O -14/13 -24/2 -34/-8 -40/-18 ¾ 100 98 97 95 94 93 92 93 97 101 106
A 12/36 1/30 -7/21 -17/10 ¾ 97 95 94 92 91 90 90 94 99 103 VR
T 35/45 31/38 22/32 11/24 ¾ 94 92 91 89 88 87 91 96 101 111
109
(ºC) 46/50 39/45 33/39 25/33 ¾ 92 90 89 87 86 88 93 98 106
103
- 46/50 40/45 34/40 ¾ 89 87 86 84 86 90 95 100
PRES. ALT. (ft)
SL 1000 2000 3000
-40/-15 -40/-25 -40/-35 - ¾ 105 104 102 101 100
O
-14/13 -24/2 -34/-8 -40/-18 ¾ 103 102 101 99 98
A
12/36 1/30 -7/21 -17/10 ¾ 100 99 98 97 100 103 106 108 111 114 117 V2
T
35/45 31/38 22/32 11/24 ¾ 98 96 95 95 97
(ºC)
46/50 39/45 33/39 25/33 ¾ 95 94 93 94
Minimum Flap Retraction Speed from F10º to F0º (V2 + 17 KIAS) VF0
TABLE E3 Final Takeoff Speed (V2 + 27 KIAS) VFTO
V4seg
VR and V2 shaded values applies to limitation by VMCA
Figure 4.16 – Takeoff Speeds Table (Tables E)

WIND CONSIDERATIONS IN TAKEOFF
Tables A, B, C and D are not valid for tailwinds and do not contains corrections for headwinds, being
therefore conservative.
In general, when there is tailwind, or a headwind needs to be taken into account, we should refer to
the graphs in the Airplane Flight Manual (AFM) and/or Performance Data Manual (PDM), which
contain correction grids for winds.
WIND CONSIDERATIONS IN TAKEOFF
DOCUMENT REMARKS
- NOT VALID FOR TAILWIND
- TABLES A, B, C AND D (QRD)
- CONSERVATIVE FOR HEADWIND
- FLIGHT MANUAL OR - VALID FOR ANY HEADWIND OR
PERFONMANCE DATA MANUAL TAILWIND (WIND CORRECTION GRIDS)
Sometimes it is necessary to consider the wind components to determine the parameters related with
takeoff operation.
In the wind effect calculations, conservatively the headwind benefits may be accepted like an
incremented safety margin, while tailwind is increased, also with the objective of having a higher
safety margin.
So the headwind may be taken into account whenever it is necessary to complete the flight mission,
or even can be decided to take only partial benefits, applying, 50% of headwind component. For that
same reason, 150% of tailwind may be applied for an increment of the safety margin.
The following table shows a summary of the consideration of the wind according to be headwind,
crosswind or tailwind.

WIND SUMMARY TABLE

TYPE OF WIND HOW TO OBTAIN COMPONENT USE OF WIND COMPONENT
Apply 50% of runway component

Enter wind component chart with to all takeoff.
Headwind steady wind value to obtain runway
component. Do not apply headwinds for
obstacle clearance.
Apply 150% of runway

Enter wind component chart with
component to all takeoff.
Tailwind steady wind value plus the gust
increment to obtain runway Apply 150% of runway
component. component for obstacle
clearance.
Enter wind component chart with
Crosswind steady wind value plus the gust Check necessity of increased
increment to obtain crosswind rotation, and threshold speeds.
component.
Certainly, to obtain the maximum capabilities of the aircraft, the reported wind components may be
used, that is, without tailwind increment or headwind decrement, but taking into account the same
distinction between the stationary component and gust described in the previous table.
For takeoff operation, it is necessary to know which are the wind limitations. For this purpose, specific
charts have been prepared for each type of takeoff. Figure 4.17 shows, as an example, the crosswind
chart for normal takeoff (flaps 10º).
This chart allow to obtain the headwind, tailwind or crosswind components and determine if these
values are within limits. An specific chart is also available for short field takeoff. These charts are
available in QRD as well as in Airplane Flight Manual and/or Performance Data Manual (PDM).

WIND COMPONENTS AND CROSSWIND LIMITATIONS

NORMAL TAKEOFF
Figure 4.17 – Wind Components and Crosswind Limitations
NOTES:
1. A slight yaw should be expected to occur between rotation and lift-off when taking off
within the “CAUTION” area.
2. Takeoffs within the “Not Recommended” area require a high degree of pilot skill for
crosswind correction and are not recommended. Variations in asymmetrical power and use
of less flaps than normally recommended will result in an improved crosswind capability.

This chart is the result of a combination of two different graphs superimposed, with same horizontal
axis (crosswind component), but two different vertical axes (headwind and rotation speed - VR
respectively).
The first graph is the standard crosswind chart. It has in the vertical the wind component along the
runway /headwind/tailwind), and on the horizontal axis the crosswind component. It is used to
obtain wind components when runway in use and reported wind are known.
The second graph also has on the horizontal axis the crosswind component, but on the vertical axis it
has - VR. Three different areas or zones may be distinguished, regarding the difficulty of the takeoff
operation due to crosswind.
The intersection point between crosswind component and calculated VR determines which is the
zone on which takeoff operation may be performed. For these different the graph shows the
following zones:
- Recommended
- Caution
- Not recommended
If the intersection point of the crosswind components and the planned (previously calculated)
rotation speed is on “Not Recommended zone”, takeoff operation is not recommended.
In previous case, there is a way to enhance the capability of the aircraft to cope with crosswind
component, that is explained bellow.
- It is permitted to increase rotation speed (VR) until “Caution zone” is reached or until a
maximum increment of 10 kt is reached.
- If new intersection point for crosswind component and incresed rotation speed is now on
“Caution zone”, takeoff is permitted, but it is still required to perform the operation with
caution.
- If new intersection point still is in “Not Recommended zone”, takeoff should not be initiated.
CROSSWIND IN TAKEOFF
ZONE REMARKS
RECOMMENDED THERE IS NO PROBLEM
CAUTION TAKE OFF WITH CAUTION
NOT RECOMMENDED TAKE OFF WITH VR INCREASED BY A
MAXIMUM OF 10 KIAS UNTIL THE CAUTION
ZONE IS LIMIT REACHED

MAXIMUM BRAKE ENERGY IN TAKEOFF

It is necessary to check that maximum brake energy is not going to be exceeded, previously to any
takeoff operation for which there is any unfavourable condition, such as:
- Short runway
- Medium or high weight
- Negative runway slope
- Tailwind
Figure 4.18 shows Maximum Brake Energy chart. This graph can be used indistinctly for Normal
Takeoff or for Short-Field Takeoff.
MAXIMUM BRAKE ENERGY IN TAKEOFF
Figure 4.18 – Maximum Brake Energy in Takeoff

Regarding the previous chart, following considerations apply:
- V1 should be selected as “refusal speed”.
- Maximum certified braking energy is 37.32 MJ.
This graph can be used in direct or inverse ways as described in the following table:
USE KNOWN UNKNOWN REMARKS
ABSORBED BRAKE IT IS THE

DIRECT TOW and V1
ENERGY NORMALLY USED
Runways with
V1 and 37.32 MJ MTOWMBE
limitation by MBE
INVERSE MAXIMUM
COMPARE IT WITH
ATOW and 37.32 MJ BRAKING ENERGY
V1 (*)
SPEED (VMBE)
(*) V1 must be equal or lower than the maximum brake energy speed VMBE
V1 ≤ VMBE
Te previous graph can also be used after a rejected takeoff to check if the certified maximum brake
energy has been exceeded.

CHAPTER 5.- CLIMB
TABLE OF CONTENTS
Title Page
CLIMB SPEEDS 1
CLIMB POWER SETTING 2
CLIMB DATA TABLES (TIME, DISTANCE AND FUEL) 3
AIRCRAFT CEILINGS 6

LIST OF FIGURES
Figure Title Page
5.1 - Climb Speed with two Operative Engines (Flaps 0º) 1

5.2 - Time, Distance and Fuel for Climb 3
5.3 - Cruise Ceiling with two Operative Engines 7
5.4 - Service Ceiling with two Operative Engines 8
5.5 Single-Engine Ceilings 9

CLIMB SPEEDS
In case of two operative engines, the best climb speed is the 140/130 KIAS speed rule, 140 KIAS
below FL100 and 140 KIAS above FL150. Between both levels, the climb speed varies in a lineal way.
This speed corresponds to that pre-programmed in the automatic pilot and will normally be used in
climb.
VX = BEST ANGLE OF CLIMB SPEED

VY = BEST RATE OF CLIMB SPEED
TIME
Figure 5.1 – Climb Speed with two Operative Engines (Flaps 0º)

This airspeed law (140/130) is best climb speed (VX) for C-295 aircraft. To calculate airspeed for best
(maximum) rate of climb (VY) there are specific charts available in Airplane Flight Manual (AFM)
and/or Performance Data Manual (PDM).
In case of having one engine inoperative, the best climb speed is given by the rule 1.24VSR where VSR
is the Stall Reference Speed.
NR. OF OPERATIVE
CLIMB SPEED REMARKS
ENGINES
2 140/130 KIAS BEST CLIMB SPEED
1 1.24 VSR BEST CLIMB SPEED
CLIMB POWER SETTING
After takeoff operation is completed, the crew must set maximum climb power on both engines.
The power setting of NP that is used is 95%, giving this the best climb speed when we have two
operative engines. With one operative engine the power setting is always 100% NP.
CLIMB POWER SETTINGS
PRS SETTING REMARKS
MAXIMUM CLIMB CLIMB WITH 1 ENGINE INOPERATIVE

MCT
POWER 100% NP
NORMALLY USED WITH 2 ENGINES.

CLB
95% NP

CLIMB DATA TABLES (TIME, DISTANCE AND FUEL)
The next figure shows as an example one of the climb data tables used to calculate time, distance and
fuel for climb from the Airplane Flight Manual and/or Performance Data Manual.
Figure 5.2 – Time, Distance and Fuel for Climb

This table shows, for each combination of aircraft weight at the start of the climb and cruise flight
level (Top of Climb), the following data:
- Total fuel consumed for the climb from sea level.
- The horizontal distance covered in the climb from sea level.
- Time required for the climb from sea level.
The corrections necessary to apply to the values directly obtained form the tables when the takeoff
airfield is at an altitude different than sea level (SL), are available at the bottom of the table.
Tables like the previous one are supplied for the following operative conditions:
Two operative engines One operating engine
Deviation with respect to ISA Deviation with respect to ISA
Climb speed 140/130 KIAS Climb 1.24 VSR
Engine anti-ice off Engine anti-ice off.
PRS in CLB position (95% NP). MAX cont. Power (MCT position)
EFFECT OF ANTI-ICE SYSTEM IN CLIMB
The effect of anti-ice system is negligible both, for two-engines as well as single-engine operation.
- FUEL, TIME AND DISTANCE: NO CORRECTION NEEDED
EFFECT OF DRAG INDEX IN CLIMB
The effect of the Drag Index produces an increment of fuel, time and distance. The value of the
increment every 50 units of Drag Index is 12% for the three parameters. This increment is valid both,
for two-engines as well as single-engine operation.
- FUEL,TIME AND DISTANCE: INCREASE 12 % FOR EACH 50 D.I. UNITS

EFFECT OF WIND IN CLIMB
In case of tailwind or headwind during climb, the time and fuel do not require correction.
The distance has to be corrected according to the following formula:
D = D0 - (WS x t) / 60
Where:
D0 = Distance without wind (NM, obtained from the tables or graphs)
WS = Wind longitudinal component speed (kt) (positive for headwind, negative for tailwind)
t = Time (min)
- FUEL AND TIME: NO CORRECTION REQUIRED
- DISTANCE:
D = D0 - (WS x t) / 60

AIRCRAFT CEILINGS
Cruise ceiling is the altitude at which the rate of climb of the aircraft is 300 fpm when flying at the
best climb speed and a specific power setting.
Service ceiling is the altitude at which the rate of climb of the aircraft is 100 fpm when flying at the
best climb speed and a specific power setting.
Absolute ceiling is the maximum altitude the aircraft is able to reach. At his altitude the rate of climb
is 0 fpm.
NR.OF 0P. RATE OF

CEILING CLIMB SPEED POWER NP
ENG. CLIMB
BEST CLIMB SPEED MAXIMUM
2 300 fpm 95%
CRUISE (140/130 KIAS) CLIMB
CEILING BEST CLIMB SPEED MAXIMUM
1 300 fpm 100%
(1.24 VS) CONTINUOUS
BEST CLIMB SPEED MAXIMUM
2 100 fpm 95%
SERVICE (140/130 KIAS) CLIMB
CEILING BEST CLIMB SPEED MAXIMUM
1 100 fpm 100%
(1.2 VS) CONTINUOUS

The following figure shows a graph to obtain cruise ceiling for two operative engines as an example.
The cruise ceiling is given as a fuction of the aircraft weight and ISA temperature deviation.
Figure 5.3 – Cruise Ceiling with two Operative Engines

Next figure shows a graph to obtain service ceiling for two operative engines as another example. It
also depends on aircraft weight and ISA temperature deviation.
Figure 5.4 – Service Ceiling with two Operative Engines

For one single-engine operation, Airplane Flight Manual and Performance Data Manual also have
graphs to obtain ceilings. Also QRD includes tables providing cruise ceiling and service ceiling, which
gives us this parameters tabulated for ISA and ISA+10 as the following figure shows.
CEILINGS WITH ONE ENGINE INOPERATIVE (× 1000 FT)

WEIGHT ¾
12 14 16 18 20 22 23
(× 1000 KG)
CRUISE SERVICE
(300fpm) (100fpm)
ISA 27.5 23.2 19.5 16.2 13.0 10.0 8.6

ISA+20ºC 24.2 19.8 16.0 12.2 8.7 5.6 4.0
ISA 24.0 19.8 16.0 12.5 9.2 6.2 4.7
ISA+20ºC 20.7 16.2 12.0 8.2 4.6 1.2 -0.5
Ceilings with ECS OFF are obtained reducing 5% the weight before using this table.
Figure 5.5 – Single-Engine Ceilings
EFFECT OF ENG A/I IN CEILINGS
All the previous graphs shown are valid for ENG A/I off. However the effect of the ENG A/I is
negligible in the calculation of cruise and service ceiling, both for two operative engines as well as for
single-engine operation.
EFFECT OF DRAG INDEX IN CEILINGS
As all graphs to obtain the ceilings include a correction grid for Drag Index. The effect is taken into
account when using the charts in Airplane Flight Manual (AFM) and/or Performance Data Manual
(PDM).
The table in QRD for ceilings is only valid for a clean configuration (Drag Index = 0).


CHAPTER 6.- CRUISE
TABLE OF CONTENTS
Title Page
DEFINITIONS APPLICABLE TO THE CRUISE 1
CRUISE DATA TABLES 3
EFFECT OF DRAG INDEX 6
EFFECT OF ENGINE ANTI-ICE 6
EFFECT OF WIND 7
CRUISE DATA TABLES FROM QRD 8
OPTIMUM CRUISE ALTITUDE 11
SHORT RANGE MISIONS 13
DRIFTDOWN 15

LIST OF FIGURES
Figure Title Page
6.1 - Cruise Data Tables. Maximum Cruise. 2 Engines. 3

6.2 - Cruise Data Tables. Long Range. 2 Engines. 5
6.3 - Cruise Tables from the QRD. Maximum Cruise. 2 Engines 8
6.4 - Cruise Tables from the QRD. Long Range Cruise. 2 Engines 9
6.5 - Cruise Tables from the QRD. Long Range Cruise. 1 Engine 10
6.6 - Cruise Altitude Selection for Long Range 12
6.7 - Maximum Cruise Altitude for Short Range Missions 13
6.8 - Driftdown Procedure 15
6.9 - Driftdown chart 16
6.10 - Driftdown table on QRD 17

DEFINITIONS APPLICABLE TO THE CRUISE
Maximum Cruise, with two operative engines, is the flight conducted at the maximum speed
obtained by setting maximum cruise power on both engines. It is the cruise setting used to fly as fast
as possible for the existing ambient conditions and aircraft weight.
Maximum Cruise, with one engine inoperative, is the flight at the maximum speed obtained by
setting maximum continuous power on the operative engine. It is the cruise setting used to fly as fast
as possible for the existing ambient conditions and aircraft weight.
TYPE OF CRUISE DEFINITION POWER
MAXIMUM CRUISE FLIGHT AT THE MAXIMUM

MAXIMUM CRUISE
(2 OPERATIVE ENGINES) SPEED
MAXIMUM CRUISE FLIGHT AT THE MAXIMUM
MAXIMUM CONTINUOUS
(1 ENGINE INOPERATIVE ) SPEED
Specific Range is the true airspeed divided by the total fuel flow, or nautical miles per pound of fuel.
This parameter give us an idea of how far is possible to fly with a given amount of fuel.
SR = TAS / FF
Where: SR = Specific range (NM/lb)
TAS = True airspeed (kt)
FF = Total fuel flow (lb/h)
Specific Ground Range is the ground speed divided by the total fuel flow, or ground nautical miles
divided per pound (or kg) of fuel. It is the result of considering wind effect on specific range.
SGR = GS / FF
Where: SGR = Specific ground range (NM/lb)
GS = Ground speed (Kt)

Following are the formulas which relate ground speed (GS) with true airspeed (TAS) and the specific
ground range (SGR) with the specific range (SR).
GS = TAS - WS
SGR = SR ( TAS - WS ) / TAS
Where: WS = Wind speed (kt) (+ headwind, - tailwind)
Long Range Cruise is the flight conducted at the speed required to obtain 99% of the maximum
specific range for a given altitude and weight. It is the cruise setting used to fly as far as possible.

CRUISE DATA TABLES
MAXIMUM CRUISE
Figure 6.1 – Cruise Data Tables. Maximum Cruise. 2 Engines
NOTE: FOR MAXIMUM CRUISE, CRZ 1 (90% Np) POWER SETTING ON PRS MUST BE SELECTED

Figure 6.1 shows, as an example, one of the cruise data tables, applicable to maximum cruise with
both engines operative.
The table on Figure 6.1 shows, for each combination of flight level and aircraft weight the following
data:
- Torque.
- Specific range per hundred pounds.
- Fuel flow per engine.
- Indicated airspeed.
- True airspeed.
Tables like the previous one are supplied, in Airplane Flight Manual (AFM) and/or in Performance
Data Manual (PDM), for the following operating conditions:
- Two operative engines and one engine inoperative..
- Deviation with respect to ISA (from ISA –20ºC to ISA +20º).
- Flight levels from sea level to FL300 with two operative engines, and from sea level to
FL250 with one engine inoperative.
- Engine anti-icing off.
The selection of PRS is CRZ1 position, for the case of two operative engines (90% NP).
The selection of PRS is MCT position, for the case of one engine inoperative (100% NP).
LONG RANGE CRUISE
Figure 6.2 shows, as an example, one of the cruise data tables for long range cruise. These tables are
very similar to those for maximum cruise. On this case one difference regarding the power setting is
that data is provided for:
- In the case of two operative engines, data is for PRS at CRZ1 (90% NP)or PRS at CRZ2 (80%),
for flight levels from sea level to FL300. It is recommended to adjust CRZ1 for high altitudes
(above FL100), while CRZ2 is recommended for low altitudes (from SL to FL100).
- In the case of one operative engine, data is for PRS at MCT (100% NP) for flight from sea
level to FL230.

Figure 6.2 – Cruise Data Tables. Long Range. 2 engines
NOTE: FOR LONG RANGE, ADJUST CRZ1 OR CRZ2.

EFFECT OF DRAG INDEX
When the aircraft is equipped with external elements or pieces of equipments, following corrections
must be applied to the values obtained from the tables:
MAXIMUM
2 OPERATIVE ENGINES 1 OPERATIVE ENGINE
CRUISE
- 5 % if DI ≤ 100 units
Specific range -4%
- 3 % if DI > 100 units
Fuel flow It is not necessary to correct It is not necessary to correct
- 8 kt if DI ≤ 100 units
Indicated airspeed - 10 kt
- 5 kt if DI > 100 units
Torque -1 % to the obtained TQ % -1 % to the obtained TQ %
NOTE : The values of previous corrections apply every 50 units of Drag Index.
LONG RANGE
CRUISE
- 6 % if DI ≤ 100 units
Specific range -5%
- 4 % if DI > 100 units
Fuel flow + 2.5 % + 2.5 %
- 8 kt if DI ≤ 100 units
Indicated airspeed - 4 kt
- 6 kt if DI > 100 units
Torque + 3.5 % to the obtained TQ % + 3.5 % to the obtained TQ %
NOTE : The values of previous corrections apply every 50 units of Drag Index.
EFFECT OF ENGINE ANTI-ICE
The effect of the engine anti-ice system is negligible for two operative engines as well as for one
engine inoperative.

EFFECT OF WIND
The effect of the wind on cruise performance is a decrement or increment of ground speed iqual to
the value of headwind and tailwind component, respectively.
Following are the formulas which consider the effect of wind on cruise:
GS = TAS – WS
SGR = SR ( TAS - WS ) / TAS
WS = WIND SPEED (KT) (+ HEADWIND, - TAILWIND)
When strong winds are present at actual cruise flight level, the airspeeds to maintain during flight in
order to achieve long range cruise must be corrected as follows:
LRC AIRSPEED CORRECTION (Every 25 kt of wind speed)
2 operative engines 1 engine inoperative
Tailwind -3% - 1.5 %
Headwind +4% + 2.5 %
NOTE : The values of previous corrections apply every 25 kts of wind speed.
When applying correction to airspeeds due to wind, following limitations must be considered:
- The limit when reducing airspeed due to tailwind is the point at which the speed obtained is
equal to the airspeed for maximum endurance cruise.
- The limit when increasing airspeed due to headwind is the point at the power setting
obtained to increase airspeed is equal to the power for maximum cruise with both engines
operative.

CRUISE DATA TABLES FROM QRD
The following figures show, as an example, three of the cruise data tables from QRD, which are
equivalent to the tables in Airplane Flight Manual (AFM) and/or Performance Data Manual (PDM),
but simplified for a quick in-flight use.
TQ FF
MAX CRUISE CRZ1 (FF: Kg/h/eng) IAS TAS
FL 250 FL 240
TONS
SAT À SAT À
-55 -45 -35 -25 -15 À -53 -43 -33 -23 -13
61 300 57 282 53 268 47 246 43 232 64 311 59 293 55 278 49 256 44 239
14
189 263 181 258 174 254 163 243 154 234 193 264 185 260 178 256 168 246 158 236
61 298 56 280 52 265 46 242 63 309 58 291 54 275 48 253

- 18 -
181 252 171 244 161 235 144 216 186 255 177 248 167 240 152 223
60 296 55 277 51 262 62 307 58 289 53 273

- - 20 - -
174 243 161 231 148 217 180 247 169 237 156 225
FL 230 FL 220
TONS
SAT À SAT À
-51 -41 -31 -21 -11 À -49 -39 -29 -19 -9
66 321 61 304 57 288 51 266 45 246 68 332 64 315 59 298 53 276 46 253
14
197 265 189 261 182 257 172 248 161 237 201 266 194 262 186 258 176 249 164 237
65 320 61 302 56 286 50 263 44 243 68 330 63 313 58 297 52 273 45 250
18
190 257 182 251 173 244 158 228 141 209 195 258 187 254 178 247 164 233 147 213
65 318 60 300 55 283 67 329 62 311 57 294

- - 21 - -
182 245 170 236 158 223 187 249 177 241 165 230
FL 210 FL 200
TONS
SAT À SAT À
-47 -37 -27 -17 -7 À -45 -35 -25 -15 -5
71 343 66 326 61 309 55 286 47 260 73 353 68 337 63 319 57 296 48 267
14
204 267 197 263 190 259 180 251 167 238 208 267 201 264 194 260 184 252 170 238
70 341 65 324 61 307 54 284 46 257 72 352 68 335 63 317 56 294 48 264
18
199 260 191 255 183 249 170 237 152 216 203 261 196 257 187 251 175 240 157 219
69 338 64 320 59 302 71 349 66 332 61 313

- - 23 - -
186 243 174 233 160 219 192 246 181 238 168 226
Figure 6.3 – Cruise Tables from the QRD. Maximum Cruise. 2 Engines

TQ SR
LONG RANGE CRZ1/CRZ2 (FF = 50 X TAS/SR SR = NM/100 Kg) IAS TAS
FL 160 (CRZ1) FL 150 (CRZ1) FL 140 (CRZ1)
SAT ¾
TONSÀ
-37 -17 3 -35 -15 5 -33 -13 7
33 45.9 34 45.9 33 45.7 34 44.8 34 44.7 33 44.6 34 43.5 35 43.5 34 43.4

12
156 190 155 196 151 198 158 189 157 195 153 197 161 189 160 195 155 197
44 41.8 44 41.6 46 40.9 44 41.0 44 40.8 45 40.2 44 40.0 44 39.9 45 39.3

16
170 205 167 210 167 218 171 204 168 208 168 216 172 202 169 206 168 213
54 37.9 55 37.3 53 36.8 54 37.3 56 36.7 55 36.2 54 36.6 56 36.1 56 35.4

20
179 216 177 223 168 220 181 215 179 222 173 223 182 214 181 221 178 225
63 35.1 65 34.4 63 34.6 64 34.0 63 34.1 64 33.5 56 32.8

23 - -
185 224 183 231 187 222 185 229 188 221 186 227 163 207
FL 130 (CRZ1) FL 120 (CRZ1) FL 110(CRZ1)
SAT ¾
TONSÀ
-31 -11 9 -29 -9 11 -27 -7 13
35 42.3 36 42.3 35 42.2 36 41.1 36 41.1 35 41.1 36 39.9 37 40.0 36 40.0

12
163 189 162 195 158 197 165 188 164 195 160 197 168 188 167 195 163 197
44 39.1 44 39.0 44 38.5 44 38.3 43 38.1 44 37.7 44 37.4 43 37.3 44 36.9

16
173 200 170 204 168 210 174 198 171 202 168 207 176 197 172 200 169 204
55 35.9 56 35.4 57 34.8 55 35.2 56 34.8 57 34.2 54 34.5 56 34.1 57 33.5

20
184 213 183 219 180 224 186 211 184 218 182 223 187 210 186 217 184 222
62 33.5 64 32.9 57 32.5 63 32.9 64 32.4 58 32.0 63 32.4 64 31.9 60 31.6

23
190 219 188 226 169 211 192 218 190 225 174 213 194 217 192 223 178 216
FL 100 (CRZ2) FL 90 (CRZ2) FL 80 (CRZ2)
SAT ¾
TONSÀ
-25 -5 15 -23 -3 17 -21 -1 19
37 38.8 37 38.9 37 38.9 38 37.7 38 37.8 37 37.8 38 36.6 37 36.8 38 36.8

12
170 188 168 193 165 196 173 188 170 192 167 196 175 187 170 190 169 195
44 36.6 43 36.5 44 36.1 45 35.6 44 35.6 44 35.3 45 34.7 45 34.7 44 34.5

16
177 196 173 199 170 202 180 196 175 198 172 201 182 195 178 198 173 200
54 33.9 56 33.5 57 32.9 54 33.1 55 32.9 57 32.3 54 32.4 55 32.2 57 31.7

20
188 208 187 214 186 221 190 206 187 212 187 219 191 205 188 209 187 216
63 31.8 64 31.4 61 31.0 63 31.2 64 30.8 62 30.5 63 30.7 65 30.2 64 29.9

23
195216 194 222 183 218 197 214 196 221 187 220 199 213 198 220 192 221
Figure 6.4 – Cruise Tables from the QRD. Long Range Cruise. 2 Engines

TQ SR
LONG RANGE 1 ENGINE (MCT) (FF = 100 X TAS/SR SR = NM/100KG)
IAS TAS
FL 80 FL 70 FL 60
SAT¾
TONSÀ
-21 -1 +19 -19 +1 +21 -17 +3 +23
45 47.6 46 47.6 45 47.5 45 46.4 46 46.5 45 46.5 45 45.3 47 45.3 46 45.4

12
138 148 137 152 133 153 138 146 138 151 134 152 139 145 139 150 135 152
60 43.2 64 42.6 65 42.1 59 42.4 62 41.9 65 41.4 59 41.7 61 41.2 64 40.6
16
149 160 151 168 149 173 149 158 150 165 150 171 150 156 149 162 151 169
80 38.5 82 37.9 85 37.1 80 37.9 82 37.4 84 36.6 79 37.4 82 36.9 84 36.2
20
163 176 162 181 160 185 165 174 163 179 162 184 166 173 164 178 163 182
94 35.0 98 34.2 94 34.7 97 34.0 93 34.4 97 33.7
23 - - -
171 184 170 190 172 182 171 188 173 180 172 186
FL 50 FL 40 FL 30
SAT¾
TONSÀ
-15 +5 +25 -13 +7 27 -11 +9 29
45 44.2 47 44.2 46 44.4 46 43.0 47 43.0 46 43.2 46 41.8 47 41.9 47 42.1

12
139 143 139 149 137 151 141 142 140 147 138 150 142 142 141 146 139 149
58 40.9 60 40.5 64 40.0 58 40.0 59 39.7 63 39.2 58 39.2 59 38.9 63 38.4
16
151 155 149 159 151 167 151 153 150 157 152 165 152 152 150 156 152 163
79 36.8 82 36.3 83 35.8 79 36.1 81 35.7 82 35.3 78 35.5 81 35.1 81 34.7
20
167 171 166 177 163 180 168 170 166 175 164 178 168 168 167 173 165 177
93 34.1 96 33.4 91 32.9 92 33.6 95 33.0 94 32.6 92 33.1 94 32.6 97 32.0
23
174 179 173 184 162 179 175 177 173 182 168 183 176 176 174 180 173 185
FL 20 FL 10 FL 0
SAT¾
TONSÀ
-9 +11 +31 -7 +13 +33 -5 +15 +35
47 40.7 47 40.8 48 41.0 48 39.6 48 39.8 49 39.9 48 38.6 48 38.7 49 38.8

12
143 141 142 145 141 149 145 141 143 144 143 148 147 140 144 143 144 148
58 38.4 59 38.1 62 37.7 58 37.6 59 37.4 61 37.0 58 36.8 59 36.6 61 36.3
16
153 151 151 154 153 161 154 149 152 153 153 159 155 148 153 152 154 157
77 34.9 81 34.5 81 34.2 77 34.3 80 33.9 81 33.7 76 33.7 79 33.3 80 33.1
20
168 166 168 172 166 175 169 163 169 170 167 173 168 161 169 168 167 172
91 32.6 94 32.1 97 31.6 91 32.1 94 31.7 96 31.2 91 31.6 93 31.2 95 30.8
23
177 174 175 179 174 184 178 173 176 177 175 182 180 172 178 176 175 180
Figure 6.5 – Cruise Tables from the QRD. Long Range Cruise. 1 Engine

Tables like this are supplied in QRD for the following operative conditions:
- Maximum cruise for altitudes from SL up to FL 250, with both engines

operatives.
- Long Range Cruise for altitudes from SL up to FL 250, with both engines
operatives.
- Long range cruise with oone engine inoperative for altitudes from SL up to
FL 230.
OPTIMUM CRUISE ALTITUDE
Optimum cruise altitude is generally established to optimize one of these two parameters:
- Time.
- Range.
Optimum altitude for minimum time is the altitude at which max. ground speed is obtained.
Optimum altitude for maximum range is the altitude at which max. specific ground range is obtained.
OPTIMUM CRUISE ALTITUDE

Altitude that gives maximum GS (max TAS for WS=0)
TO MINIMIZE THE TIME
(FL 150)
Altitude that gives maximum SGR
TO MAXIMIZE THE RANGE
Cruise ceiling (for WS=0)
Optimum altitude for minimum time is FL 150 (with two operative engines).
For single-engine operation, the optimum altitude for a minimum time depends on the aircraft weight
and temperature and must be obtained using specific charts on the Airplane Flight Manual (AFM)
and/or the Performance Data Manual (PDM).
The recommended altitude for maximum range is cruise ceiling, except in the presence of a strong
wind gradient with altitude. In this case it is necessary to calculate which is the specific ground range
for each altitude, and then, proceed to select the optimum altitude by comparison.
Next figure shows a graph, as an example, of one of the graphs used to obtain the optimum altitude.
These graphs provide the specific range as a function of the pressure-altitude, wind and aircraft
weight.
Figure 6.6 – Cruise Altitude Selection for Long Range
The use of the chart based on the comparison of the values of specific ranges at different flight levels.
The optimum altitude is the one that results on a higher value of the specific range.

SHORT RANGE MISSIONS
In a short range mission, it may happen that, the horizontal distance required to climb to the optimum
altitude plus the horizontal distance required to descend from this altitude is greater than the
horizontal distance between the takeoff and landing airfields. Thus, a lower altitude for the cruise
would be desirable if environmental conditions (Minimum en-route altitude, obstacles, mountains,
SIDs, STARs, etc.) and traffic control limitations allow it.
In previous case, it is possible to determine a maximum altitude recommended for this kind of
mission. Following graph shows the maximum cruise altitude for short-range missions.
Figure 6.7 - Maximum Cruise Altitude for Short Range Missions

The graph on previous page is applicable under the following assumptions and conditions:
- Two operative engines.
- Airfield for the takeoff is at sea level.
- Ignition, taxi, takeoff and acceleration (40 + 30 = 70 kg of fuel).
- Climb is perfromed at maximum cclimb power and 140/130 KIAS aispeed

rule.
- Descent at 200 KIAS and High Flight Idle.
- Approach and landing to an airfield also at sea level.

DRIFTDOWN
Driftdown is the maneuver of a forced descent after an engine failure when the initial cruise altitude
before experiencing engine failure is higher than the absolute ceiling with one engine inoperative.
Figure 6.8 – Driftdown procedure
The driftdown is calculated for the following conditions:
• Descent may be stopped when the rate of descend is approximately 0 fpm (absolute
ceiling).
• One inoperative engine with the propeller feathered.
• Maximum continuous power in the operative engine during the descent.
• Flaps 0º, engine anti-ice off and ECS on.
• Airspeed equal to single engine best climb airspeed (V = 1.24 VSR).
Two different flight paths are considered on driftdown chart, as seen on next figure:
- Flight paths that include the weight variation during the path due to the
progressive fuel consumption of the operative engine.
- Flight paths with constant weight used to obtain the fuel consumption
during the driftdown.

Figure 6.9 – Driftdown chart

Following figure shows Driftdown table on QRD, which provides, as a function of the aircraft weight,
initial flight level and indicated OAT, the following data:
- Recommended speed for the descend.
- Levelling altitude. = Absolute Ceiling (R/C=0).
DRIFTDOWN 1 ENGINE MCT 100%NP A/I OFF

WEIGHT ¾
INITIAL (x1000 Kg) 13 14 15 16 17 18 19 20 21 22 23
FL
À KIAS ¾
111 115 119 123 127 131 134 138 141 144 148
À OAT (ºC)
-35 26.2 24.2 22.3
300 -45 27.7 25.7 23.8
-55 29.0 27.1 25.3 23.5
-31 26.1 24.1 22.2 20.4
280 -41 27.5 25.6 23.8 22.0
-51 27.0 25.2 23.5 21.8
-27 24.0 22.2 20.4
260 -37 26.0 25.4 23.7 21.9 20.3
-47 25.0 23.4 21.8 20.2
-23 22.0 20.3 17.0
240 -33 24.0 23.5 21.8 20.2 18.6
-43 23.2 21.7 20.1 18.7 17.2
-19 20.2 18.6 17.0
220 -29 22.0 21.6 20.1 18.6 17.1 15.6
-39 21.5 20.1 18.6 17.2 15.8
-15 18.4 16.9 15.4
200 -25 20.0 18.4 17.0 15.6 14.1
-35 18.5 17.1 15.7 14.4
-11 16.8 15.3 13.8 12.3
180 -21 18.0 16.8 15.5 14.1 12.7 11.4
-31 17.0 15.6 14.3 13.0
-7 15.1 13.7 12.3 10.9 -
160 -17 16.0 15.3 14.0 12.6 11.3
-27 15.4 14.2 13.0
-3 LEVEL-OFF 13.5 12.1 10.8 9.4
140 -7 14.0 ALTITUDE (*) 12.5 11.2
-17 (x 1000 FT) 12.8
(*) Level-off Altitude on this table is Absolute Ceiling.
For Service Ceiling or Cruise Ceiling see table in previous page.
Figure 6.10 – Driftdown table on QRD


CHAPTER 7.- ENDURANCE
TABLE OF CONTENTS
Title Page
INTRODUCTION 1
MAXIMUM ENDURANCE TABLES 1
EFFECTO OF DRAG INDEX 3
EFFECT OF BANK ANGLE 4
EFFECT OF WIND 5
MAXIMUM ENDURANCE TABLES FROM QRD 6

LIST OF FIGURES
Figure Title Page
7.1 - Performance Data Tables. Maximum endurance. Two engines 2

7.2 - Endurance Correction by Bank Angle 4
7.3 - QRD. Cruise Tables. Maximum Endurance 6

INTRODUCTION
Maximum endurance is the flight conducted at the speed resulting in the minimum fuel flow for the
existing ambient conditions and aircraft gross weight.
Maximum endurance is used in holding patterns, rendez vous, search, loiter operations, etc..
In search cases, an altitude is specified and a speed can be selected to obtain maximum endurance
For holding patterns, sometimes, speed and altitude are specified and, therefore, the maximum
endurance operation is not possible.
In case of flight without fixed course the altitude that provides the maximum endurance may even be
chosen.
MAXIMUM ENDURANCE TABLES
The figure 7.1 shows an example of the maximum endurance tables, which can be founded, in the
Airplane Flight Manual (AFM) and/or in Performance Data Manual (PDM).
These tables are very similar to those for the same type that maximum cruise and long range cruise,
with the difference that the values are given only for PRS in CRZ2 position (80% of NP) for all flight
levels and for two operative engines.
For one engine inoperative, PRS will always be in MCT position (100% NP).

Figure 7.1 – Performance Data Tables. Maximum Endurance, two Engines
NOTE: FOR MAXIMUM ENDURANCE ADJUST CRZ2.

The values shown in the tables are valid for ENG A/I system off and ECS on. When ENG A/I system
has to be connected, CRZ1 has to be selected on this type of cruise. In this case, following
corrections should be applied:
- No change in Indicated Airspeed.
- Increase Fuel Flow by 20 kg/hr/engine.
- Decrease Specific Range by 2.5 NM/100 Kg.
- Decrease Torque by 10%.
The correction of the endurance performance data due to engine anti-ice on is negligible, assuming
that PRS is in MCT position.
The correction due to Drag Index on endurance performance is as follows:
Indicated Airspeed - 1.5 kt - 1.5 kt
Fuel Flow +4% +4%
Specific Range -5% -6%
Torque + 6 % of the TQ % obtained + 6 % of the TQ % obtained
NOTE: The previous corrections apply every 50 units of Drag Index.

EFFECT OF BANK ANGLE
When following holding or search operations over limited areas, a significant maintained bank angle
may be required. This flight technique will reduce the endurance as shown in next figure.
Figure 7.2 - Endurance Correction by Bank Angle

EFFECT OF WIND
The effect of the wind on cruise performance is an increment or decrement of ground speed equal to
the value of headwind or tailwind component respectively.
These are the expressions that relate the ground speed with the true airspeed and the specific range
with the specific ground range.
Ground speed = True airspeed – headwind or + tailwind
SGR = SR (TAS - WS) / TAS
Where:
- SGR: Specific Ground Range.
- SR: Specific Range.
- TAS: True air speed
- WS: Wind Speed

MAXIMUM ENDURANCE TABLES FROM QRD
Following figure shows, as an example, one of the endurance tables from QRD.
TQ FF
MAXIMUM ENDURANCE CRZ2 (FF: Kg/h/eng) IAS TAS
FL 170 FL 160 FL 150
SAT ¾
TONSÀ
-39 -19 1 -37 -17 3 -35 -15 5
28 169 29 177 30 187 27 170 28 178 30 188 27 170 28 179 29 189

14
122 151 122 157 122 163 122 149 122 154 122 161 122 146 122 152 122 158
34 189 35 200 37 212 33 189 35 201 36 212 32 190 34 201 35 212

16
131 162 131 168 131 174 131 159 131 165 130 171 131 156 131 163 130 169
47 237 49 252 52 269 46 236 48 252 51 268 46 236 48 251 50 266

20
146 181 146 188 146 195 146 178 146 185 146 192 146 175 146 182 146 189
58 276 61 296 57 275 60 294 56 274 59 293

23 - - -
157 194 157 202 157 191 157 198 157 187 157 195
FL 140 FL 130 FL 120
SAT ¾
TONSÀ
-33 -13 7 -31 -11 9 -29 -9 11
26 172 27 180 29 190 26 174 27 182 28 192 26 177 27 184 28 193

14
122 144 122 150 122 155 122 142 122 147 122 153 122 140 122 145 122 150
32 191 34 203 35 213 31 193 33 204 34 215 31 195 32 205 34 216

16
131 154 131 160 130 166 131 151 131 158 130 163 131 149 131 155 130 161
45 236 47 252 49 266 44 237 46 252 48 267 43 238 45 252 47 267

20
146 172 146 179 146 186 146 170 146 176 146 183 146 167 146 173 146 180
55 274 58 292 60 311 54 274 57 291 59 310 54 274 56 291 58 309

23
157 185 157 192 157 199 157 182 157 189 157 196 157 179 157 186 157 193
FL 110 FL 100 FL 90
SAT ¾
TONSÀ
-27 -7 13 -25 -5 15 -23 -3 17
25 179 26 186 27 195 25 181 26 189 27 197 25 184 26 192 27 200

14
122 137 122 143 122 148 122 135 122 140 122 145 122 133 122 138 122 143
31 197 32 206 33 217 30 199 31 208 33 219 30 201 31 210 32 221

16
131 147 131 153 130 158 131 145 130 150 130 156 131 142 131 148 130 153
43 238 44 252 46 267 42 239 44 253 46 267 41 241 43 254 45 268

20
146 164 146 171 146 177 146 162 146 168 146 174 146 159 146 165 146 171
Figure 7.3 – QRD. Cruise Tables. Maximum Endurance

CHAPTER 8.- DESCENT
TABLE OF CONTENTS
Title Page
NORMAL DESCENT 1
RAPID DESCENT 2
DESCENT WITH ONE OPERATIVE ENGINE 2
DESCENT DATA TABLES (TIME, DISTANCE AND FUEL) 3
EFFECT OF WIND IN DESCENT 4
EFFECT OF DRAG INDEX 5
EFFECT OF ISA DEVIATIONS 5

LIST OF FIGURES
Figure Title Page
8.1 - Descent Data Tables. Normal Descent, 180 KIAS 3

NORMAL DESCENT
Normal descent with two operative engines is performed with flaps up and landing gear retracted.
Two types of normal descent are considered:
• Normal descent at 180 KIAS. Valid from FL300, maintaining a constant rate of descent
between 1200 and 1600 fpm and with PRS selector in CRZ 1 position (90% NP).
• Normal descent at 200 KIAS. Valid from FL300 with flight idle power and PRS in CRZ 1
position (90% NP). This descent is the optimum technique for minimum fuel consumption
and, therefore, it is the recommended technique for maximum range performance.
NORMAL DESCENT WITH TWO OPERATIVE ENGINES
- 180 KIAS - 200 KIAS

- 1200 – 1600 fpm - PL at High Flight Idle
- CRZ1 - CRZ1
- 90% NP - 90% NP
Descent point determination
A practical rule to easily determine, the top of descent when a vertical speed of 1 200 fpm is selected,
is the following:
The distance in nautical miles from the start of descent is obtained by multiplying the
thousands of feet to descend to the approach altitude by three.
DD = THOUSANDS OF FEET TO DESCEND × 3
Where:
DD = Distance of beginning of descent (NM).
For higher accuracy or for other rates of descent, refer to descent tables, that provide time, distance,
and fuel tables (1 200, 1 600, and 2 000 fpm). These tables are available in Airplane Flight Manual
(AFM) and/or in Performance Data Manual (PDM).

RAPID DESCENT
The rapid descent with two operative engines is performed with flaps up and landing gear retracted.
There are two different types of rapid descent:
• Descent at 200 KIAS, with Low Flight Idle, and PRS in CRZ 1 position (90% NP). In this type of
descent, the rate of descent will be comprised between the values of 3 000 and 5 000
fpm, depending on the aircraft weight.
• Descent at VMO, with Low Flight Idle, and PRS in MCT position (100% NP). This is the
emergency descent and is performed with a rate of descent within the range from 3 000
to 5 000 fpm, depending on the aircraft weight.
RAPID DESCENT WITH TWO OPERATIVE ENGINES
- 200 KIAS - VMO

- PL at Low Flight Idle - PL en Low Flight Idle
- CRZ1 (90% NP) - MCT (100% NP)
- 2000 – 4000 fpm - 3000 – 5000 fpm
DESCENT WITH ONE OPERATIVE ENGINE
The descent with one operative engine is also performed with flaps up and landing gear retracted, at
an airspeed equal to 170 KIAS, and with the PRS in MCT (100% NP). It is assumed that the propeller
of the inoperative engine is feathered and doors are closed.
DESCENT WITH ONE OPERATIVE ENGINE
- Airspeed of 170 KIAS

- PL at High Flight Idle
- MCT (100% NP)

DESCENT DATA TABLES (TIME, DISTANCE AND FUEL)
Figure 8.1 shows, as an example, one descent table to obtain time, distance, and fuel-for-descent.
These tables are available in Airplane Flight Manual (AFM) and/or Performance Data Manual (PDM).
Figure 8.1 – Descent Data Tables. Normal Descent, 180 KIAS

Table on previous figure table shows, as a function of the selected rate of descent and cruise flight
level, following data:
- Total fuel consumed during descent to sea level.
- Horizontal distance covered during descent to sea level.
- Time required for descent to sea level.
The corrections necessary to apply when the altitude for the end of the descent is not at sea level are
available at the bottom of the table.
Tables like the previous one are supplied for the follwing operating conditions:
- Two operative engines, normal descent, rapid descent, emergency descent, and one engine
inoperative.
- Engine anti-ice off.
- Zero drag index.
EFFECT OF WIND IN DESCENT
The effect of the wind in the descent is equivalent to the effect during climb:
- FUEL AND TIME: NO CORRECTION NEEDED
- The DISTANCE has to be corrected using the formula provided below.
D = D0 - (WS x t) / 60
Where:
D0 = Distance without wind (NM, obtained from the tables)
WS = Wind speed (kt), (+ headwind, - tailwind)
The effect of engine anti-ice on time, distance and fuel is negligible, in all types of descent.

When the aircraft is equipped with external approved item and/or systems, following corrections,
every 50 units of 50 units of Drag Index, must be applied to the values obtained from the tables.
Distance for
Type of descent Total burned fuel Time for descent
descent
Constant rate + 11 % Negligible

Flight Idle
-8%
(normal and rapid)
One engine inoperative -7%
NOTE: The values of previous corrections applies every 50 units of Drag Index.
EFFECT OF ISA DEVIATIONS
This table shows the effect of ISA temperature deviations:
Distance for
Type of descent ISA deviation Total burned fuel Time for descent
descent
Constant rate Negligible
+ 20 ºC +4% +3% +7%

Flight Idle (normal
and rapid)
- 20 ºC Negligible -4%
+ 20 ºC +8% +5% +8%

One engine
inoperative
- 20 ºC -8% -5% -8%
For other different ISA deviations, obtain the values interpolating in a lineal way.


CHAPTER 9.- APPROACH AND LANDING
TABLE OF CONTENTS
Title Page
INTRODUCTION 1
DEFINITIONS APPLICABLE TO LANDING 5
LANDING SPEED TABLES FROM QRD 10
TYPE OF RUNWAY 12
WIND CONSIDERATION IN LANDING 13

LANDING DISTANCES WITH FLAPS SETTING AT LESS THAN
15
23º
LANDING GROUND ROLL GRAPH 17
LANDING DISTANCE FROM 50 Ft 19
LANDING DISTANCE FROM 50 ft. TABLE ON QRD 22
LIMITATION BY MAXIMUM BRAKE ENERGY 23
MINIMUM TIME FOR BRAKE COOLING 25

LIST OF FIGURES
Figure Title Page
9.1 - MLW Limited by Climb Gradient. One Inoperative Engine. 3

9.2 - Landing Distance from 50 ft. 5
9.3 - Landing Ground Roll. 6
9.4 - Landing Speed Tables. Normal and Tactical Landing. 10
9.5 - Landing Crosswind Chart. 14
9.6 - Landing Ground Roll. Normal Landing. 17
9.7 - Corrected Landing Ground Roll. Normal Landing. 18
9.8 - Uncorrected Landing Distance from 50 ft. Normal Landing. 19
9.9 - Corrected Landing Distance from 50 ft. Normal Landing. 20
9.10 - Landing Distances from 50 ft. Table from QRD. 22
9.11 - Landing Brake Energy. 23
9.12 - Brake Temperature Indicator. 25
9.13 - Minimum Brake Cooling Time Graph. 26

INTRODUCTION
The calculation of approach and landing performance has the purpose of determining all the flight
parameters that the pilot needs to know to carry out correctly this operation.
These parameters are the following:
- Maximum landing weight (MLW)
- Actual landing weight (ALW)
- Approach speed (VAPP) and manoeuvre speed (VMAN)
- Threshold speed (VTH)
- Minimum runway length necessary for landing (RWYMIN)
- Torque and VGA for the go around
The maximum landing weight (MLW) is limited by:
- Structural limitations (STR).
- Runway length available (RWY).
- Maximum Brake Energy (MBE).
MLW LIMITING FACTORS
- STRUCTURAL LIMITATIONS (STR)
- RUNWAY LENGTH AVAILABLE (RWY)
- MAXIMUM BRAKE ENERGY (MBE)

In others words, the maximum landing weight will be the minimum among the following:
- The maximum landing weight structurally limited (MLWSTR).
- The maximum landing weight limited by runway (MLWRWY).
- The maximum landing weight limited by maximum brake energy (MLWMBE).
MLWSTR MLWMBE MLWRWY
MIN
MLW
The actual landing weight (ALW) is calculated during the flight planning, taking into account the fuel
consumption and the airdropping of cargo and/or paratroopers in flight, if applicable.
ALW = ATOW – FUEL CONSUMED – LOAD OR PARATROOPERS DROPPED
Where:
- ALW = Actual landing weight
- ATOW = Actual takeoff weight
This ALW must be equal to or lower than the MLW.
ALW ≤ MLW

The standard MIL-PRF-7700F does not have a minimum climb gradient requirement in approach or
landing configuration. Nevertheless, in specific cases, it could be reasonable that the operator checks
if there is a single-engine climb gradient available in approach configuration. As a reference, same
value may be selected as the minimum recommended for the takeoff.
This check can be done for the ALW with graph on figure 9.1 that belongs to “Takeoff” chapter in
Airplane Flight Manual (AFM) and/or Performance Data Manual (PDM), as the configuration is the
same to that of approach.
Figure 9.1 - MLW Limited by Climb Gradient. One Inoperative Engine.

There are two different landing techniques for the C-295M:
- Normal Landing.
- Short-Field or Tactical Landing.
Normal Landing is performed at VTH, equal to the higher of the values among VMCL and 1.23 VSR ,
with flaps 23º.
Short-Field or Tactical landing is performed at VTH, equal to 1.13 VSR , with flaps 23º. With this
airspeed, which is lower than the one for normal landing, minimum Landing Ground Roll and
minimum Landing Distance is achieved.
The configuration for normal or short-field landing is:
- Two operative engines.
- Before the 50 ft altitude point, the power at both engines is that required to maintain a
typical 3º glide path.
- After the nose landing gear has touched down, full reverse is set at both engines.
- Engine anti-ice: on or off (as required).
- Flaps: 23º.

DEFINITIONS APPLICABLE TO LANDING
Landing Distance from 50 ft
The Landing Distance from 50 ft is the horizontal distance from the point at which the aircraft is at 50
ft AGL to the point at which the aircraft is fully stopped, assuming both engines are operative.
LD50
RWY
Figure 9.2 – Landing Distance from 50 ft
When using this parameter as a reference for minimum runway length, the condition to meet meet is
that the runway length available must be equal to or greater than the landing ground roll plus a safety
margin.
RWY ≥ LD50 + MARGIN
The value of this margin must be selected by each operator. 500 ft could be a minimum reference
value of this safety margin
Landing Ground Roll
The Landing Ground Roll (LGR) is the horizontal distance from the point at which main gear touches
down to the point at which the aircraft is fully stopped, assuming both engines are operative.
This parameter is used for short runways where landing is not possible or is very limited if landing
Distance from 50 Ft (LD50) is used as the reference to determine minimum runway or weight
limitation.

Figure 9.3 – Landing Ground Roll
When using this parameter as a reference for minimum runway length, the condition to meet is that
the runway length available must be equal to or greater than the landing ground roll plus a safety
margin.
RWY ≥ LGR + MARGIN
The value of this margin must be selected by each operator. 300 ft could be a minimum reference
value of this safety margin.
TYPICAL USE OF LGR AND LD50
The use of the landing ground roll or the landing distance from 50 ft, as well as the safety margins
used with each of them in order to calculate the runway length required is decided by each operator.
The following table shows a summary of what could be a typical use of these parameters.
TYPICAL USE OF LGR AND LD50
NORMAL LANDING TACTICAL LANDING
STANDARD PERFORMANCE MAXIMUM PERFORMANCE MAXIMUM PERFORMANCE
RWY ≥ LD50 + 500 ft RWY ≥ LD50 RWY ≥ LGR + 300 ft

Reference Speed (VREF)
Is the minimum speed recommended at 50 ft over the runway surface, for landing with flaps 23º and
normal conditions. It corresponds to 1.23 VSR in normal landing and 1.13 VSR in tactical landing.
VREF only depend of the aircraft weight and it is used as base for the calculation of the rest of speeds
involved in the approach and landing operation. Once selected the weight, VREF remains fixed to all
the effects.
It is tabulated in the QRD for normal and short-field landing.
Approach speed (VAPP)
Is the real approach speed that will be used. For normal landing it is obtained using the following
formula:
VAPP = VREF + ∆VFLAP + ∆VICE + ADD
The first three terms of the VAPP guarantee the protection from stall, whereas ADD is an operational
additive due to wind speed and/or engine failure. Approach speed value, for normal conditions, is
tabulated in the QRD.
∆VFLAP = Flap correction.
It is applied when the flap setting in use, due to operational or failure reasons, is different to
23º. The value of the increment follows the rule: “1 Kt per flap degree below 25º”, as shown in
the table below:
FLAPS ∆VFLAP
23º 0 kt
15º 10 kt
10º 15 kt
0º 25 kt

∆VICE = Ice correction
In icing conditions the plane can be in two operating cases:

- Aircraft without ice accumulated on the airframe:
The anti-ice system may be on, but there is no visible or nor suspected ice.
Then ∆VICE = 0.
- Aircraft with ice ice accumulated on the airframe (visible or suspected):
There is ice present in the surfaces and consequently the anti-ice system is on, or
maybe there is no icing conditions but we suspect there is ice accumulated on the
unprotected zones of the plane.
In this case the ice correction will be 15 kt for all flap settings.
∆VICE = 15 kt
ADD = Operational additives
This correction is due to the presence of wind, and/or engine failure.
Due to gust: An Operational Additive consisting on half the gust increase is recommended in
case of gust. Maximum value for ADD is 15 kt.
1
ADD = (UNIFORM WIND) + GUST INCREASE
2
Due to engine failure: for the case of one inoperative engine this ADD use to be 5 kt, having its
maximum value in 15 kt.
The minimum VAPP recommended with flaps 15º for normal landing is the bigger of:
1.23 VSR + 10 kt VMCL + 5 kt
Where:
VMCL: Minimum Control Landing Speed.

Maneuver Speed (VMAN)
It is the approach speed to be used in case of foreseen maneuvers. It is obtained as follows (The
speed increment is due to the aircraft bank during the maneuvers.):
VMAN = VAPP + 10 KIAS
Threshold Speed (VTH)
Is the actual landing speed to be achieved during the final approach and maintained until 50 ft over
the runway. For normal landing it is obtained in an equivalent way as for VAPP:
VTH = VREF + ∆VFLAP + ∆VICE + ADD
In normal conditions (flaps 23º, without wind, …) VTH will be equal to VREF:
VTH = VREF
In the presence of strong crosswind components, following considerations apply:
- When crosswind component is < 15 kt, it is recommended to use flaps 23º
- When crosswind component is between 15 kt and 20 kt, flaps 15º is recommended, but
flaps 23º is still permitted
- When crosswind component is > 20 kt it is required to use flaps 23º
Flaps 15º is also recommended when there is one engine inoperative or when there is ice
accumulated on the airframe of the aircraft.
Touchdown Speed (VTD)
It is the speed at which the main landing gear touches the ground.
Based on flight tests, for normal landing, a suitable value of this speed is the higher between
1.18 VSR and VMCL – 6 KIAS. For short-field landing, a suitable value is 1.10 VSR (flap 23º). (These
values depends on pilot skills during flare at landing).

LANDING SPEED TABLES FROM QRD
The following figure shows, the landing speeds tables from QRD.
APPROACH & LANDING SPEEDS
1 Kt every flap setting

∆ VFLAP
under 25°.
VMAN = VAPP + 10
∆ VICE 15 Kt for all flap settings.
VAPP = VREF + ∆VFLAP + ∆VICE + ADD
VTH = VREF + ∆VFLAP + ∆VICE + ADD 1 ENGINE 5 Kt

ADD
(MAX 15 Kt) 1/2 (Uniform Wind)
WIND + Gust
NORMAL LANDING 2 ENGINES

WEIGHT ¾
12 13 14 15 16 17 18 19 20 21 22 23.2
(× 1000 Kg)
V2 (F10°[1.13]) 109 108 106 105 104 106 109 112 115 117 120 123
VMAN (F15°) 106 110 113 116 120 123 126 129 132 134 137 140
VAPP (F15°) 96 100 103 106 110 113 116 119 122 124 127 130
VREF (F23°) 86 90 93 96 100 103 106 109 112 114 117 120
À À À À
OAT (ºC)
-10 0 15 40
ALT. (Ft)
SL 99 98 97 93
1000 98 97 96 92
Min. VTH
2000 97 96 95 90 (VMCL)
3000 96 95 94 88
Min. VAPP = Min. VTH + 5 KIAS
SHORT FIELD LANDING 2 ENGINES

WEIGHT ¾
12 13 14 15 16 17 18 19 20 21 22 23.2
(× 1000 Kg)
VMAN (F15°) 100 103 106 109 112 115 117 120 123 125 128 131
VAPP (F15°) 90 93 96 99 102 105 107 110 113 115 118 121
VREF (F23°) 80 83 86 89 92 95 97 100 103 105 108 111
Figure 9.4 – Landing Speed Tables. Normal and Tactical landing
This tables present, VREF, VAPP and VMAN as a function of the aircraft weight, for nominal conditions,
and for both types of landing, normal landing and short-field landing..

The values tabulated in QRD correspond to nominal conditions, that is:
- No wind.
- 2 engines operative.
- No ice.
- Flaps 15º for VMAN and VAPP and 23º for VREF and VTH.

TYPE OF RUNWAY
The charts required to calculate the runway lengths required for landing include correction grids to
account for the effect of a reduced friction coefficient when braking when the surface is partially or
completely covered with water, snow, ice, or the runway in use is unpaved.
The parameter used on these grids is the Runway Condition Reading (RCR), which is a parameter
related to the average braking effectiveness of the airplane on a particular runway surface and
defines the degradation of braking when the runway is wet or icy.
THE RCR DEFINES THE DEGRADATION OF BRAKING WHEN THE RUNWAY IS WET OR DRY
The recommended RCR value is used when scheduling any performance which involves braking,
such as critical field length or refusal speed.
When a RCR value is not available for a given paved runway, the table below may be used to obtain
an acceptable RCR value.
PAVED RUNWAY CODITION RCR
Dry 23
Wet 12
Icy 5
On unpaved runways, an equivalent RCR value appropriate to the roughness characteristics of the
runway surface is recommended below.
TYPE OF UNPAVED RUNWAY SURFACE Equivalent RCR
Smooth surface 16
Wavy Surface / Wet Grass Surface 10

WIND CONSIDERATION IN LANDING
The charts required to calculate the runway lengths required for landing include correction grids to
account for the effect of headwind or tailwind during landing. These are based on non-factored
(reported) winds.
Also approach speed (VAPP), threshold speed (VTH), and touchdown (VTD) speed must be corrected
for crosswinds.
Depending on the type of operation, it may be recommended or not to factorize the wind
components, taking into account the positive or negative effect of the wind.
The following table shows how to get the wind components in landing and how to use them
according to the type of operation.
LANDING WIND SUMMARY TABLE
HOW TO OBTAIN THE USE OF THE WIND

TYPE OF WIND
COMPONENT COMPONENT
Use the 50% of the runway
component for all the landing
Enter the landing crosswind chart distances.
Headwind with the steady wind value to obtain
the runway component Do not apply headwind for
obstacle clearance
Use the 150% of the runway
Enter the landing crosswind chart component for all the landing
with the steady wind value plus the distances.
Tailwind
gust increment to obtain the
crosswind component. Use the 150% of the runway
component for obstacle clearance.
Enter the landing crosswind chart

with the steady wind value plus the Check the need of increasing the
Crosswind
gust increment to obtain the threshold and rotation speeds.
crosswind component.

Following figure shows as an example the landing crosswind chart for normal landing. It is similar to
the equivalent chart for takeoff, with the difference that rotation speed (VR) scale has been replaced
by threshold speed (VTH) scale.
WIND COMPONENTS AND

CROSSWIND LIMITATIONS
NORMAL LANDING
Figure 9.5 – Landing Crosswind Chart
When crosswind component falls within the not recommended area it is permitted to increase VTH to
reach the caution or recommended area. (MAX ∆VTH = 15 kts). This correction to threshold speed is
equivalent to the correction to rotation speed for takeoff.

In case of crosswind during landing it must be checked that the ADD additive considered covers the
speed increment needed to enter the recommended or the caution zone of the wind component
chart. The following criteria will be applicable:
CROSSWIND IN LANDING
ZONE REMARKS
RECOMMENDED THERE IS NO PROBLEM
MAKE SURE THE ADD ADDITIVE USED HAS BEEN 15 KIAS.

OTHERWISE INCREASE ADD UP TO A MAXIMUM OF 15
KIAS UNTILL THE RECOMMENDED ZONE LIMIT IS
REACHED.CALCULATE THE NEW VTH.
CAUTION
IF YOU ARE STILL IN THIS ZONE, LAND WITH CAUTION.
USE THE NEW ADD TO CALCULATE THE NEW VAPP.
MAKE SURE THE ADD ADDITIVE USED HAS BEEN 15 KIAS.

OTHERWISE MAKE IT 15 KIAS, CALCULATE THE VTH AGAIN
AND ENTER THE WIND COMPONENT CHART AGAIN.
NOT
RECOMMENDED IF YOU ARE STILL IN THIS ZONE, LANDING IS NOT
RECOMMENDED.
USE THE NEW ADD TO CALCULATE THE NEW VAPP.

LANDING DISTANCES WITH FLAPS SETTING AT LESS THAN 23º
In case it is operationally required or if a flap system failure appears, landings can be carried out using
a flap setting different from the normal flap configuration 23º.
The charts and graphs used to calculate landing distances are only valid when landing operation is
performed with flaps 23º. To obtain these parameters for other flaps settings, it is required to
factorize the values obtained from the charts.
The landing ground roll and the landing distance from 50 ft for flaps setting of 15º, 10º and 0º can be
obtained from the corresponding graphs for landing with flaps 23º, increasing the landing distances
by the percentages shown in the table below:
LANDING DISTANCES INCREASES FOR FLAPS SETTING AT LESS THAN 23º
Flap setting Landing ground roll Landing distance from 50 ft
15º 20% 10%
10º 27% 15%
0º 40% 25%
NOTE: To this end, enter the “increased threshold speed” correction grid of the graph with the
correction for ice plus the operational additive value, that is, without the correction for flap.

LANDING GROUND ROLL GRAPH
The next two graphs shows the landing ground roll, for normal landing, with two engines operative
and flaps 23º as a function of the ambient temperature, the pressure altitude and the aircraft weight.
Also, correction grids are given for increased VTH, use of antiskid, the use or not of reverse, runway
slope, wind speed and RCR.
Sheet 1 of 2
Figure 9.6 – Landing Ground Roll. Normal Landing

This graph can be used directly to determine the minimum runway length for landing, knowing the
aircraft weight and the ambient conditions, or can be used in the inverse way, for a given runway, to
determine the maximum landing weight by runway length.
This graph is not normally used, as LGR is not the main reference used to obtain minimum runway.
For short-field landing, there are analogous graphs to these presented here. In this type of landing,
this parameter is the one normally used as a reference for minimum runway.
Sheet 2 of 2
Figure 9.7 – Corrected Landing Ground Roll. Normal Landing

LANDING DISTANCE FROM 50 Ft
The next two graphs shows the corrected landing distance from 50 ft for normal landing. Its layout
and its form of use is similar to the previous one for landing ground roll.
Also there are equivalent graphs for short-field landing.
Sheet 1 of 2
Figure 9.8 – Uncorrected Landing Distance from 50 ft. Normal Landing

Sheet 2 of 2
Figure 9.9 - Corrected Landing Distance from 50 ft. Normal Landing

The table below shows the typical use of the corrected landing distance from 50 ft.
TYPE OF OPERATION
NORMAL LANDING
STANDARD
MAXIMUM PERFORMANCE
PARAMETER PERFORMANCE
50% for headwind

ACTUAL WIND
WIND FACTORS
COMPONENT
150% for tailwind
MARGIN REQUIRED FOR

RWYMIN = CLD50 + 500 ft RWYMIN = CLD50
LANDING
CLD50 = Corrected landing distance from 50 ft.

LANDING DISTANCE FROM 50 Ft. TABLE FROM QRD
The landing distance from 50 ft for normal landing is also available in a tabulated form as shown in
next figure. It is intended for quick in-flight use in case of need:
LANDING DISTANCE (FT)
Landing Distance from 50 ft over threshold using Reverse

LANDING WEIGHT (x 1000 Kg)
FLAP RUNWAY
12 14 16 17 18 19 20 21 22 23.2
DRY 2015 2015 2090 2160 2220 2285 2355 2425 2500 2590
23º
WET 2195 2195 2285 2375 2450 2540 2625 2710 2805 2930
DRY 2215 2215 2300 2375 2440 2515 2590 2665 2750 2850
15º
WET 2445 2445 2555 2645 2725 2820 2930 3015 3110 3225
DRY 2315 2315 2405 2485 2550 2625 2705 2790 2875 2975
10º
WET 2570 2570 2685 2785 2875 2965 3055 3180 3275 3400
DRY 2515 2515 2610 2700 2775 2855 2935 3030 3125 3235
0º
WET 2830 2830 2945 3050 3160 3255 3350 3455 3625 3750
(Assumed Conditions: ISA and SL) Runway Values Not Factorized.

Corrections above SL / ISA:
ALTITUDE: Add 40 ft every 1000 ft of airfield altitude.
OAT: Add 50 ft every 10ºC increment above 15ºC.
Figure 9.10 – Landing Distances from 50 ft. Table from QRD
The landing distance from 50 ft is shown for ISA and Sea Level conditions, as a function of the
landing weight, flaps configuration, and runway condition, (dry or wet). The table also shows
corrections for pressure-altitude and for OAT.
Previous table on figure 9.10 is applicable if existing conditions are as follow:
- Normal landing
- Paved runway with slope zero or positve
- Calm or headwind (no ∆VTH)
- Antiskid on
- Using reverse thrust
- Not factorized distance.

LIMITATION BY MAXIMUM BRAKE ENERGY
This graph gives the total energy absorption of the brakes when landing with flaps 23º as a function
of the landing weight, the pressure-altitude, and the ambient temperature. It also presents the
corrections for runway slope, wind speed and the use or not of reverse.
Figure 9.11 – Landing Brake Energy
The maximum brake energy limit is 37.32 MJ both for landing and takeoff.
This graph is applicable to normal and short-field landing
It has been demonstrated that C-295M is only limited by the maximum brake energy limit (32.32MJ)
when it is operated in really adverse conditions. Limitation applies only in the presence of high
weights, high temperature, tailwind, downhill runway slopes and short runways.
So in some cases, when conditions are not adverse, it is possible to assume for practical purposes that
the aircraft is not limited by maximum brake energy at landing. Anyway, whenever a doubt may arise,
it is necessary to check this limitation before operating the aircraft.

This graph can be used in three different ways.
The first is the direct way, which consist in calculating for certain given landing conditions which is
the energy absorbed by the brakes, and check that the maximum brake energy is not overpassed.
The second one is to determine, for given conditions, the maximum speed for brake application. For
this purpose, enter the graph with breaking energy limit for landing.
The third one is to determine, for given conditions, the maximum landing weight limited by maximum
brake energy. For this purpose, enter the graph with the breaking energy limit for landing and with
reference speed VREF or VREF + 15.
USE KNOWN UNKNOWN REMARKS
ALW and brakes on Absorbed brake It is the one normally

DIRECT
speed energy used
ALW and the limit Maximum brakes

(No practical interest)
37.32 MJ on speed
INVERSE
Runways with
VREF or VREF + 15 and limitation by MBE
MLWMBE
the limit 37.32 MJ
(No practical interest)

MINIMUM TIME FOR BRAKE COOLING
If the airplane is equipped with brake temperature indicating system, it is not necessary to calculate a
minimum cooling time after landing and before starting the following takeoff ground run, since it will
be enough by checking that the indicator needle is in the green zone or just wait until it comes to it.
Figure 9.12 – Brake Temperature Indicator
But, if the airplane is not equipped with brake temperature indicating system, or if this is not
operative, it is necessary to calculate the minimum time allowed for the brake cooling between the
end of a landing and the start of the next takeoff.
This minimum cooling time lets brakes to cool and recover a proper capacity for energy absorption in
case next takeoff had to be aborted.
Figure 9.13 shows the graphs that allow to calculate the minimum cooling time. It is a combination of
three other graphs.
The graph on the top left is used to calculate the kinetic energy absorbed by the brakes in the last
landing. Enter with this value on the vertical scale of the graph on the right.
The graph on the bottom is used to obtain the value of the kinetic energy to be absorbed by the
brakes in case next takeoff has to be aborted. Enter with this value the horizontal scale of the graph
on the right.
Finally, in the graph of the right read at the intersection point, the cooling time in minutes.

Figure 9.13 – Minimum Brake Cooling Time Graph
If the intersection takes place in zone A (NORMAL), the takeoff could be carried out immediately. If
the airplane had a brake temperature indicator, this will mark green zone.
If the intersection takes place in zone B (NORMAL), next takeoff should be delayed the time
indicated by the corresponding sub zone. The brake indicator would mark yellow zone.
If the intersection takes place in zone C (CAUTION), a note is required on the aircraft logbook…
If the intersection takes place in zone D (NOT RECOMMENDED), a note is required on the aircraft
logbook and the aircraft must be referred to maintenance. The brake temperature indicator would
mark red zone.

ANNEXES
TABLE OF CONTENTS
Title Page
INTRODUCTION 1
PERFORMANCE DATA IN AIRPLANE FLIGHT MANUAL (AFM) 2
PERFORMANCE DATA IN APPENDIX 1 TO AFM 5
PERFORMANCE DATA IN CUSTOMIZED AIRCRAFT

6
OPERATING MANUAL (AOM)
PERFORMANCE DATA IN CUSTOMIZED QUICK REFERENCE

6
HANDBOOK (QRH)
PERFORMANCE DATA IN CAPS 7
PERFORMANCE DATA IN TAMPS 9
CONVERSION FACTORS 11
OCTOBER / 2004 ONLY FOR TRAINING Annexes. Page i

LIST OF FIGURES
Not Applicable
Annexes. Page ii ONLY FOR TRAINING OCTOBER / 2004

INTRODUCTION
This annex in Performance Training Manual does not include additional or new performance data. It
is a guide to ease and clarify the use of official performance documentation.
Performance data for C-295M aircraft is provided in following documents:
- Airplane Flight Manual (AFM)

- Appendix 1 to Airplane Flight Manual
- Customized Aircraft Operating Manual (AOM)
- Customized Quick Reference Handbook (QRH)
- CASA Aircraft Performance Software (CAPS)
- Transport Aircraft Mission Planning System (TAMPS)
A brief summary of these manuals is provided below. A more detailed explanation of the contents,
the structure and the use of these different sources of performance data is provided on following
pages.
Airplane Flight Manual (AFM)
All C-295M aircraft are certified and meets the needs and requirements to be used in civil type
operation for passenger transport.
Certified Normal, Abnormal and Emergency Procedures are provided in Airplane Flight Manual.
Certified Limitations and Performance Data for Civil Operation is also obtained from Airplane Flight
Manual, which is prepared in accordance with FAR-25 regulations.
AFM is provided as two separated volumes.
- The first volume is also called Basic Airplane Flight Manual, and the contents are the same as
the ones stated above.
- The second volume, published separately, contains Appendix 1 to AFM. A brief explanation of
the contents and use of this volume is provided below.
OCTOBER / 2004 ONLY FOR TRAINING Annexes. Page 1

Appendix 1 to Airplane Flight Manual
C-295M aircraft are certified and meets the needs and requirements for civil type operation, but also
for military transport/cargo operation at increased structural weights and/or extended flight
envelope.
NOTE
When conducting Military Operation in accordance with
Appendix 1 to AFM, Normal, Abnormal, and Emergency
Procedures in Basic Airplane Flight Manual has to be
followed. No additional data regarding previous
mentioned Procedures is provided in Appendix 1 to
AFM. Only Basic Airplane Flight Manual contains
Certified Procedures.
As both types, civil and military operation have differences, specific data and information has to be
prepared for each type of operation. Data regarding Limitations and Performance for civil and military
operation are published in separated volumes.
- C-295M Certified Limitations and Performance Data for Civil Operation is provided in Basic
AFM.
- C-295M Certified Limitations and Performance Data for Military Operation at increased
structural weights and/or extended flight envelope is obtained through Appendix 1 to AFM.
This Appendix is part of the AFM, but is published as a separated volume.
Customized Aircraft Operating Manual (AOM) and Quick Reference Handbook (QRH)
In Customized AOM, Performance Data is included according to the type of operation, civil, military
or both, that will be used by the operator/customer. Specific Performance Data for airfield used by
the customer/operator may also be presented in Customized AOM under request.
In Customized QRH abbreviated Performance Data is provided for in-flight use. It is also possible to
include data according to the type of operation used by the operator/customer. Also Specific
Performance Data may be presented in Customized QRH.
Performance Data in Customized AOM and Customized QRH provides an easier way of calculating
aircraft performance parameters, increasing efficiency and safety of the operation.
CASA Aircraft Performance Software (CAPS)
CASA Aircraft Performance Software (CAPS) allows a quick, exact and simple way to obtain the
performance data necessary for total or partial flight planning, using a computer. Calculations can be
stored on files or printed providing ready-to-use data.
CAPS is the easiest way of calculating aircraft performance parameters, and also increases efficiency
and safety of the operation by means of accurate calculations.
Transport Aircraft Mission Planning System (TAMPS)
Annexes. Page 2 ONLY FOR TRAINING OCTOBER / 2004

EADS CASA provides the customer with TAMPS, a Mission Planning Software for C-295M aircraft
that allows to plan the mission on ground and upload all mission data to aircraft FMS, as well as
storage of the mission parameters for later use for briefing and debriefing.
TAMPS is the best way of calculating performance and weight and balance parameters for any
aircraft mission, including both logistic and tactical operations, as it provides very accurate
calculations covering all phases of the mission, including airfields, navaids, waypoints, radio
communications, frequencies, maps, terrain elevation, weight and balance, etc.
PERFORMANCE DATA IN AIRPLANE FLIGHT MANUAL (AFM)
General
AFM is a certified manual, and is required to obtain the aircraft type certificate. One copy of this
document is provided with each aircraft.
Airplane Flight Manual is arranged into 9 Sections:
- Section 1 General
- Section 2 Operating Limitations
- Section 3 Emergency Procedures
- Section 4 Abnormal Procedures
- Section 5 Normal Procedures
- Section 6 Noise Data
- Section 7 Performance Information
- Section 8 Appendices
- Section 9 Supplements
As stated in paragraph “1-Preface” from Section 1 of the Airplane Flight Manual, AFM has been
produced in compliance with the applicable requirements of the Federal Aviation Regulations of the
United States of America. All data and information included in this manual, as well as the design of
the aircraft, meets FAR-25 requirements so that the airplane may be used for civil operation.
As AFM is an official certified document, only Performance Data required for aircraft certification is
provided in this Manual. In Customized Aircraft Operating Manual (AOM), additional performance
data is included. This data may also be customized according to operator/customer needs and/or
requirements.
Regarding Operating Limitations and Performance Data, information can be found in Section 2 and
Section 7 of AFM.

AFM also includes Section 8 for Appendices and Section 9 for Supplements, which may have
additional limitations or performance data for some specific equipment fitted in some aircraft.
Appendix 1 is published in a separated volume. This Appendix 1 provides data for airplane
operations at increased structural weights and/or extended flight envelope for military operation.
As stated in AFM, operation of the aircraft in compliance with the limitations presented in appendices
and approved Supplements is mandatory. It is the responsibility of each operator to know and to
update all applicable appendices and supplements.
Section 2 in AFM - Operating Limitations
This Section includes data for:
- Weight and Center of Gravity Limitations.

- System Limitations (including Fuel system, powerplant, etc…).
- Airspeed Limitations.
- Flight Envelope, Kinds of Operation and Maximum Flight Load Factors.
- Other miscellaneous limitations.
As stated before, all data provided in this section has been established in accordance with FAR-25
regulation. All these limitations are mandatory for civil operation of the aircraft.
For military operation some of these limitations apply, but others may be overriden. Specific values
for these limitations applicable only to military operation can be found in Appendix 1 to AFM.
Section 7 in AFM - Performance Information
As stated before, all data provided in this section has been established in accordance with FAR-25
regulation. Performance Data provided in this Manual is valid only when the aircraft configuration
corresponds to the one considered in the preparation of the charts and tables, and that is explained
throughout the Manual.
For military operation, airplane is permitted to operate at increased structural weights and increased
envelope, being necessary to provide specific charts and tables. This Performance Data for military
operation is provided in Appendix 1 to AFM.

PERFORMANCE DATA IN APPENDIX 1 TO AFM
General
This appendix is part of the corresponding Airplane Flight Manual for C-295M series, but it is
published in a separated volume. This volume includes all data required for airplane operations at
increased structural weights and/or extended flight envelope regarding non-civil use of the aircraft.
MIL-PRF-7700F, which is a detailed specification that includes requirements for Flight Manuals and
Performance Data Manuals, has been used as a reference for the preparation of Appendix 1.
This appendix contains 3 Sections, including operating limitations and specific performance data for
airplane operation in military transport/cargo role.
Section 1 in Appendix 1 to AFM – General
This section includes the status and purpose of this volume, as well as Log of Basic Revisions, List of
Effective Pages and Log of Temporary Revisions.
Section 2 in Appendix 1 to AFM - Supplemental Operating Limitations
As stated in paragraph "2-Purpose" from Section 1 of the Appendix 1 to Airplane Flight Manual, this
"Section 2 - Supplemental Operating Limitations" contains operating limitations additional to, or
supersiding the operating limitations contained in Basic Airplane Flight Manual. This new or
supersiding limitations are established in accordance with MIL-PRF-7700F specification.
Appendix 1 only contains limitations for military operation that differ from data included in Basic
AFM. Those limitations that have same value for civil and military operation are not included in
Appendix 1, because are already available in Basic AFM.
Section 3 in Appendix 1 to AFM - Performance Data
As stated in paragraph "2-Purpose" from Section 1 of the Appendix 1 to Airplane Flight Manual, this
"Section 3-Performance Data" contains performance data and specific information of the airplane for
military transport/cargo role (non-civil use of the aircraft). This new data is established in accordance
with MIL-PRF-7700F specification.
Data in this Section is arranged, in accordance to MIL-PRF-7700F, into different subsections, each
one including the corresponding performance data:
- Subsection 3.1 Introduction

- Subsection 3.2 Engine Data
- Subsection 3.3 Takeoff
- Subsection 3.4 Climb
- Subsection 3.5 Cruise
- Subsection 3.6 Endurance
- Subsection 3.7 Descent
- Subsection 3.8 Approach and Landing
PERFORMANCE DATA IN CUSTOMIZED AIRCRAFT OPERATING MANUAL (AOM)
Under request, EADS-CASA may produce a Customized AOM that includes Performance Data. This
data is prepared in accordance with the type of operation (civil or military) and aircraft version of the
operator. This information is provided as Performance Data Manual (PDM).
Performance parameters for Takeoff and/or Landing regarding specific airfields used by the
operators may be prepared and included in PDM under operator/customer request.
PDM is prepared in accordance with certified performance of the aircraft in Airplane Flight Manual
(AFM) and Appendix 1 to AFM (if applicable).
In Customized AOM, it is included additional performance data to that one provided in AFM. This
data may also be customized according to operator/customer needs and/or requirements.
PDM may be prepared in paper format as well as in a CD-ROM in pdf format.
PERFORMANCE DATA IN CUSTOMIZED QUICK REFERENCE HANDBOOK (QRH)
Under request, EADS-CASA may produce a Customized QRH that includes Performance Data. This
data is prepared in accordance with the type of operation (civil or military), aircraft version, and most
common ambient conditions and type of flights and/or missions of the operator.
This information is provided as Quick Reference Data (QRD). QRD includes System Limitations,
Performance Data and Runway Limitations Tables.
Information data for Takeoff and/or Landing regarding specific airfields used by the operators may be
prepared and included in Quick Reference Data (QRD) under operator/customer request.
QRD is prepared in accordance with certified performance of the aircraft in Airplane Flight Manual
(AFM) and Appendix 1 to AFM (if applicable).
QRD may be prepared in paper format as well as in a CD-ROM in pdf format.

PERFORMANCE DATA IN CAPS
CASA Aircraft Performance Software (CAPS) allows a quick, exact and simple way to obtain the
performance data necessary for total or partial flight planning, including takeoff, en-route and landing
phases for all EADS-CASA Aircraft: C-295, CN-235 and C-212.
Currently, performance data is obtained from tables and/or charts from Airplane Flight Manual
(AFM) or from Aircraft Operating Manual (AOM). The determination process is frequently long and
complex and it is not too difficult to make some interpolation or reading errors. As a result, the aircraft
may be operated in an inefficient way or even, in the worst case, out of security limits.
CAPS permits the user to obtain in a quick, exact and simple way all the necessary performance data
for takeoff, landing or a complete mission.
CAPS manages two databases and various files for reducing user's workload, simplifying the process
of input data selection. CAPS includes:
- Aircraft database, containing technical data of aircrafts: maximum structural weights, internal
and external configurations, takeoff and landing operation criteria, etc.
- Airfield database, containing useful runway data of airfields used by the customer's fleet. This
database can be managed and updated by the user.
The advantages of CAPS are:
- A great reduction of errors.

- CAPS give exact results.
- CAPS solves the problems of MTOW, MLW, Fuel required and Maximum Payload for a given
mission, quickly and easily.
- The results are presented on the PC screen in a friendly way with the option to print or store
them in work files for later use.
- CAPS permits a safe and efficient operation of operator's fleet, because maximum weights and
operating speeds are clearly determined for each runway condition. The fuel required and the
maximum payload for a specific mission are also clearly determined.
- User can modify and enlarge the airfield database, allowing data actualization and
customization.
- CAPS permits in a quick and easy way to obtain new results and their effects on takeoff and
flight planning, with the entry of changing data such as temperature or wind speed.

CAPS is provided in one CD including:
- Software files.
- Presentation Brochure.
- Customer Form for Civil and/or Military Operation.
- A complete User's Manual.
Hardware requirements are minimum, and software can be installed and used in a single PC, as well
as from a network PC.

PERFORMANCE DATA IN TAMPS
TAMPS permits to prepare all required flight plan data such as communication plan, navaids,
performance calculation for the whole mission, weight and balance clearance form, log cards, strip
cards, TOLD cards, etc., by means of different databases associated to aircraft configuration, maps,
airports, navaids, airways, terrain elevation, etc.
This software can be used on a standard laptop, and allows to upload mission data to FMS, and also
to download flight parameter from FMS to be used for briefing and debriefing.
The Advantages of TAMPS
- PERFORMANCE DATA
- Fuel/time computation during flight
- Types of flight for the different phases
- Meteorological conditions
- Takeoff and landing parameters
- WEIGHT AND BALANCE DATA

- Different aircraft configurations
- Effect of in-flight refuelling and airdrop
- Plot of CG displacement during flight
- Computation of Basic Empty Weight and Weight and Balance Clearance Form
- MISSION PLANNING
- Data Transfer to and from aircraft FMS
- Tactical navaids, airports, waypoints, etc.
- Computation and plot of the phases for Tactical Airdrop and in-flight refuelling
- Computation and print of Log cards, Strip cards, TOLD cards, routes, etc.
- DATABASES
- Aeronautical Data (Jeppesen, DAFIF)
- Maps (CADRG, DTED)
- Aircraft configurations
- Aircraft Performance and Weight & Balance
- Supervisor, pilot, and/or tactical, waypoints, routes, airports, etc.

TAMPS Main Features
- Management of user (supervisor, pilots, etc..)

- Unit conversion
- Weight and Balance Computation and management
- Meteorological conditions for each leg (temperature and wind direction and speed)
- Mission and routes management, including alternates routes, tactical routes, tactical dropping
and in-flight refuelling
- Time computation and management (ETA, ETE, time to cover a leg, RTA, ETP, etc.).
- Fuel computation and management (EFOB, Bingo Fuel, reserves, NRP, etc.).
- Performance calculations, including takeoff and landing parameters for different aircraft roles:
normal, logistic or tactical (V1, V2, VR, VAPP, VTH, VGA, TQ, TOC, TOD, etc).
- Possibility to print mission data such as routes, maps, log cards, strip cards, TOLD cards, weight
and balance clearance forms,
- Possibility to save, store, export and import mission and routes between different users.
- Capability to transfer mission data from the laptop to the FMS through Airbone Data Loader
(ADL) using a Data Transfer Module (DTM).
- Capability to download flight parameters to be used during debriefing after mission
accomplishment.

CONVERSION FACTORS
(1) WEIGHT.
MULTIPLY BY TO OBTAIN
Kilograms (kg) 2.2046 Pounds (lb)
Pounds (lb) 0.4536 Kilograms (kg)
(2) LENGTH.
Meters (m) 39.3701 Inches (in)
Meters (m) 3.2808 Feet (ft)
Inches (in) 0.0254 Meters (m)
Feet (ft) 0.3048 Meters (m)
(3) CAPACITY/QUANTITY.
Liters (l) 0.2642 Gallons (USA)
Gallons (USA) 3.7850 Liters (l)
(4) AREA.
Square meters (m2) 10.760000 Square feet (ft2)
Square meters (m2) 1550.000000 Square inches (in2)
Square feet (ft2) 0.092940 Square meters (m2)
Square inches (in2) 0.000645 Square meters (m2)
(5) VOLUME.
Cubic meters (m3) 35.313 Cubic feet (ft3)
Cubic feet (ft3) 0.0283 Cubic meters (m3)

(6) DENSITY.
Kilograms per liter Pounds per US gallon

8.3444
(kg/l) (lb/US gal)
Pounds per US gallon Kilograms per liter
0.1198
(lb/US gal) (kg/l)
(7) VELOCITY.
Kilometers per hour

0.5396 Knots (kt)
(km/h)
Kilometers per hour
0.6214 Miles per hour (mph)
(km/h)
Kilometers per hour
Knots (kt) 1.8532
(km/h)
Kilometers per hour
Miles per hour (mph) 1.6093
(km/h)
(8) PRESSURE.
Pounds per square inches

Bars 14.5000
(lb/in2)
Pounds per square inches
0.0690 Bars
(lb/in2)

DURING THE COURSE CONDUCTION, OR LATER ON THROUGH THE READING OF THIS TRAINING
MANUAL IT MAY BE POSSIBLE TO DETECT SOME TERMS NOT IN LINE WITH THOSE OF THE OFFICIAL
TECHNICAL PUBLICATIONS, IN RELATION WITH THE OPERATION AND/OR THE MAINTENANCE OF
THE SYSTEMS AND COMPONENTS, TO WHICH THE TRAINING MANUAL REFERS TO.
PROVIDED THAT THIS MANUAL DO NOT HAVE OFFICIAL NATURE, ALWAYS PRIORITY IS GIVEN TO
THE CONTENT OF THE OFFICIAL TECHNICAL PUBLICATIONS OF EADS.CASA-MTAD.
HOWEVER, PERIODICALLY, OR WHEN THE NUMBER OF MODIFICATIONS TO THIS TRAINING

MANUAL WOULD BE ADVISABLE, IT WILL PROCEED TO UPDATE THE CONTENTS, IN ORDER TO
ACHIEVE THE HIGHEST TUNNING WITH THE OFFICIAL TECHNICAL PUBLICATIONS.
UNDER THE IDEA OF A PERMANENT UPDATING THAT ALLOW US TO OFFER THE BETTER SERVICE TO
OUR CUSTOMERS, WE ARE GRATEFUL FOR YOUR COLLABORATION, WHICH ALLOW US THROUGH
YOUR PROPOSAL BE ABLE TO PROGRESS IN THAT RESPECT.
WE GREATLY APPRECIATE THAT IF YOUR PROPOSE MODIFICATION IS FULFIL DURING YOUR STAY IN
THE TRAINING CENTRE OF EADS.CASA-MTAD, PLEASE HAND OUT THE PROPOSAL TO THE
INSTRUCTOR.
IN THE CASE THAT THE PROPOSE MODIFICATION IS DETECTED IN YOUR BASE OF OPERATIONS
PLEASE SEND IT TO US:
• BY NORMAL MAIL TO:

EADS-CASA
TRAINING & OPERATIONS - ICS - MTAD
AVDA ARAGON, 404
28022 MADRID-SPAIN
• BY FAX TO:
+34915855505
• BY E-MAIL TO:
PRODUCTSUPPORT@CASA.ES
THE RECORD FORMAT TO BE USED IS:
OCTOBER / 2004 ONLY FOR TRAINING

MODIFICATION SHEET Number:
MANUAL CURRENT CHAPTER: AFFECTED PAGES:

CODE: REVISION:
DESCRIPTION OF THE PROPOSAL:
PROPOSED BY: COMPANY: DEPARTMENT:
APPROVED COMMENTS:
YES NO
APPROVED BY: DATE:
IN THE MANUAL:
INCORPORATED BY: REVISION:
VERIFIED BY: DATE:
ONLY FOR TRAINING OCTOBER / 2004

Performance C 295

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MILITARY TRANSPORT AIRCRAFT DIVISION

CUSTOMER INTEGRATED SERVICES DIRECTORATE ME-50(1,2)201-1

ISSUED BY OPERATIONS SUPPORT DEPARTMENT ORIGINAL EDITION

ONLY FOR TRAINING

1 THIS TRAINING MANUAL IS DELIVERED BY THE TRAINING AND OPERATIONS DEPARTMENT

2 THE PURPOSE OF THIS TRAINING MANUAL IS TO PROVIDE STRUCTURED TECHNICAL

3 IT IS NOT THE INTENTION OF EADS.CASA-MTAD THAT ANY TRAINING PUBLICATION BE USED

5 THE CONTENTS HEREIN ARE SUBJECT TO CHANGE WITHOUT PREVIOUS NOTICE.

OCTOBER / 2004 ONLY FOR TRAINING

INTENTIONALLY LEFT BLANK

ONLY FOR TRAINING OCTOBER / 2004

GENERAL TABLE OF CONTENTS

OCTOBER / 2004 ONLY FOR TRAINING Page i

INTENTIONALLY LEFT BLANK

Page ii ONLY FOR TRAINING OCTOBER / 2004

A/I Anti Ice System

ALW Actual Landing Weight

APR Automatic Power Reverse System

CAPS Casa Aircraft Performance Software

CAS Calibrated Airspeed

C/B Circuit Breaker

CFL Critical Field Length

CLGR Corrected Landing Ground Roll

C/M Crew Member

C/M-1,(2) Crew Member 1, (2)

EAS Equivalent Airspeed

ECS Environmental Control System

EEC Electronic Engine Control

FAA Federal Aviation Administration

FAR Federal Aviation Regulation

OCTOBER / 2004 ONLY FOR TRAINING Page i

FFL Fuel and Feather Levers

FMS Flight Management System

fpm Feet per minute

fps Feet per second

GPU Ground Power Unit

HMU Hidro Mechanical Unit

Hpi Indicated Pressure Altitude

Hpo Sea Level Pressure Altitude

IAS Indicated Airspeed

IEDS Integrated Engine Display System

∆Vc Airspeed Correction

Page ii ONLY FOR TRAINING OCTOBER / 2004

ISA International Standard Atmosphere

ITT Inter - Turbine Temperature

KCAS Knots Calibrated Airspeed

KIAS knots Indicated Airspeed

km/h kilometers per hour

Lb/h Pounds per hour

LDG, LDNG Landing

LGR Landing Ground Roll

LRC Long Range Cruise

m/s Meters per second

MAC Mean Aerodynamic Chord

MCT Maximum Continuous Torque

MEL Minimum Equipment List

MLW Maximum Landing Weight

mph Miles per our

OCTOBER / 2004 ONLY FOR TRAINING Page iii

MSL Mean Sea Level

MTOW Maximum Takeoff Weight

MTXW Maximum Taxi Weight

MZFW Maximum Zero Fuel Weight