CAA approved Doc.No.HS.1.16 Con.No. SECTION 5 PERFORMANCE SUB-SECTION 5.5. TAKE-OFF FIELD LENGTH DATA INTRODUCTION The data given in this sub-section are presented in a manner that enables the maximum permissible take-off weight and the optimun value of Vj) to be calculated for the available field length. The maximum take-off weight at a particular aerodrome may be determined by some other performance criteria, such as the weight-altitude-temperature curve or the net take-off flight path or en route terrain clearance require ments. Therefore the actual take-off weight may have to be below that permitted solely by the take-off field length considerations. A maximum weight obtained from Figures 5-20 to 5-26 will comply with the take-off field length limitations on page * Section 2. G/6| DEFINITIONS Take-off run is the length of the runway. Take-off distance is the length of the rumay plus the length of the clearvay. Accelerate-stop distance (take-off emergency distance) is the length of the runway plus the length of the stopway. f Page 51 Section 5G7 CAA approved Doc.No.HS-1.16 TAKE-OFF FIELD LENGTHS ASSOCIATED CONDITIONS The performance is based on the following assumptions: Engines : Both engines are at initial maximum take-off power. Failure of the critical engine occurs at V,. Cabin pressurisation All air bleeds off; see Note 2 below for the effect of ice prevention bleed. Wing flaps Take-off setting either 15° or 0°; see Note 3 below. Landing gear 2 Retraction selected after lift-off Runway Hard dry runway. Technique 2 Both engines are run up to initial maximum take-off pover end then brakes are released. Failure of an engine is recognised at speed V, vhen either of tvo procedures is followed. Abandon take-off and stop : Both throttles are closed to ground idle, maximum braking using anti-skid is applied, airbrakes are opened and the aeroplane brought to @ stop. No reduction in stopping @istance is credited for use of reverse thrust. Continue take-off : APR pover is automatically set on the operating engine. Rotation is initiated at speed Vp; climb avay is made to achieve the take-off safety speed V, appropriate to the flap setting at 35 feet? Retraction of the landing gear is selected three seconds after lift-off. NOTE: 1 The wind grids are factored in such 2 vay that an effect of not more than 502 of headwinds and not less than 150% of tailwinds is obtained. Reported winds my therefore be used directly in the vind grid. When a take-off is to be made into a headvind exceeding 40 knots, the graphs are to be read at 40 knots 2 To obtain the effect of the engine ice prevention bleed on the take-off weight add 10°C to the actual air temperature before entering the graph. 3 When the take-off is to be made with a flap setting of 15°, Figure 5-20 to Figure 5-22 are applicable. When the take-off is to be made with the flaps retracted (0°), Figure 5-23 to Figure 5-25 are applicable Page 52 Section S P/32 iP/3al 6 Pag! CAA approved Doc.No-HS.1-16 Con.No. TAKE-OFF FIELD LENGTHS (Continued) USE OF GRAPHS Enter Figure 5-20 or 5-23 on the left hand side with the take-off distance available and proceed to the reference line of the runway gradient correction. Follow the guide lines to the appropriate gradient and continue similarly through the vind correction grid. Enter again with the accelerate-stop distance available at the botton of the figure and proceed upwards through the gradient and wind grids to meet the line obtained from the take-off distance. At the point vhere the two lines cross, read the value of D and V;/Vg. Dis the equivalent balanced field length, zero wind and gradient, which would allow the sane take-off weight as the actual distances available, and the value of V;/Vp is the optique value for these distances, ive. that which allows the highest take-off weight. If the intersection point falls anong the horizontal lines on the right of the grid, Vy is equal to Vg. Where take-off run available is less than take-off distance available enter Figure 5-21 or 5-2h with take-off run on the left hand side and obtain D and Vq/Vp as before. If take-off run ie not less than take-off distance, this step is not necessary. Use the lover of the tvo D values in Figure 5-22 or 5-25 to obtain take-off veight. Enter Fig 5-22 or 5-25 on the left with air temperature and go up to the altitude. Nove horizontally to the reference line of the top right hand grid. Enter again at the bottom with the lower value of D. Proceed up to the altitude correction reference line and thence to the appropriate altitude. From this point move up vertically to antersect a correction line from the point at which the first entry reached the reference line. From this intersection move to the right to read take-off weight on the right hand scale. Using the V;/Vg which vas obtained from the sane graph as the limiting Gower) value of D, obtain V; from Figure 5-26 having already found Vp fron Figure 5-13 or 5-1. EXAMPLE 1 : Flap setting Eero Aerodrone altitude 6000 feet Air temperature 9°c (x2 + 6°c) Reported wind 20 knots headwind Runvay gradient 1 uphill Runway surface Hard dry surface Take-off distance availsble : 6200 feet Take-off ran available 5700 feet Accelerate-stop distance available 5700 feet Using take-off distance and accelerate-stop distance available Figure 5-23 gives the value of D as 5750 feet and V;/Vp af 1.0. Using take-off run and accelerate-stop distance available Figure 5-24 gives the value of D as 5620 feet and Vy/Vp a5 1.0. Using the lover value of D - 5620 feet in Figure 5-25 gives a weight of 21700 1b. From Figure 5-14, Vp is 128 knots and V2 is 132\mots. Using this value of Vp and Vy/Vy = 1-9 an Figure’5-26 gives a Vy of 128 ots. Section 5 G/6CAA appr ved Doc. No-HS.1-16 TAKE-OFF FIELD LENGTHS (Continued) EXAMPLE 2 - EFFECT OF BRAKE ENERGY LIMITATIONS In example 1 above, the available distances are such that brake energy is not a restriction. If, in the course of correcting accelerate-stop distance available for wind and gradient, the correction lines go through the shaded areas to the right of the correction grids, brake energy may be a limitation and it is necessary to follow the method given below. If the dotted areas shaded are not entered, brake energy is not limiting and the method of Example 1 is sufficient Conditions: Flap setting : Aerodrome altitude + 5000 feet Air temperature + 26°C Reported wind + 5 knots headwind Runway gradient + 0.32 downhill Runway : Hard dry surface Take-off distance available + 13000 feet Take-off run available + 12000 feet Accelerate-stop distance available 12300 feet a) Simplified Method This method gives a rapid answer but one that is conservative and will be adequate if it gives sufficient take-off weight. When in the shaded area of the correction grids in figs. 5-20, 5- 21, 5-23 or 5-24, move to the left at constant gradient (or wind) to the boundary of the shaded area and then continue through the chart. It is not necessary to use fig. 5-25A when using this method. bd) Exact Method This method is somewhat more complicated but will give a higher take-off weight then the simplified method, if it is required It is necessary to make a plotting of accelerate-stop distance against take-off weight (see Fig. 5-19A for this example). First go through figs. 5-20 to 5-25 in the usual way with the available distances to find a D value and take-off weight - in this case 27200 lb. Plot this take-off weight against the accelerate-stop distance used in finding it (point A) Then enter Fig. 5-25A with this take-off weight and the appropriate altitude, temperature, wind and gradient and extract the maximum accelerate-stop distance (this is the accelerate-stop distance at which the energy input to the brakes is the maximum permissible). Plot this distance at point B- Page 534 Section 5 yaa CAA approved Doc. No-HS.1.16 Con.No. TAKE-OFF FIELD LENGTHS (Continued) If point 8 is higher than point A,, brake energy is not limiting, but if B is below A, then brake energy capacity is limiting and weight must be reduced as follows. Using the accelerate-stop distance of point B, and the original take-off run and distance, repeat the first process to find D and weight (point C). Then, using this weight, go through Fig. 5-25a again to obtain a new maximum accelerate-stop distance (point D). The final take-off weight is then shown by the intersection of AC and BD (point E), which gives 26350 1b. Point E also shows that the maximum accelerate-stop distance allowable without exceeding the brake energy capacity is 9800 feet. Using this accelerate-stop distance, enter Fig. 5-20, 5-21, 5-23 or 5-24, as appropriate, to extract a value of Vy/Vp and hence find V) as usual. Page 53B Section S G/7CAA approved Doc. No. HS.1.16 EXAMPLE 2 - TAKE-OFF WEIGHT LIMITED BY BRAKE ENERGY CAPACITY Page 53¢ Section § 6/7 Fig. S19A 0/20216/1 CAA approved Doc. No-HS.1.16 TAKE-OFF FIELD LENGTHS (Continued) SLIPPERY RUNWAY SURFACES The field length data in Figure 5-20 to 5-25 is based on a dry surface. Hovever the effect of a slippery surface is given for information. A slippery surface vith a coefficient of friction of 0.15 vill greatly increase the accelerate-stop distance required. In order that the distance on a slippery runvay should not exceed the distance available, the stopping speed should be 40 knots lover than the ¥, obtained from the graphs for a dry surface. This 40 knot reduction from V, is valid for a runvay vith approximately zero gradient and vith nd tailvind. Take-off dovnhill or vith a tailvind on a slippery runvay should be avoided if possible. The Limiting combinations of vind and runvay gradient for vhich the 40 knot reduction from V, is valid are shown on Fig.5-19B. Combinations of vind and!gradient lying in the shaded area are not permitted. NOTE: The 40 knot lower stopping speed is not a vy (decision speed) but a speed from vhich the aeroplane'can be stopped within the accelerate-stop distance available. Yuce The minimum value of V, is Vycc- This minimum value is shown in Figs.5-13 and 5-14. £'v, cof€@ out below the minimum, reduce take-off distance available by an arbitrary amount (say 500 feet) and repeat the take-off calculation until a value of V, is obtained which is not less than the minimum. V, AT REDUCED WEIGHT The method described on the previous page gives V, for the maximum permissible weight for the runvay. When the tequired weight is belov the maximum, a range of V, can safely be used. Either of the folloving rules may be used’to give a V, vithin the safe range. 1. Use the same V,/,R as for maximum permissible veight, provided that V, is not'léss than the minimum value. 2. If a higher value is desired, use the same V, in knots IAS as for maximum permissible weight provided that it does not exceed Vp for the actual veight. Page 54 Section 5RUNWAY GRADIENT ~ % ¥0215/1 CAA approved Doc. No. HS.1.16 WIND & GRADIENT RESTRICTIONS FOR ACCELERATE-STOP .ON SLIPPERY RUNWAY UPHILL DOWNHILL 10 0 10 20 30 "40 TAIL WIND HEAD WIND REPORTED WIND COMPONENT - KT 9195 Page 544 Section 5 G/8 Fig. 5-19BCAA Approved Doc. Ho. HS.1.18 Con. ito. VALUE OF 'D’ AND’ Viyyq TAKE-OFF DISTANCE AND ACCELERATE-STOP DISTANCE AVAILABLE APR 5] 2 TAKE-OFF DISTANCE AVAILABLE ~ THOUSANOS OF Feet iaeronteo i PNOTE: FIN THE COURSE OF CORRECTING rz ACCELERATE-STOP DISTANCE FOR TE wino ANO GRADIENT. THE SHADED | AREAS ON THE RIGHT ARE ENTERED.""7 THEN RESTRICTIONS DUE TO BRAKE ENERGY MAY APPLY. IN. THIS CASE i F ! FOUOW ONE OF THE METHODS i tne f i Eto TI Given in EXAMPLE 2 al F i “3858 8B Heaowno He i ‘aFB) a a oe ee fe eee Siae Oe ACCELERATE-SIOP DISTANCE AVAILABLE THOUSANDS OF FEET 3 fo Page 55 Section 5 0/7CAA Approved Doc. No. H.S.1.16 Con. No. [fio obtain the effect of engine] fjice prevention bleed aad 10°C leo the actual air tesperature H|vefore entering the graphs YP Page 59 Section 5 6/5, P/32 Fig. 5-22CAA Approved Doc. No. HS.1-16 Con. No. VALUE OF ‘D’ AND. Viva, TAKE-OFF DISTANCE AND ACCELERATE-STOP DISTANCE AVAILABLE TAKE-OFF DISTANCE AVAKLABLE ~ THOUSANDS OF FECT ie Lee u OTE Fat tre COME GF CORETING ert IAGCELEEATE-S1GP OSIANCE FOR 58 ‘ino ako Gnaoie THe SHADED i ‘AREAS ON THE RIGHT ARE ENTERED, THEN RESTRICTIONS QUE TO BRAKE ENERGY MAY APPLY. IN-THIS CASE 06F (8) Joe Ree yes ae OMB WE Aver co 5-23 19 Page 61 Section 5 0/719 CAR Approved Qoc. Page 63 Section 5 o/t TAKE-OFF AUN AIILARLE = THOUSANDS OF FEET No. HS.1.16 [APR| VALUE OF 'D’ AND Vijyp TAKE-OFF RUN AND ACCELERATE-STOP DISTANCE AVAILABLE FLAPS O°) Sharcirieo werwoofea| NOTE Ff exacr wernco NOTE: IN THE COURSE OF CORRECTING /ACCELERATE~STOP DISTANCE FOR [WIND AND GRADIENT, THE SHADED ‘AREAS. ON THE RIGHT ARE ENTERED} S107F (0) THEN RESTRICTIONS DUE TO BRAKE| JENERGY. MAY APPLY. IN THIS CASE FOLLOW ONE OF THE METHODS GIVEN IN, EXAMPLE 2 Fig 8 stot SOR SOWNMHLL UPHILL TALWO HEADIOND hhowwat GRADIENT couponent = KNOTS J Con. No.CAA Approved Doc. 4 Page 65 No. H.8.1-16 20% SE AIR TEMPERATURE ~ °C" Section 5 6/5, P/32 i MAXIMUM TAKE-OFF WEIGHT FOR VALUE OF Sie Fee ee ethan recess ar zt iffe obtain the effect of engine! ice prevention bleed ada 10°C to the actual air tenperature jpefore entering the praph. HE 7a 'D = THOUSANDS OF FEET eerie 7 Fig. 5-25 Con. sey 8 WEIGHT. ~ THOUSANDS OF 18 ieCAA approved Doc. No. HS.1.16 BRAKE ENERGY CAPACITY LIMITATION ON ACCELERATE-STOP DISTANCE -i0 0. 10 «020Ctisté‘<‘CRK!SSCSC*C«‘(CKS HSCS: 10-99 30 40 untae veined TEMPERATURE - °% WEIGHT - THOUSANDS OF LB TAILWIND __ HEADWIND DOWNHILL _ UPHILL ERATURE ~ °C REPORTED W'ND RUNWAY GRADIENT COMPONENT - KNOTS -% a Page 65A Section 5 C/o Fig. 5-250 = THOUSANDS OF FEET MAXIMUM ACCELERATE ~ STOP DISTANCECAA approved Dec. No. HS.1.16 CONVERSION OF Ap INTO V, FLAPS 15° Page 66 Section 5 nof CAA approved Doc.No.HS.1.16 Con.No. SECTION 5 PERFORMANCE SUB-SECTION 5.6. NET TAKE-OPP FLIGHT PATH INTRODUCTION The graphs in this sub-section are provided to enable a complete net take-off flight path to be constructed, should it be necessary to establish that any obstacles along the intended line of flight will be cleared by the safety margin required by the relevant operating regulations. Once it has be established beyond all doubt that the obstacles will be cleared, there is no need to proceed further with the calculation. Figures 3-28 and 5-29 provide basic "straight climb out" data for a take-of setting of 15° and Figures 5-30 and 5-31 show similar data for a flap setting of 0°. ‘The radius of steady turn which is to be used when a change of heading greater than 15° is assumed is shown in Figures 5-32 and 5-33. When take-off is to be made in a headwind greater than 40 knots performance appropriate to not more than 40 knots is to be read on the graphs. PRESENTATION The net take-off flight path consists of three or four segments and the information is presented on two graphs for each flap setting. Because the first segment climb gradient will always be better than the second segment gradient, the first segment performance of the flight path is not given but the second segnent is assumed to commence at 35 feet and the landing gear retraction couplete point is ignored. The construction is bi the following manner. ed on the assumption that the aeroplane is flown in Engine failure occurs at V,, and APR pover is automatically applied. Landing gear is selected up imbdiately after lift-off and at the end of the take-off distance - where the net flight path begins - the landing gear ii retracting. The speed is V, appropriate to the flap setting. The clinb is continued at V, and take-off power until 3k minutes have elapsed from start of take-off or until the aircraft reaches 1500 feet, whichever occure first. At this point the aeroplane is accelerated in level flight to the final take-off Cliab speed (Figure 5-1WA), Sf at 15" the flaps are retracted at Y> + 9 knots during the acceleration. ‘when the final take-off clisb speed is fehieved the Glisb is continued, if neceassry, to 1500 fect. APR is cancelled and pover Feduced to naximin continuous at'the five cinute point. still f2 Page 67 Section 5CAA approved Doc.No.liS.1.16 PRESENTATION (Continued) Refer: 2 This is the zero to vhich the co-ordinates of the various points in the flight path are referred. It is defined by a vertical datum which passes through the 35 feet height point at the end of the take-off distance required, and a horizontal datum 35 feet below this point. 34 Minute Point The point at which three and a half minutes have elapsed since start of take-off. At this point a level acceleration to final take-off clinb speed coumenc This point has been selected in order that acceleration can be completed within the five minute take-off power limitations. Five Minute Point The point at At this point APR continuous. which five minutes have elapsed since start of take-off ust be cancelled and pover reduced to maximun First Segment This extends from the end of the take-off distance required to the point at vhich the landing gear is fully retracted. Since it takes place in ground effect the climb gradient alvays exceeds the second segment free air gradient. For simplicity of presentation it is assuned that the first segnent gradient is equal to that of the second segnent and therefore that for plotting purposes the second segment starts at 35 feet and the retraction complete point is not shown. Second Segnent This extends from 35 feet (see above) to a height of 1500 feet or until the three and a half minute point is reached, whichever occurs first. Third Segment During this seguent the aeroplane accelerates in level flight fro V, to final take-off clisb speed on maximus power. ‘The height may be 1500 feet or some lower height. If take-off was with 15° flap, flaps are selected up at V, +9 knots. Fourth Segment During this segnent the aeroplane completes the climb to 1500 feet in those cases where acceleration took place at a lower height. Page 68 Section 5 aP/32| ‘6 CAA approved DoceNosHS, 1416 Con.Ko. ILLUSTRATED EXAMPLES Figure 5-27 shovs two examples of the use of the flight path graphe Example 4 Flap : 0° Weight + 25,300 1b. Air temperature : 1s°c Aerodrone altitude : $000 feet Reported wind component. ~—=«10 knots tailvind From Figure 5-31 the height at the three ané a half winute point is [00 feet. Also from this figure the distance from reference tere to the three and a half minute point is 34,500 feet and the distance to achievement of final take-off climb speed is 55,000 feet and the distance to reach 1500 feet is 62,000 feet. Flap oe Weight : 21,000 1b. Air temperature : wee. Aerodrome altitude : 3000 feet Reported wind component : ~—=20 knots headvind Using Figure 5-31, thie example comes in the area vhere acceleration takes place at 1500 feet and the horizontal distance fro reference zero to 1500 feet it 22,500 feet and the horizontal distance to achieve final take-off climb speed is 29,000 feet. Hence the complete flight path can be plotted as shows, in Figure $°27 Bae: In a case vhere only the second seguent needs to be considered, and particularly where the obstacles are close in, it may be more convenient te obtain pointe on the flight path by using the second segment net gradient graphs Figures 5-28 and Assuming the conditions of Example 2 and that it is required to fing the height of the flight path ar 1000 feet from reference zero, the second segment gradient is found from Figure 5-30 to be 6.7%. Then the height gained in che second seguent x 1000 = 67 feet and the height above reference zero = 67 + 35 = 102 feet. Page 69 Section 5 9/4Cag approved Doc.No.HS.1.16 Intentionally blank Page 7 Section 5 a”15 CAA approved Doc. No. HS.1.16 Con. No. POINT WHERE FINAL TAK! IS ACHIEVED. WHe AL TAKE LIMB_SPEED 1S ACHIEVE ES Q045(B) Fig. 5-27 Page 71 Section S G/CAA approved Doc.No-HS.1.16 FIGURE 5-28 NET TAKE-OFF FLIGHT PATH SECOND SEGMENT NET GRADIENT FLAPS 15° Figure 5-28 shows the second segment net gradient of climb at the mean height of this segement. ASSOCIATED CONDITIONS Engines Cabin pressurisation and ice prevention Wing flaps Landing gear Airspeed One engine operating at full throttle, APR on. ALL air bleeds off; see Note 2 below for effect of engine ice prevention bleed. is? Retracted. Takérof£ safety speed V, (for flaps 15°), (see Figure 5-13). The use of the graph is illustrated by the arroved broken lines. Enter the graph with air temperature and move up to the appropriate aerodrome altitude. Proceed horizontally to the weight grid reference line and then follow the curve to the appropriate weight and then to intercept the line on the right. Finally proceed upwards through the wing correction grid to read net gradient. NOTES; 1 The wind grid is factored in such a way that an effect of not more than 50% of headwinds and not less than 150% of tailwinds is obtained. Reported winds may therefore be used directly in the grid. 2 To obtain the effect of the engine ice prevention bleed on the flight path add 10°C to the actual air temperature before entering the graph. Page 72 Section 5 aCon. No. SION ~ inaNoawod aN ga14083s onto o> Ghlanivt geg2c2e28 Fig. No. H.$.1.26 CAA Approved Doc. cz 2 2 o 2 < Zz : F 8 toy HR oe a a be ze ae 2 a3 Be 5 3B 9 z . 8 RE 5 : a g i abe i HENS wi i HOS! e lite ot fee oe y pec He oe BB. ie ea 28 ne : oe ° @ 23 as Section 8 @/2, P/32 Page 73 1o/s} CAR approved Doc.NowiS.1.16 FIGURE 5-29 NET TAKE-OFF FLIGHT PATH SECOND, THIRD AND FOURTH SEGMENT DISTANCES FLAPS _15° Figure 5-29 shows the distance from reference zero to the end of the second, third and where appropriate fourth, segments of the flight path. ASSOCLATED CONDITIONS Engines : Second and third segments: one engine operating at full throttle, APR on. Fourth segment: one engine operating at saximus continuous power. Cabin pressurisation and : All air bleeds off; see Note 2 below for ice prevention effect of engine ice prevention bleed. Wing flaps 2 15°; retracted at V) +9 knots Landing gear 1 Retracted Airspeed : Take-off safety speed V, (for flaps 15°) (see Figure 5-13) increasing to final take-off clinb speed (see Figure 5-124) at end of third segment The use of the graph is illustrated by the arroved broken lines. Enter the graph with air temperature and move up to the appropriate aerodrone altitude Proceed horizontally to the veight grid reference line and then follow the curve to the appropriate weight. Proceed horizontally across to intercept the line on the far right and chen downwards to read height at the three and a Ralf ainute point on the bottom scale. Go upwards from the intersection with the distance curves through the vind correction grid to read distance to the three and a half sinute point, to the achievement of final take-off climb speed ané to 1500 feet. In those cases where the reading on the height scale is at 1500 feet the level acceleration (chird segment) takes place at 1500 feet and there is no fourth segnent NOTES 1 The wind grid is factored in such a vay that an effect of not more than 50% of headwinds and not less than 1502 of tailvinds is obtained. Reported winds aay therefore be used directly in the grid. To obtain the effect of the engine ice prevention bleed on the flight path add 10°C to the actual air temperature before entering the graph. Page 7% Section 5 B9 CAA Approved Doc. No. H.S.1.16 34036) sm Tenperarune -°c Page 75 Section 5 G/'t,P/32 NET TAKE. OFF FUGHT PATH!—SECOND, THIRD, AND FOURTH SEGMENTS ance 20m, DSTANCE TO FINAL Take OFF cum, SP ipstance 19) 3, MINE POINTES WEIGHT ~ THOUSANDS OF KE Se eae aa ae a ae ‘WEIGHT ~ THOUSANDS OF Us con. Fig. 5-29 No. FLAPS AST, manure PONT Feet 5CAA approved Doc.No.HS.1.16 FIGURE 5-30 NET TAKE-OFF FLIGHT PATH SECOND SEGMENT NET GRADIENT FLAPS 0° Figure 5-30 shows the second segment net gradient of clinb at the mean height of this segment. ASSOCIATED CONDITION: Engine 2 One engine operating at full throttle, APR on. Cabin pressurisation and : All air bleeds off; see Note 2 below for ice prevention effect of engine ice prevention bleed. Wing flaps : 0° Landing gear 1 Retracted Airspeed i Take-off safety speed V). (See Figure 5-14). The use of the greph is illustrated by the arrowed broken lines. Enter the graph at the required air temperature and aerodrome altitude. Proceed across to the weight grid reference line and then follow the guide lines to the appropriate weight and then to intercept the line on the right. Finally proceed upvards to the vind reference line and through the wind correction grid to obtain the net gradient. 1 The wind grid is factored in such a vay that an effect of not more than 50% of headwinds and not less than 150% of cailwinds is obtained. Reported vinds may therefore be used directly in the grid. 2 To obtgin the effect of the engine ice prevention bleed on the gradient add 10°C to the actual air temperature before entering the graph. Page 7% Section 5 aCAA Approved Doc. No. H.S.1.16 Con. Ni FLAPS 0° ss ener PATH — SECOND_SEGMENT._.NET. CE NET GRADIENT = Yo Te obtain the effect of engin ice prevention bleed aad 10°C Seo the 2 air tenperature HUGH berore entering the graph. A Page 77 Section 5 o/2. P/32 Fig. $30G/s| CAA approved Doc.No-HS.1.16 FIGURE 5-31 NET TAKE-OFF FLIGHT PATH SECOND, THIRD AND FOURTH SEGMENT DISTANCES FLAPs 0° Figure 5-31 shows the distance from reference zero to the end of the second, third, and where appropriate fourth, segments of the flight path. ASSOCIATED CONDITIONS Engines Second and third segments: one engine operating at full throttle, APR on. Fourth segment: one engine operating at maximum continuous pover. Cabin pressurisation and : All air bleeds off; see Note 2 below for ice prevention effect of engine ice prevention bleed. wing flaps : Retracted. Landing gear : Retracted. Airspeed : Take-off safety speed V, (for flaps 0°) (see Figure 5-14) increasing to final take-off climb speed (see Figure 5-14) at end of third segment. The use of the graph is illustrated by the arrowed broken lines. Enter the graph with air temperature and move up to the appropriate aerodrome altitude, Proceed horizontally to the veight grid reference line and then follow the curve to the appropriate weight. Proceed horizontally across to intercept the line on the far right and then downwards to read height at the three and a half minute point on the bottom scale. Go upwards from the intersection with the distance curves through the wind correction grid to read distance to the three and a half minute point, to the achievement of final take-off climb speed and to 1500 feet. In those cases where the reading of the height scale is at 1500 feet the level acceleration (third segment) takes place at 1500 feet and there is no fourth segment. NOTES : 1 The wind grids are factored in such a way that an effect of not more than 50% of headwinds and not less than 150% of tailvinds is obtained. Reported winds may therefore be used directly in the grid. To obtain the effect of the engine ice prevention bleed on the flight path add 10°C to the actual air temperature before entering the graph. Page 78 Section 5 2CAA Approved Doc. No. H.S.1.16 2-10 02030 ‘AIR TenpeeaTune = °C uri) Page 75 Section 5 G/4, P/32 NET TAKE-OFF FLIGHT PATH— SECOND, THIRD AND FOURTH SEGMENTS iStANCE TO FINAL TAKE-OFF CLIMB SPEC TAPER ACCELERATION. at 1500 51 sae * oe Oe SF \WEIGHT-THOUSANDS OF 6 Con. No. Fig. 5-31 FLAPS 0 8 ‘Av 3 MINUIE POINT = FEETCAA approved Doc. No.S.1.16 FIGURES 5-32, 5-33 AND 5-34 BADIUS OF STEADY TURN FLAPS 15° AND 0° The wininua radius which may be assumed for a steady turn made during the flight path is shown in Figure 5-32 for flaps 15° and in Figure 5-33 for flaps 0°, for varying aerodrone altitude and air temperature. The total change of heading required is assessed from the aerodrome obstruction chart but, if it is less than 15°, mo account of the effect of the turn need be taken. The graph is based on a steady 15° banked turn at the take-off safety speed appropriate to the flap setting. Figure 5-34 shows the horizontal distance travelled for a given radius of steady turn. Page 80 Section 5 anCAA approved Doc.No.HS.1.16 Con.Now RADIUS. OF STEADY. TURN FLAPS 15°] ries sors Fig. 5-32 Pe Page 81. Section 5 G/1CAA approved Doc.No-HS.1.16 Con.No.. sp RADIUS OF STEADY TURN S|REFERENCE LIN ‘OF tp 9020 if n Page 83 Section 5 Fig. 5-33n CAA approved Doc.No. H5.1.16 Con.No. 7 a DISTANCE TRAVELLED IN A STEADY TURN i tT RADIUS OF STEADY TURN — THOUSANDS OF Feet Page 85 Section 5 Figs5-34 DISTANCE COVEREDI- THOUSANDS OF FEET