ASPECQ—. assessment specialists WB-FCL3 Workbook Subject 032: Flight Performance - Aeroplane Revision 3 IMPORTANT NOTE This workbook is for use in flight crew examinations ONLY and is not to be made available for any other purpose. Not all examinations will require the use of this workbook, however, when the use of this workbook is required, candidates will be directed to the appropriate diagram in the text of the question, You are not permitted to copy or remove any part of this workbook from the examination room. Once the examination has been completed, return the workbook to the exam supervisor with your examination paper. Failure to comply with these instructions may result in your examination answers not being accepted. Copyright © ASPEG United 2011 1 of 20DIAGRAM 32.2 Performance Data - Single Reciprocating Engine Aeroplane (SRE) General Information This performance data is for a generic small aeroplane which is configured as follows: Monoplane Single reciprocating engine Constant speed propeller Retractable undercarriage Performance Class B Maximum Take-off Mass 2,000kg Maximum Landing Mass 2,000kg Maximum fuel load 3001 Fuel density 0.72 kg/l (unless otherwise stated) Take-off Performance (SRE) + Class B aeroplane must comply with both minimum field length and climb gradient requirements, + Maximum demonstrated crosswind 15kt. Field Length Requirements + If no stopway or clearway is available the take-off distance must not exceed 1.25 x TORA + If no stopway andlor clearway are/is available the take-off cistance must not exceed: (@) TORA (0) 1.3x ASDA (6) 1.15 TODA + Ifthe runway is not a dry paved surface, then the following factor must be applied: (@) Wet paved surface: x 1.0 (b) Dry grass surface: x 1.2 (c) Wet grass surface: x 1.3 Take-off Speeds ‘The Take-off and Obstacle Clearance Distance graph is based on the following speeds: MASS (kg) TAKE-OFF SPEED (kt) ROTATION Soft 2,000 74 86 4,750 72 83 41,500 69 80 4,250 67 7 2of 20 Copyright © ASPEQ Limited 2013Take-Off and Obstacle Clearance Distance (SRE) ‘TAKE-OFF DISTANCE (m) (u) HoH NOWSGO oz cos ae 00's os © 2 (>) aNmavaH ©» ssvw (oJ auuvasanaL, of 02 Ob OO age 0s't one's 02 ose ° os sano) eaue}sip yo-oy2 || wip6e = 104 J10-0F || SON WILT VSL = purmpeoH{ SYS ByOge"| = SSP JJo-6N0 || yoos'z = epruniy| 9.92 = eunjeiodwe ‘aguexS| 3.0f20 Copyright © ASPEG United 2011Cruise Power Settings (SRE) The following table provides cruise power settings, together with resultant fuel flow and airspeed for a single reciprocating engine (SRE) aeroplane: Pressure | 1OAT(‘C)] Manifold | Fuel Flow Airspeed altitude (feet) pressure (He) | (kg/hr) [TAS (kt) | TAS (t) 0 17 24.0 20 145 145 2,000 13 24.0 30 145 147 4,000 9 24.0 3 146 152 6,000 5 24.0 33 146 187 8,000 4 233 32 144 159 40,000 3 218 30 138 158 42,000 7 19.6 28 127 150 14,000 = 177 26 118 144 Cruise Power Adjustments + Reducelinerease fuel flow by tkgihr per 10°C abovelbelow ISA. + Reducelincrease IAS and TAS by 3kt per 10°C abovelbelow ISA. Range and Endurance (SRE) ENDURANCE (hrs) [Example PRESSURE ALTITUDE (ft) 5:00 6:00 7.00 _ |For cruise at 7,000 feet: 14,000 Endurance = 5:20 Range = 838nm 12,000 10,000: Full Throtie 8,000: 6,000: ‘ake-ff and a5 minutos resene st eulee power 4,000: 2,000: su 800 850 900 RANGE (nm) of 20 Copyright © ASPEQ Limited 2013Landing Performance (SRE) DISTANCE (mn) () aHolaH aTovusao ose 008 os 00 (9) aNuaayan zo (en) sv oe o0s't purmpeou SyogG') = ssew Buipue7] W000'2 = eprint 0.22 = simesadwiay| ‘saUIER| cat cooz fd sanLuW SRTISSMA 5 of 20 Copyright © ASPEG United 2011DIAGRAM 32.10 Performance Data ~ Light Twin Reciprocating Engine Aeroplane (LTA) General Information This performance data is for a generic light twin-engine aeroplane which is configured as follows: Monoplane Two reciprocating engines ‘Two counter-rotating constant speed propellers Retractable undercarriage Performance Class B Maximum Take-off Mass 2,800kg Maximum Zero Fuel Mass 2,200kg Maximum fuel load 3601 Fuel density 0.72 kgil (unless otherwise stated) For weights below 2,000kg, use the 2,000kg performance dala. Take-off Performance + Class 8 aoroplanes must comply with minimum field lenath (take-off and accelerate-stop cistance) and climb gradient requirements. + Maximum demonstrated crosswind 22kt Field Length Requirements + If no stopway or clearway is available the take-off distance must not exceed 1.25 x TORA. + Ifa stopway andlor clearway areiis available the take-off distance must not exceed: (a) TORA (b) 1.15 x TODA (c) 1.3.x ASDA + Ifthe runway is not a dry paved surface, then the following factor must be applied! (a) Wet paved surface: x 1.0 (b) Dry grass surface: x 1.2 (c) Wet grass surface: x 1.3 + Increase take-off distance by 5% per 1% of upslope (do not make any downslope corrections) Take-off Speeds The Take-off and Obstacle Clearance graph is based on the following speeds: MASS (kg) TAKE-OFF SPEED (kt) ROTATION Soft 2,800 at 89 2.600 73 87 2,400 7 &4 2,200 76 at 2000 74 78 6 of 20 Copyright © ASPEQ Limited 2013Take-off Performance (LTA) ‘TAKE-OFF DISTANCE (m) (W) LHOIBH SONVAWSTO Gy) LNANOAWOO GNI, On ssw oz. 008 su, 00" os ° REFERENCE LINE ocr z+ Ob 0 Ol gz = ooz'z, awe one’ wigzg = coue)sip yo-o¥e, | sf] moze = 1101 punosb yo-xe | DiLL+ = touoduioo pun Gy0z9'2 = ssew yo-aye || woos'e = epnnty} O.b} = eunjesedwe | ‘aRERS| ove 8 5 (0) sunuyaaawaL 0 vel ) SOWIL munssatd 7 0f20 Copyright © ASPEG United 2011Cruise Power Settings (LTA) ‘The following table provides cruise power settings, together with resultant fuel low and airspeed for a light twin-engine aeroplane, 75% Power - High Speed Cruise Pressure 1OAT | Manifold pressure | Fuel Flow Airspeed altitude (feet) | ('C) (Ha) tkaln) ase) | TAS TR 0 7 33.0 79 159 159 2,000 13 32.7 80 158 163 4,000 9 324 81 158 167 6,000 5 324 81 158 173 8,000 7 a7 80 156 176 10,000 3 31.5 79 154 179 12,000 7 31.3 78 151 182 14,000 11 314 7 148 184 16,000 3 - - - ~ 18,000 7 - - - > 20,000 11 + - - - 60% Power - Economy Cruise Pressure TOAT | Manifold pressure | Fuel Flow Airspeed altitude (feet) | ('C) (" Hg) tkathn) Has qeay —] TAS Tey 0 7 a] 38 149 748 2,000 B aT 0 148 152 4,000 9 273 oF a7 156 6,000 5 27.0 oF 146 162 8,000 7 266 60 145 165 70,000 3 254 58 74d 168 72,000 7 24 36 143 7 74,000 “iT 247 37 Hi 173 76,000 3 242 56 139 175 78,000 7 - - = = 20,000 At - - - = The following corrections need to be made to the above data for temperature variations: + reduce/inerease fuel flow by 3kgihr per 10°C above/below ISA. + reduce/increase IAS and TAS by 4kt per 10°C above/below ISA 80f20 Copyright © ASPEQ Limited 201345% Power - Long Range Cr Pressure 1OAT | Manifold pressure | Fuel Flow Airspeed altitude (feet) | (¢) (Ha) (kan) Fase | TAS Te 0 17 24.4 54 125 125 2,000 13 23.7 54 124 128 4,000 23.3 55 123 131 6,000 23.0 55 122 134 8,000 7 aT 54 124 137 10,000 3 22.5 53 120 144 12,000 7 22.2 52 119 144 14,000 1 21.9 51 118 147 16,000 “15 21.6 50 118 154 78,000 =9 73 8 117 155 20,000 23 20.9 47 117 159 Cruise Power Setting Adjustments + reduce/increase fuel flow by 2g/hr per 10’C abovelbelow ISA. + reduce/increase IAS and TAS by 3kt per 10°C above/below ISA. Endurance and Range (LTA) ENDURANCE (hrs) 400 5.00 6:00 7:00 18,000: 80% 45% Power 16,000: Data includes start, 1x, tke and 45 minutes reserve at 45% power 14,000: 12,000: 10,000: 8,000: 6,000 Jat 500 foot Endurance = 5:28 Range = 726m 4,000 2,000: SL 600 Copyright © ASPEG United 2011 700 800 RANGE (nm) 45% Power 900 9 0f20Landing Performance - LTA DISTANCE (mn) () LHOISH SIOWLSEO. (4) LN3NOgWOO ONIN: (8) SSVI (0) SunLvaaaWaL os 0 ee oe ole 0 Ol ope meh ° oe 4 S| ' ot H = ose E> <—++ * <7 a S| JOSS ep Z 1 Syst ot HO e | st ~~ ~ ie = Se N al eee eens: & fe vsi gS = Te & PS im os Law + SY ae oo wos sono) eouer Pil- = JUauOdLUOS PULA] Byoee'z = Sse 4000'S = epMyArY] | wee 2.94 = ainjeiedwe || RES Copyright © ASPEQ Limited 2002, 10 of 20Performance Data - Medium Range Jet (MRJ) General Inform: n This performance data is for a generic medium range jet transport aeroplane which is configured as follows: Monoplane, ‘Two high-bypass turbo-fan engines, Retractable undercarriage, Performance Class A. Structural Limits Maximum Ramp Mass 63,030kg Maximum Take-off Mass 62,800k9 Maximum Landing Mass 54,900kg Maximum Zero Fuel Mass 51:300kg Fuel Data Maximum Fuel Load 13,200litres Taxi fuel 4,200kg/hr APU uel consumption 115kg/hr Fuel density 0.80kgt (unless otherwise stated) Operational Cost Index 28 ("C1 25", unless otherwise stated) it Conditioning Increase fuel consumption by 1% when operating packs at “HI FLOW" {cing Increase fuel consumption as follows: Engine anti-ice only 7Okg/hr Engine and wing anti-ice 180kg/hr Copyright © ASPEG United 2011 11 of 20Field Length Brake Release Mass (MRJ) Ss . 2 “3 w B < 3 ei BS @ w g = 2 5 2 E 29 2 3 PRESSURE a ALTITUDE a (1,000 ft) e * ° 128 ° AMBIENT TEMPERATURE (‘C) Zz ee af » 38 ore Be B ef gz Example S [Available fot length = 2,100m cfs Slope = -0.5% g= wind component = +12kt e3 Flap position = 5 g Temperature = 18°C gS laltude = 1,500n a Mass = 60,000kg 7 = oF SET § 2 4000 3.002000 1,000 AVAILABLE FIELD LENGTH (m) Fiold Lenath Brake Release Mass Adjustments + Increase mass by 880kg if air-conditioning packs are OFF for take-off + Decrease mass by 350kg if engine anti-icing is ON for take-off 12 of 20 Copyright © ASPEQ Limited 2013Maximum Brake Energy Speed (MRJ) Decrease brake release mass (BRM) by 300kg per knot that V1 exceeds Vizee, a per the following graph. Then determine normal Vs, Va and V2 for lower BRM. PRESSURE ALTITUDE (f) MASS (1,000 ka) Example Take-off from runway at 6,000ft and 25°C Mass = 60,000ka \Vaise = 168Kt IAS. £0 0 +50 180 18 200 AMBIENT TEMPERATURE ("C) BRAKE ENERGY LIMIT SPEED Viior (kt IAS) Brake Eneray Speed Adjustments + Increase Vue by 1kt per 3kt of headwind component. + Increase Vuse by 2kt per 1kt of tailwind component. + Increase Vvse by 2kt per 1% upsiope + Decrease Vise by Skt per 1% downslope. Copyright © ASPEG United 2011 13 of 20Take-off Climb Limit (MRJ) [Example {Temperature = +25°C Altitude = 7,008 Fiap = 15 |Climb limit mass = 51,200kg PRESSURE ALTITUDE (ty 65 CLIMB LIMIT BRAKE RELEASE MASS (1,000kg) 40 36 REFERENCE UNE] 18 5 10AND 20 30 40 50 FLap BELOW AMBIENT TEMPERATURE (’C) POSITION Climb Limit Brake Release Mass Adjustments + Increase mass by 850kg if air-conditioning packs are OFF for take-off + Decrease mass by 200kg if engine ant-icing is ON for take-off 14 of 20 Copyright © ASPEQ Limited 2013DIAGRAM 32.26 Reduced Thrust Take-off - Assumed Temperature Method ‘There may occasions where the actual brake release mass is significantly lower than all ofthe limiting take- off masses, and a lower thrust setting may therefore be used to safely complete the take-off. One method of determining how much thrust reduction is available is to compare the limiting take-off temperatures for the actual brake release mass. The lowest of these limiting temperatures may then be used as a basis for thrust reduction. Note that thrust reduction must not be used under the following conditions: + ley or very slippery runways * Contaminated runways + When certain aeroplane systems e.g. anti-skid are inoperative To obtain the ‘Assumed Temperature’ thrust reduction value, first determine the most limiting (ie. the lowest) maximum temperature for each of the following + Field limit graph + Climb limit graph + Obstacle clearance limit graph Next determine the maximum assumed temperature from the following table: OAT (‘C) PRESSURE ALTITUDE (ft SL_| 1,000 [2,000 | 3,000 | 4,000 | 5,000 | 6,000 | 7,000 | 8,000 50 69 | 68 68 69 70 45 er | 6 66 67 67 67 68 70 40 65 | 64 64. 64. 64. 64, 64 66 68 35 63 | 62 62 62 a 61 2 63 64 30 61 | 60 60 59 50 59 59 60 61 25 ei | 59 58. 57. 56. 56. 56. 57. 58. 20 et | 59 58 a7 55 33 4 54 55. 15 and 61 | 59 58 a7 55 53 53 52 52 below Use the assumed temperature thrust (Nx) from the table below: ‘ASSUMED PRESSURE ALTITUDE (ft) Temp.(‘c) | st_| 1,000 | 2,000 | 3,000 | 4,000 | 5,000 | 6,000 | 7,000 | 8,000 7 35.4 | 854 70 76 | 876 | 874 | 876 65 ao7 | 897 | 80.2 | a92 | 892 | 803 | 95 | 899 | 904 60, gis | o18 | 913 | 908 | 907 | 907 | 908 | 14 | 914 55 938 | 938 | 927 | 924 | 921 | 921 | 920 | 921 | 923 50 943 | 943 | 932 | 939 | 936 | 934 | 932 | 932 | 932 45 047 | 947 | 946 | o46 | 946 | 947 | O44 | 942 | 940 40. 95.2 | 952 | 95.1 | 95.0 | 95.1 | 95.1 | 95.2 | 951 | 949 35 956 | 95.6 | 956 | 955 | 957 | 957 | 957 | 956 | 955 30 96.1 | 96.6 | 96.0 | 96.0 | 963 | 962 | 961 | 960 | 960 25 065 | 965 | 967 | 966 | 966 | 065 | 96.4 20 7.1 | 974 | 97.1 | 970 | 96.9 Copyright © ASPEG United 2011 16 of 20Climb Time, Fuel, Distance and TAS Table units are time in minutes, fuel used in kilograms, still air distance in nautical miles and average TAS in knots. PRESSURE BRAKE RELEASE MASS (kg) ALTITUDE (ft 40,000 45,000 50,000 55,000 60,000 65,000 37.000 | 2 | 1200] 8] 1140] 177 1.325 [20] 1.580 | 26 | 1200 . 68 | 385 | 82| 386 |97| 388 | 119) 301 | 175 | 306 | ~ . 36000 | 1 | 950 [13 | 1,075 | 18] 4,226 | 17 | 1.375 | 21 | 1,650 27 | 2.000 ’ 60 | 381 | 71) 382 | e4| 383 | 97 | 385 | 121 | 388 | 154 | 392 33.000 | 1 | 900 | 12 | 1,025 | 14) 4,160 | 15 ] 1.310 | 18 | 1.850 | 22 | 1.775 , s4 | 376 |64| 377 |75| 378 | 84 | 380 | 103 | 3e1 | 124 | 304 “1,000 o | a0 [11] 07S [12] 1000] 14 [4260 | 46 | 4400 | 19 | 1625 , 49| a7 |57) a7 |os| 372 | 77 | 374 | 89 | 375 | 106 | 377 29,000 @ | 800 | 10] ots | 12/1025] 13 [4175 | 14 | 1,300 | 17 | 1,500 , 43 | 364 | 51) 964 |58| 365 | o7 | 366 | 77 | 367 | 90 | 368 97.000 a | 70 | 9 | 825 [11| 950 | 12 | 4075] 13 | 1.200] 15 | 1375 , a7 | 56 |44| 366 |50| 356 | se | 357 | 65 | 358 | 75 | 358 25,000 7 | 700 | 8 | 75 | 9] ars | 10 | 975 | 11 | 100] 13 | 4.225 : 32 | 348 | 37 | 348 | 43| 349 | 49 | 349 | 55 | 350 | 64 | 350 20,000 5 | 550 | 6 | 625 [7 | 725 | @ | 75 | 9 | 900 | 10 | 975 , 22 | 332 | 25| 332 | 20| 332 | a2 | 332 | a7 | 332 | a1 | 332 15,000 4] 40 [5 | 5 [S| 575 | 6 | 640 | 6 | 700 | 7 | 775 , 14 | 317 | 16] 317 J te) at7 | 21 | 317 | 23 | ai7 | 26 | ai7 10.000 3 | 30 [3 | 400 [a] as [4 [a0 | 4 | 550 | 5 | S75 , 8 | 304 | 9 | 304 | 11| 304 | 12 | 305 | 13 | 305 | 15 | 305 5000 2) 20/3) 30 [3 | 35] 3 | 0] 3 | 400 | 3 | 45 : 4 | 25 | 5 | 205 | 5 | 205 | 6 | 205 | 6 | 205 | 7 | 295 Enroute Climb Information Adjustments * No time correction need be considered for temperature variations. + Increase/reduce distance by 1nm per 2°C abovelbelow ISA. + Addi/subtract 3% of distance per 10 knots of tailwind/headwind, + Increase/reduce fuel used by 1% per 2°C abovelbelow ISA. + Increase/reduce TAS by 1% per 5°C abovelbelow ISA. 16 of 20 Copyright © ASPEQ Limited 2013Optimum Cruise Altitude ALTITUDE (ft) 38, 0007] maxIMUM OPERATING ALTITUDE 36,00 |Example [Cruise mass = 62,000kg JOptimum altitude = 31,750 feet 34,004 32,00 30,00 28,004 45,000 50,000 55,000 60,000 65,000 CRUISE MASS (1,000kg) aaa aaa>4I—>= 45,000 50,000 66,000 «60,000 «65,000 BRAKE RELEASE MASS (1,000kg) Off-Optimum Altitude if unable to operate at the optimum cruise altitude as per the above the graph and the Optimum Altitude Trip Time and Fuel graph, then the following penalty should be applied: ‘OFF-OPTIMUM | FUEL MILAGE PENALTY (%) ALTITUDE LRC cls 25 2,008 above 4 i ‘Optimum 0 0 20008 below 4 3 4,008 below 4 5 8,008 below 10 13 40,000ft below 15 22 Copyright © ASPEG United 2011 17 of 20Cruise Fuel Flow and Speed The following table provides cruise fuel flow (in kg/hr) for a given cruising level and aeroplane weight (at 300kt TAS for 10,000ft and Cost Index 25 for all other altitudes). TOTAL PRESSURE ALTITUDE (ft) MASS (kg) | 10,000 | 20,000 | 27.000 | 29,000 | 31,000 | 33.000 | 35,000 | 37,000 63.000 | 2,050 | 2,440 | 1.970 | 1,850 | 1.800 | 1,760 | - - 300_| o71 | 073 | 074 | ara | 074 60,000 | 2,000 | 2,380 | 4,910 | 1,790 | 1.700 [1,650 | 7,650 [~ - 300 | o71 | 073 | ova | a74 | o74 | O74 38,000 | 1,955 | 2,320 | 1,850 | 1,730 | 1,640 | 1,580 | 1,560 | 1,650 300 | o71 | 073 | 074 | 074 | 074 | o74 | 074 56,000 | 1,910 | 2,260 | 1,800 | 1,670 | 4.580 | 1,510 | 1.480 | 1,520 300 | 070 | 073 | 074 | o74 | 074 | o74 | 074 54,000 | 1,860 | 2,200 | 1,760 | 1,620 | 1,520 | 1,440 | 1,390 | 1,400 300 | 070 | 072 | o7a | 74 | o74 | o7s | o7a 52,000 | 1,830 [2,170 | 4,720 | 1,580 | 1,470 [1,380 | 1,320 [1,320 300 | o69 | 072 | 073 | a7 | o7a | o74 | o74 50,000 | 4,800 | 2,140 | 1,680 | 1,540 | 4.420 | 1,320 | 4,260 | 1,250 300 | o69 | 072 | 073 | 074 | 074 | o7a | 074 48,000 [4,770 | 2,120 | 1,640 [1,500 | 1,370 | 4,270 | 1,200 | 1,170 300 | oes | 072 | 073 | a73 | 074 | o74 | o74 46000 [1,750 | 2,100 | 1,610 | 1,460 | 1,330 [4,220 [1,150 [4.110 300 | o67 | o71 | o72 | o73 | 074 | 074 | o74 44,000 | 1,730 | 2,080 | 1,580 | 1.430 | 1,200 | 4,180 | 1,100 | 4,050 300 | o65 | 071 | 072 | 073 | 073 | o74 | 074 42,000 [4,710 | 2,080 | 1,580 | 1,400 | 1,250 | 4,140 | 1,050 | 990 300_| O64 | 071 | 072 | 073 | 073 | o74 | 074 40,000 | 1,080 | 2,040 | 7,540 | 1,370 | 1,230 | 4,100 | 7,000 | 930 300 | 063 | 070 | o72 | a72 | 073 | o74 | o7a 38,000 | 4,650 | 2,020 | 4,520 | 1,340 | 1.210 | 1,060 | 950 | 880 300 | o62 | 073 | 072 | o72 | 073 | 073 | 074 36,000 | 1,630 | 2,000 | 1,500 | 4.310 | 1,190 | 1,020 | 900 | 830 300_| o61 | 073 | 072 | o72 | o72 | 073 | 074 Fuel and Speed Adjustments + Increase/reduce fuel used by 0.5% per 10°C above'below ISA, + Increase/reduce Mach number by 2% per 10°C above/below ISA. + Add 15kg fuel used per 1,000 feet of cruise climb. 18 of 20 Copyright © ASPEQ Limited 2013Descent profil Descent Time, Fuel and Distance MO.74/288Kt IAS to 10,000 feet; then 250kt IAS. PRESSURE | TIME | FUEL DISTANCE (nm) ALTITUDE | (min) (kg) LANDING WEIGHT (kg) (ft) 36,000 | 40,000 | 45,000 | 50,000 ] 55,000 37,000 2B 205 8 103 708 112 114 35,000 2 290 94 99 105 108 110 33,000 a 285 89 94 99 104 103 31,000 20 280 8 88 93 95 97 28,000 79 25 7B 8 a7 @ a 27,000 18 270 73 7 at Eo 85 25,000 7 260 68 12 75 7 79 23,000 16 255 63 66 69 m 2 21,000 15 245 58 1 ea 6 6 19,000 14 235 53 58 58 59 60 17,000 13, 225 48 50 52 53 54 15,000 12 215 8 45 46 a7 48 70,000 9 185 30 a 2 2 33 5,000 6 140 18 8 18 18 18 Descent Time and Distance Adjustments = No temperature adjustment need be considered. + Add/subtract 3% of distance per 10 knots of tailwind/headwind, + For overweight landings, use the 55,000kg data. + For Cl = 0 descent add 1.5nm per thousand feet above 10,000feet * For engine anti-ice during descent add 50kg of fuel + Above information is for a ‘straight-in’ approach - add 400kg and 10 minutes for a full instrument approach. Copyright © ASPEG United 2011 19 of 20Landing Field Length (MRJ) ca Example Field Length = 1,860m lWind = +20Kt [Surface = wet Flap = 30 |Anti-skid = operative Altitude = 2,500%t Limit mass = 60,500kg 6 5 50 FIELD LENGTH LIMIT MASS (kg) PRESSURE ALTITUDE (1,000f) ANTL-SKID OPERATIVE 45 PRESSURE ALTITUDE 0008) ANTLSKID INOP 0 6 20 8 8 SURFACE FLAP SETTING CONDITION WIND COMPONENT: 4,000 41300 2,000 2500 3,000 AVAILABLE FIELD LENGTH (m) 20 of 20 Copyright © ASPEQ Limited 2013