MYSTERE−FALCON 50

PERFORMANCE MANUAL

LIST OF DASSAULT AVIATION SUPPLEMENTS

SUPPLEMENT 1 : Performance information for operation on runways contaminated by standing

Revision 2 water, slush, wet snow, dry snow, compacted snow or ice.
Applicable to : All A/C.

SUPPLEMENT 2 : Take−off performance information for wet runways.

Original Applicable to : All A/C.

SUPPLEMENT 3 : Airplane Classification Number (ACN) and Load Classification Number (LCN).
Original Applicable to : All A/C.

DASSAULT AVIATION Proprietary Data

0900400080197128 - RELEASED - Certification Repository

DTM912EX List of supplements

NOVEMBER 30, 2012 Page 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

LIST OF DASSAULT AVIATION SUPPLEMENTS (cont’d)

DASSAULT AVIATION Proprietary Data

List of supplements DTM912EX

Page 2 NOVEMBER 30, 2012
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

SUPPLEMENT No 1 TO THE PERFORMANCE MANUAL

CONCERNING

PERFORMANCE INFORMATION

FOR OPERATION ON RUNWAYS CONTAMINATED BY

STANDING WATER, SLUSH, WET SNOW, DRY SNOW, COMPACTED SNOW OR ICE

Serial No :

Registration No :

This supplement must be attached to the Performance Manual (DTM912EX).

DASSAULT AVIATION Proprietary Data

The information contained herein supplements the information of the Airplane Flight Manual (AFM)
and Performance Manual (PM); for performance information not contained in this supplement, consult
the Airplane Flight Manual and Performance Manual.

PERFORMANCE MANUAL SECTIONS SUPPLEMENT PAGE NUMBER

Section 1 : General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pages 3 thru 26.

Section 2 : Flight planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 3 : Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 4 : Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 5 : Descent and holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 6 : Two or one engine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
090040008019712b - RELEASED - Certification Repository

DTM912EX Supplement 1
REVISION 2 Page 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

LIST OF PAGES AND REVISIONS

ORIGINAL ISSUE : MARCH 30, 1998

July 02, Nov. 30,

Dates
2004 2012
Pages Rev. 1 Rev. 2 Rev. 3 Rev. 4 Rev. 5 Rev. 6 Rev. 7
1 1 1
2 2 2
3 3 3
4 4 4
5 5
6 6
7
DASSAULT AVIATION Proprietary Data

8
9
10
11 11
12 12
13
14
15
16
17
18
19
20
21 21
22 22
23 23
24 24
25
26

Supplement 1 DTM912EX
Page 2 REVISION 2
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

INTRODUCTION

The purpose of this supplement is to give performance information about take−off and landing on hard
surfaced runways contaminated by standing water, slush, wet snow, dry snow, compacted snow or
ice.

This information has been prepared by the manufacturer in the form of guidance material, to assist
operators in developing suitable guidance, recommendations or instructions for use by their flight
crews when operating on contaminated runway surface conditions.

Operations conducted on contaminated runways result in reduced performance, as airplane

acceleration and deceleration are affected:

− During the acceleration, the effect of landing gear displacement drag (compression or
displacement of the contaminant) and spray impingement drag (spray thrown−up by the

DASSAULT AVIATION Proprietary Data

wheels striking the airframe) has to be taken into account.

− Braking effectiveness is reduced due to low tire−to−runway friction, and is further reduced
above aquaplaning speed.

The level of safety is decreased when operating on contaminated runways and therefore every effort
should be made to ensure that the runway surface is cleared of any significant contamination.

The provision of performance information for contaminated runways should not be taken as implying
that ground handling characteristics on these surfaces will be as good as can be achieved on dry or
wet runways, in particular following engine failure, in cross−winds and when using reverse thrust.

For standing water, slush and wet snow, the drag of the contaminant has been determined by tests
conducted in water depths of up to 20 mm (0.75 in.). During the same tests, the aquaplaning speed
was estimated and drag was found to decrease above this speed.

On the other hand, the drag of dry snow and braking performance for all types of contaminants were
not tested: for the calculation of this supplement, assumptions made are in accordance with advisory
material as detailed in JAA AMJ 25X1591 and FAA AC91−6B.

DTM912EX Supplement 1
REVISION 2 Page 3
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

LIMITATIONS

OPERATIONAL LIMITATIONS

TAKE−OFF AND LANDING

− Maximum equivalent water depth at take−off:

S Runways contaminated by standing water, slush or wet snow: 9.5 mm (0.35 in.)
S Runways contaminated by dry snow: 12.7 mm (0.50 in.).

− Maximum equivalent water depth at landing: 12.7 mm (0.50 in.).

− Maximum safe crosswind on icy runway: 5 kt.

− Take−off and landing with anti−skid inoperative are not permitted.

DASSAULT AVIATION Proprietary Data

− Reduced thrust take−off is not permitted.

RECOMMENDED OPERATIONAL LIMITATIONS

TAKE−OFF AND LANDING

Take−off and landing with tailwind are not recommended.

Take−off and landing on runways with downhill slope are not recommended.

RUNWAY SURFACE CONDITION

Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard
to runway friction and contaminant drag and therefore to the achievable performance and control of
the aeroplane during take−off, since the actual conditions may not completely match the assumptions
on which the performance information is based. In the case of a contaminated runway, the first option
for the commander is to wait until the runway is cleared. If this is impracticable, he may consider a
take−off, provided that he has applied the applicable performance adjustments, and any further safety
measures he considers justified under the prevailing conditions.

An adequate overall level of safety will only be maintained if operations in accordance with this
supplement are limited to rare occasions. Where the frequency of such operations on contaminated
runways is not limited to rare occasions, operators should provide additional measures ensuring an
equivalent level safety. Such measures could include special crew training, additional distance
factoring and more restrictive wind limitations.

Supplement 1 DTM912EX
Page 4 REVISION 2
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

NORMAL PROCEDURES

TAKE−OFF

Select continuous ignition (start selector on AIR START) for take−off on snow, slush or water−covered
runways.

Acceleration check :
The acceleration time check at 100 KIAS remains applicable on wet, compacted−snow−covered or
icy runways as acceleration is not affected.
On runways covered with standing water, slush, wet snow or dry snow, check the acceleration at
85 KIAS: if it falls below 0.09 g (standing water/slush/wet snow) or 0.14 g (dry snow), this may prevent
VR from being reached.

Aborted take−off: use of center engine thrust reverser is strongly recommended.

AFTER LANDING

DASSAULT AVIATION Proprietary Data

On ice covered runways, it is strongly recommended to use reverse thrust.

PERFORMANCE

DEFINITIONS

Airspeeds

Vp − Aquaplaning speed

Speed above which the tire is borne only by a liquid film and no longer in contact with the runway.
This speed depends on tire pressure.
Vp is estimated to be 89 kt in standing water, slush and wet snow.

Altitudes and heights

Screen height

Height of an imaginary screen which the airplane would just clear when taking off or landing in
an unbanked attitude with landing gear extended.

Runway conditions

Equivalent water depth

Contaminant depth multiplied by specific gravity.

DTM912EX Supplement 1
REVISION 2 Page 5
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

DEFINITIONS (cont’d)

Runways contaminated by standing water, slush, wet snow or dry snow

A runway is considered to be contaminated when more than 25 % of the runway surface area
within the required length being used, is covered by standing water or slush more than 3 mm
(0.12 in.) deep, by wet snow more than 5 mm (0.20 in.) deep, or by dry snow more than 20 mm
(0.75 in.) deep.
The calculations of this supplement are made assuming constant contaminant depth all along
the runway. The estimation of the condition of the runway should be made mainly in the area
where the airplane is supposed to be above 100 kt.
Standing water: Water of depth greater than 3 mm (0.12 in.). A surface condition where there is
a layer of water of 3 mm or less is considered wet.
Slush: Partly melted snow or ice with a high water content, from which water can readily flow, with
an assumed specific gravity of 0.85. Following contaminant depths are considered:
DASSAULT AVIATION Proprietary Data

Slush depth 0.12 in. (3.0 mm) 0.30 in. (7.5 mm) 0.45 in. (11 mm) 0.60 in. (15 mm)
Equivalent
0.10 in. (2.5 mm) 0.25 in. (6.3 mm) 0.35 in. (9.5 mm) 0.50 in. (12.7 mm)
water depth

A surface condition where there is a layer of slush of 3 mm (0.12 in.) or less is considered wet.
At speeds equal to and below the aquaplaning speed (89 kt), the assumed wheel−braking
coefficient of friction is given as a function of ground speed:

Ground speed (kt) 0 35 60 88.9

Wheel−braking coefficient of friction .35 .23 .17 .13

Above the aquaplaning speed, a wheel−braking coefficient of friction of 0.05 is assumed.

Wet snow: Snow that will stick together when compressed, but will not readily allow water to flow
from it when squeezed, with an assumed specific gravity of 0.5. Following contaminant depths
are considered:

Wet snow depth 0.20 in. (5.0 mm) 0.50 in. (12.7 mm) 0.75 in. (19 mm) 1.0 in. (25 mm)
Equivalent
0.10 in. (2.5 mm) 0.25 in. (6.3 mm) 0.35 in. (9.5 mm) 0.50 in. (12.7 mm)
water depth

A surface condition where there is a layer of wet snow of 5 mm (0.20 in.) or less is considered
as compacted−snow−covered.
A wheel−braking coefficient of friction of 0.17 is assumed.

Supplement 1 DTM912EX
Page 6 REVISION 2
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

DEFINITIONS (cont’d)

Dry snow: Fresh snow that can be blown, or, if compacted by hand, will fall apart upon release
(also commonly referred to as loose snow), with an assumed specific gravity of 0.20. Following
contaminant depths are considered:

Dry snow depth 0.75 in. (20 mm) 1.25 in. (31 mm) 1.85 in. (47 mm) 2.5 in. (62 mm)
Equivalent
0.15 in. (4.0 mm) 0.25 in. (6.3 mm) 0.35 in. (9.5 mm) 0.50 in. (12.7 mm)
water depth

A surface condition where there is a layer of dry snow of 20 mm (0.75 in.) or less is considered
as compacted−snow−covered.

A wheel−braking coefficient of friction of 0.17 is assumed.

DASSAULT AVIATION Proprietary Data

Runways contaminated by compacted snow

A runway is considered contaminated by compacted snow when covered by snow which has
been compressed into a solid mass such that the aeroplane wheels, at representative operating
pressures and loadings, will run on the surface without causing significant rutting.

A wheel−braking coefficient of friction of 0.2 is assumed.

Runways contaminated by ice

A runway surface where water has frozen, including the condition where compacted snow
transitions to a polished ice surface.

A wheel−braking coefficient of friction of 0.05 is assumed.

Take−off

Take−off distance on contaminated runway

Greater horizontal distance along the take−off path from start of take−off roll to the point at which
the airplane reaches a screen height of either:
− 15 ft (4.57 m) with one engine failing at V1, or
− 35 ft (10.7 m) with all engines operating (distance factored by 115 %).

DTM912EX Supplement 1
REVISION 1 Page 7
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)
DEFINITIONS (cont’d)
Balanced field length and associated engine failure speed
Distance obtained by determining the engine failure speed V1 at which the take−off distance and
accelerate−stop distance are the same. V1 must be greater than V1 mini., and less than VMBE
and VR.
If the determination of V1 gives a value outside one of these limits, V1 must be selected equal
to the limit value. The field length found in the chart is the higher of either the take−off distance
or the accelerate−stop distance associated with this limit value of V1.

NOTE
Engine failure speed associated with balanced field length on contaminated
runway is different from engine failure speed associated with balanced field length
on a wet runway.
DASSAULT AVIATION Proprietary Data

Take−off flight path

Reference zero
End of the take−off distance, 15 ft (4.57 m) for take−off on contaminated runway.
Landing
Landing field length
The calculated landing distance on contaminated runway multiplied by a factor of 1.15 to be
applied in accordance with the relevant operating regulations.

PERFORMANCE INFORMATION
Runway conditions
All the performance data are established based on runways contaminated by standing water,
slush, wet snow, dry snow, compacted snow or ice, as applicable.
The performance information assumes any standing water, slush, wet snow or dry snow to be
of uniform depth and density.
Additional landing distances
Overspeed at threshold
Each 10 kt overspeed at the threshold increases the landing distance by:
− 20 % on runways contaminated by standing water, slush or wet snow
− 15 % on runways contaminated by dry snow or compacted snow
− 11 % on runways contaminated by ice.

Supplement 1 DTM912EX
Page 8 REVISION 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

PERFORMANCE CONDITIONS

Maximum allowable weights

Take−off − Field length limits

A field length limited take−off weight is reached when the field length determined from the charts
is equal to the field length available.
Maximum take−off weight on contaminated runway must never be higher than maximum take−off
weight on the same runway in dry conditions. Then, in case of take−off weight limited by balanced
field length on contaminated runway, this weight has to be compared to the maximum take−off
weight on dry runway.

Take−off − Acceleration limits

On runways contaminated by standing water, slush, wet snow or dry snow, in case of engine failure
during take−off, the drag produced by the contaminant may prevent VR from being reached.

DASSAULT AVIATION Proprietary Data

Then an acceleration limited take−off weight is reached when the available acceleration equals
the minimum acceleration required to reach VLOF.

Landing − Field length limits

Maximum landing weight on contaminated runway must never be higher than maximum landing
weight on the same runway in dry or wet conditions. Then, in case of landing weight limited by
landing distance on contaminated runway, this weight has to be compared to the maximum landing
weight on dry or wet runway.

Procedures

Selection of flap setting at take−off:

Select 20° FLAPS + SLATS position.

Selection of flap setting for landing:

Select 48° FLAPS + SLATS position.

Landing

Brakes are not applied until the airplane has decelerated below aquaplaning speed.

Reverse thrust

The effect of reverse thrust is not taken into account in establishing accelerate−stop and landing
distances.

DTM912EX Supplement 1
REVISION 1 Page 9
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)
UTILIZATION OF CHARTS
Performance charts are provided to determine maximum take−off and landing weights as limited by
available field length, obstacle clearance and climb performance requirements.
Conversely, these same charts can be used to determine, for a given weight, second segment, final
segment, en route, approach and landing climb gradients, required runway lengths and close or distant
obstacle clearances.

Balanced field length

The first step is the determination of the maximum permissible take−off weight as limited by climb
requirements and by acceleration for runways contaminated by standing water, slush, wet snow
or dry snow (Sup. 1−16, 1−17 and Sup. 1−22) or as limited by climb requirements for runways
contaminated by compacted snow or ice (Airplane Flight Manual chart 5−450−9).

The second step is the determination of an assumed field length corresponding to the available
runway length for runways contaminated by standing water or slush (Sup. 1−18), or wet snow
(Sup. 1−19), or dry snow (Sup. 1−23), or compacted snow or ice (Sup. 1−26).
DASSAULT AVIATION Proprietary Data

The third step is the determination of the maximum permissible take−off weight as limited by
assumed field length (PM Sup. 2−8). This maximum take−off weight has to be compared with the
maximum take−off weight on dry runway (AFM chart 5−450−6). On contaminated runway, the
maximum take−off weight is the lower of the two weights.

Clearance of all obstacles (see § “Obstacle clearance”) at the lower of the two weights thus
determined must be ascertained.

If all obstacles are not cleared, proceed by trial and error to reduce the weight down to where
obstacles are no longer limiting.

For the weight thus found, determine from AFM chart 5−450−8 the VR and V2 speeds and the
take−off attitude (based on second segment climb gradient requirement).

For runways contaminated by standing water, slush, wet or dry snow, the decision speed V1
associated with balanced field length on wet runway is then determined (PM Sup. 2−9) and
increased according equivalent water depth of the contaminant:

Runways contaminated by standing water, slush or wet snow

Equivalent water depth V1 Adjustment

Below 0.25 in. below 80 kt above 80kt and below 115 kt above 115 kt
(6 3 mm)
(6.3
+ 9.5 kt linear interpolation + 2.5 kt

Between 0.25 in. (6.3 mm) and below 80 kt above 80kt and below 115 kt above 115 kt
0 35 in
0.35 in. (9
(9.5
5 mm)
+ 18 kt linear interpolation + 7.5 kt

Supplement 1 DTM912EX
Page 10 REVISION 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

UTILIZATION OF CHARTS (cont’d)

Balanced field length (cont’d)

Runways contaminated by dry snow

Equivalent water depth V1 Adjustment

Below 0.25 in. (6.3 mm) + 4 kt

Between 0.25 in. (6.3 mm) and
+ 9.5 kt
0.35 in. (9.5 mm)
Between 0.35 in. (9.5 mm) and
+ 13.5 kt
0.50 in. (12.7 mm)

For runways contaminated by compacted snow, the decision speed V1 associated with balanced

DASSAULT AVIATION Proprietary Data

field length on wet runway is then determined (PM Sup. 2−9) and decreased by 2 kt.

For runways contaminated by ice, V1 is equal to 91 kt.

After applicable corrections and above adjustments, V1 must be higher than 91 kt and lower than
VR. If V1 thus determined does not meet one of these limits, the limit value must be selected as
V1.

Obstacle clearance

For take−off from a contaminated runway, use same charts as from a dry runway.

DTM912EX Supplement 1
REVISION 2 Page 11
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

UTILIZATION OF CHARTS (cont’d)

Landing

Runways contaminated by standing water, slush, wet snow, dry snow, compacted snow or ice

Actual landing distance on contaminated runways is calculated by applying the adjustment

factors shown in the following table to the dry runway actual landing distance obtained from
Airplane Flight Manual chart 5−650−4.

Landing distances on contaminated runways − Adjustment factors

Runway STANDING WATER, SLUSH OR

DRY SNOW
COMPACTED
ICE
conditions WET SNOW SNOW

Equivalent 0.10 in.* 0.25 in. 0.50 in. 0.15 in.** 0.25 in. 0.50 in.
− −
DASSAULT AVIATION Proprietary Data

water depth (2.5 mm) (6.3 mm) (12.7 mm) (4 mm) (6.3 mm) (12.7 mm)

Adjustment
2.5 2.1 1.8 1.9 1.8 1.6 1.8 3.8
factor

* Standing water: below 3.0 mm (0.12 in.) of water depth, use wet runways information.
Slush: below 2.5 mm (0.10 in.) of equivalent water depth, use wet runways information.
Wet snow: below 2.5 mm (0.10 in.) of equivalent water depth, use compacted−snow−covered
runways information.
** Below 4.0 mm (0.15 in.) of equivalent water depth, use compacted−snow−covered runways
information.

Supplement 1 DTM912EX
Page 12 REVISION 2
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK.

DTM912EX Supplement 1
REVISION 1 Page 13
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

RUNWAYS CONTAMINATED BY STANDING WATER, SLUSH OR WET SNOW

(S + FLAPS 20° CONFIGURATION)

EXAMPLE 1

Field pressure altitude: 4,000 ft. SAT: 37 °C.

Runway length: 7,910 ft. Headwind: + 30 kt.
No runway slope.

Runway covered by 6 mm (0.24 in.) of water.

Sup. 1−16 : Maximum take−off weight

limited by climb requirements and by acceleration: 35,500 lb.

Sup. 1−18 : Assumed field length: 5,200 ft.

DASSAULT AVIATION Proprietary Data

PM Sup.2−8 : Maximum take−off weight limited by field length: 34,700 lb.

AFM 5−450−6 : Maximum take−off weight

limited by field length on dry runway: no limitation.

Hence, maximum take−off weight is 34,700 lb.

AFM 5−450−10 : Second segment gross climb gradient : 3.0 %.

Second segment net climb gradient : 2.1 %.

AFM 5−450−8 : VR = V2 = 116.5 kt.

Take−off attitude = 14.2°.

PM Sup. 2−9 : Engine failure speed associated with balanced field length
on wet runway: 100.5 kt.
Then, engine failure speed on runway contaminated
by standing water: 100.5 + 5.5 = 106 kt.

Supplement 1 DTM912EX
Page 14 REVISION 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

RUNWAYS CONTAMINATED BY STANDING WATER, SLUSH OR WET SNOW

(S + FLAPS 20° CONFIGURATION)

EXAMPLE 2

Field pressure altitude: 8,000 ft. SAT: 0 °C.

Runway length: 8,380 ft. Headwind: + 30 kt.
Anti−ice ON. No runway slope.

The runway is covered by 18 mm (0.71 in.) of wet snow, corresponding to an equivalent water depth
of 18 x 0.5 = 9 mm (0.35 in.).

Sup. 1−17 : Maximum take−off weight

limited by climb requirements and by acceleration: 29,900 lb.

DASSAULT AVIATION Proprietary Data

Sup. 1−19 : Assumed field length: 5,200 ft.

PM Sup.2−8 : Maximum take−off weight limited by field length: 34,700 lb.

AFM 5−450−6 : Maximum take−off weight

limited by field length on dry runway: no limitation.

Hence, maximum take−off weight is 29,900 lb.

AFM 5−450−10 : Second segment gross climb gradient : 5.9 %.

Second segment net climb gradient : 5.0 %.

AFM 5−450−8 : VR = V2 = 108.5 kt.

Take−off attitude = 15.7°.

PM Sup. 2−9 : Engine failure speed associated with balanced field length
on wet runway: 86.5 kt.
Then, engine failure speed on runway contaminated
by wet snow: 86.5 + 16 = 102.5 kt.

DTM912EX Supplement 1
REVISION 1 Page 15
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 1 DTM912EX
Page 16 REVISION 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

DTM912EX Supplement 1
REVISION 1 Page 17
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 1 DTM912EX
Page 18 REVISION 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

DTM912EX Supplement 1
REVISION 1 Page 19
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK.

Supplement 1 DTM912EX
Page 20 REVISION 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

RUNWAYS CONTAMINATED BY DRY SNOW

(S + FLAPS 20° CONFIGURATION)

Field pressure altitude: 10,000 ft. SAT: − 17 °C.

Runway length: 7,320 ft. Headwind: + 30 kt.
Anti−ice ON. No runway slope.

The runway is covered by 60 mm (2.36 in.) of dry snow, corresponding to an equivalent water depth
of 60 x 0.2 = 12 mm (0.47 in.).

Sup. 1−22 : Maximum take−off weight

limited by climb requirements and by acceleration: 33,050 lb.

DASSAULT AVIATION Proprietary Data

Sup. 1−23 : Assumed field length: 5,200 ft.

PM Sup.2−8 : Maximum take−off weight limited by field length: 34,700 lb.

AFM 5−450−6 : Maximum take−off weight limited by field length on dry runway: 40,200 lb.

Hence, maximum take−off weight is 33,050 lb.

AFM 5−450−10 : Second segment gross climb gradient : 5.2 %.

Second segment net climb gradient : 4.3 %.

AFM 5−450−8 : VR = V2 = 114.2 kt.

Take−off attitude = 15.3°.

PM Sup. 2−9 : Engine failure speed associated with balanced field length
on wet runway: 93 kt.
Then, engine failure speed on runway contaminated
by dry snow: 93 + 13.5 = 106.5 kt.

DTM912EX Supplement 1
REVISION 2 Page 21
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 1 DTM912EX
Page 22 REVISION 2
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

DTM912EX Supplement 1
REVISION 2 Page 23
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

RUNWAYS CONTAMINATED BY COMPACTED SNOW

(S + FLAPS 20° CONFIGURATION)

Field pressure altitude: 8,000 ft. SAT: 0 °C.

Runway length: 5,820 ft. Headwind: + 30 kt.
Anti−ice ON. No runway slope.

AFM 5−450−9 : Maximum take−off weight limited by climb requirements: 37,200 lb.

Sup. 1−26 : Assumed field length: 5,200 ft.

DASSAULT AVIATION Proprietary Data

PM Sup.2−8 : Maximum take−off weight limited by field length: 34,700 lb.

AFM 5−450−6 : Maximum take−off weight limited by field length on dry runway: 36,400 lb.

Hence, maximum take−off weight is 34,700 lb.

AFM 5−450−10 : Second segment gross climb gradient : 3.6 %.

Second segment net climb gradient : 2.7 %.

AFM 5−450−8 : VR = V2 = 116.5 kt.

Take−off attitude = 14.4°.

PM Sup. 2−9 : Engine failure speed associated with balanced field length
on wet runway: 98.5 kt.
Then, engine failure speed on runway contaminated
by compacted snow: 98.5 − 2 = 96.5 kt.

Supplement 1 DTM912EX
Page 24 REVISION 2
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

RUNWAYS CONTAMINATED BY ICE

(S + FLAPS 20° CONFIGURATION)

Field pressure altitude: 2,000 ft. SAT: − 20 °C.

Runway length: 10,800 ft. No Wind.
Anti−ice ON. No runway slope.

AFM 5−450−9 : Maximum take−off weight limited by climb requirements: no limitation.

Sup. 1−26 : Assumed field length: 4,200 ft.

DASSAULT AVIATION Proprietary Data

PM Sup.2−8 : Maximum take−off weight limited by field length: 32,000 lb.

AFM 5−450−6 : Maximum take−off weight

limited by field length on dry runway: no limitation.

Hence, maximum take−off weight is 32,000 lb.

AFM 5−450−10 : Second segment gross climb gradient : 8.4 %.

Second segment net climb gradient : 7.5 %.

AFM 5−450−8 : VR = V2 = 112 kt.

Take−off attitude = 17.0°.

Engine failure speed on runway contaminated by ice: 91 kt.

DTM912EX Supplement 1
REVISION 1 Page 25
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 1 DTM912EX
Page 26 REVISION 1
    
PERFORMANCE MANUAL

SUPPLEMENT No 2 TO THE PERFORMANCE MANUAL

CONCERNING

TAKE–OFF PERFORMANCE INFORMATION

FOR WET RUNWAYS

Serial No :

Registration No :

This supplement must be attached to the Performance Manual (DTM912EX).

DASSAULT AVIATION Proprietary Data

The information contained herein supplements the information of the Airplane Flight Manual and
basic Performance Manual.
For performance information not contained in this supplement, consult the Airplane Flight Manual and
basic Performance Manual.

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3
Performance :
– Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pages 3 and 4
– Performance information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
– Performance conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
– Utilization of charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 6
090040008019712f - RELEASED - Certification Repository

– Balanced field length example (S + FLAPS 20°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 7

– Balanced field length (S + FLAPS 20°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 8
– Engine failure speed (S + FLAPS 20°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
– Balanced field length example (SLATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 11
– Balanced field length (SLATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pages 12 and 13
– Maximum brake energy speed (SLATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 14
– Engine failure speed (SLATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 15

DTM912EX Supplement 2
ORIGINAL Page 1
    
PERFORMANCE MANUAL

LIST OF PAGES AND REVISIONS

ORIGINAL ISSUE : JUNE 30, 2003.

Dates
Pages Rev. 1 Rev. 2 Rev. 3 Rev. 4 Rev. 5 Rev. 6 Rev. 7
1
2
3
4
5
6
7
8
DASSAULT AVIATION Proprietary Data

9
10
11
12
13
14
15
16

Supplement 2 DTM912EX
Page 2 ORIGINAL
    
PERFORMANCE MANUAL

INTRODUCTION

The purpose of this supplement is to provide take–off performance information for wet runways.
All performance information in this supplement is provided for guidance.
It is based on calculations, not on actual flight test data on wet runways.

PERFORMANCE

DEFINITIONS
Altitudes and heights
Screen height

DASSAULT AVIATION Proprietary Data

Height of an imaginary screen which the airplane would just clear when taking off or landing in
an unbanked attitude with landing gear extended.
Runway conditions
Wet runway
A runway is considered as wet when it is well soaked but without significant areas of standing
water.
A runway is considered well soaked when there is sufficient moisture on the runway surface to
cause it to appear reflective.

Take–off
Take–off distance on dry runway
Greater horizontal distance along the take–off path from start of take–off roll to the point at which
the airplane reaches a height of 35 ft (10.7 m) with either :
– One engine failure at V1, or
– All engines operating (factored by 115 %).

Take–off distance on wet runway

Greater horizontal distance along the take–off path from start of take–off roll to the point at which
the airplane reaches a screen height of either :
– 15 ft (4.57 m) with one engine failing at V1, or
– 35 ft (10.7 m) with all engines operating (distance factored by 115 %).

DTM912EX Supplement 2
ORIGINAL Page 3
    
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

Take–off (cont’d)

Balanced field length and associated engine failure speed

Distance obtained by determining the decision speed V1 at which the take–off distance and
accelerate–stop distance are the same. V1 must be greater than V1 mini. and less than VMBE
and VR.
If the determination of V1 gives a value outside one of these limits, V1 must be selected equal
to the limit value. The field length found in the chart is the higher of either the take–off distance
or the accelerate–stop distance associated with this limit value of V1.

NOTE
DASSAULT AVIATION Proprietary Data

Engine failure speed associated with balanced field length on a wet runway is different
from engine failure speed associated with balanced field length on a dry runway.

Take–off flight path

Reference zero

End of the take–off distance, 35 ft (10.7 m) above the take–off surface on a dry runway or 15 ft
(4.57 m) for take–off on a wet runway.

Supplement 2 DTM912EX
Page 4 ORIGINAL
    
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

PERFORMANCE INFORMATION

Runway condition

All performance data are established based on a wet, smooth, hard surfaced runway.

PERFORMANCE CONDITIONS

Maximum allowable weights

DASSAULT AVIATION Proprietary Data

Take–off – Field length limits
The maximum weight is reached when the more restrictive of the following conditions occurs :
– The take–off distance established from the charts is equal to the available field length
increased by the maximum usable value of the clearway.
– The accelerate–stop distance established from the charts is equal to the available field length
increased by the available stopway.

Maximum take–off weight on wet runway must never be higher than maximum take–off weight
on the same runway in dry conditions. Then, in case of take–off weight limited by balanced field
length on wet runway, this weight has to be compared to the maximum take–off weight on dry
runway.

DTM912EX Supplement 2
ORIGINAL Page 5
    
PERFORMANCE MANUAL

PERFORMANCE (cont’d)

UTILIZATION OF CHARTS

Performance charts are provided to determine the maximum take–off and landing weights as limited
by available field length, obstacle clearance and climb performance requirements.
Conversely, these same charts can be used to determine, for a given weight, second segment, final
segment, en route, approach and landing climb gradients, required runway lengths and close or
distant obstacle clearances.

Balanced field length

The first step is the determination of the maximum permissible take–off weight as limited by climb
gradient requirements (Airplane Flight Manual chart 5–450–9 or 5–500–11).
The second step is the determination of the maximum permissible take–off weight as limited by
balanced field length (AFM chart 5–450–6 or 5–500–6 on dry runway or Performance Manual
DASSAULT AVIATION Proprietary Data

Supplement 2–8 or 2–12 on wet runway). On wet runway, the maximum take–off weight is the
lower of the maximum take–off weight on wet runway and the maximum take–off weight on dry
runway.
Clearance of all obstacles (see § ”Obstacle clearance”) at the lower of the two weights thus
determined must be ascertained.
If all obstacles are not cleared, proceed by trial and error to reduce the weight down to where
obstacles are no longer limiting.
For the weight thus found, determine from AFM chart 5–450–8 (or 5–500–10) the VR and V2
speeds and the take–off attitude (based on second segment climb gradient requirement).
The decision speed associated with balanced field length is then determined (AFM chart
5–450–7 or 5–500–9 on dry runway or PM Sup. 2–9 or 2–15 on wet runway).
In the balanced field length graph (AFM chart 5–450–6 or 5–500–6 on dry runway or PM Sup.
2–8 or 2–12 on wet runway) the limitations (VMBE, VR) applicable to V1 are taken into account,
hence the take–off weight need not be corrected. Conversely, they are not taken into account
in the decision speed associated with balanced field length graph (AFM chart 5–450–7 or
5–500–9 on dry runway or PM Sup. 2–9 or 2–15 on wet runway) and a reduction may have to
be applied to V1 (AFM chart 5–450–8 for S + FLAPS 20° take–off, AFM chart 5–500–8 on dry
runway or PM Sup. 2–14 on wet runway, and AFM chart 5–500–10 for SLATS take–off).

Obstacle clearance

For take–off from a wet runway, use same charts as from a dry runway.

Supplement 2 DTM912EX
Page 6 ORIGINAL
    
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

WET RUNWAY
(S + FLAPS 20° CONFIGURATION)

Field pressure altitude : 4,000 ft. SAT : 37 °C.

Runway length : 5,200 ft. Headwind : + 30 kt.
Runway slope : 1 % downhill.

AFM 5–450–9 : Maximum take–off weight limited by climb requirements : 35,500 lb.

Sup. 2–8 : Maximum take–off weight limited by field length on wet runway : 34,100 lb.

AFM 5–450–6 : Maximum take–off weight limited by field length on dry runway : 35,000 lb.

Hence, maximum take–off weight is 34,100 lb.

DASSAULT AVIATION Proprietary Data

AFM 5–450–10 : Second segment gross climb gradient : 3.2 %.
Second segment net climb gradient : 2.3 %.

AFM 5–450–8 : VR = V2 = 116 kt.

Take–off attitude = 14.3°.

Sup. 2–9 : Engine failure speed associated with balanced field length : 96 kt.

DTM912EX Supplement 2
ORIGINAL Page 7
    
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 2 DTM912EX
Page 8 ORIGINAL
    
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

DTM912EX Supplement 2
ORIGINAL Page 9
    
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK.

Supplement 2 DTM912EX
Page 10 ORIGINAL
    
PERFORMANCE MANUAL

BALANCED FIELD LENGTH EXAMPLE

WET RUNWAY
(SLATS CONFIGURATION)

Field pressure altitude : 4,000 ft. SAT : 20 °C.

Runway length : 6,200 ft. Tailwind : 5 kt.
Runway slope : 1 % downhill.

AFM 5–500–11 : Maximum take–off weight limited by climb requirements : no limitation.

Sup. 2–12 : Maximum take–off weight limited by field length on wet runway : 32,200 lb.

AFM 5–500–6 : Maximum take–off weight limited by field length on dry runway : 34,400 lb.

Hence, maximum take–off weight is 32,200 lb.

DASSAULT AVIATION Proprietary Data

AFM 5–500–12 : Second segment gross climb gradient : 6.0 %.
Second segment net climb gradient : 5.1 %.

AFM 5–500–10 : VR = V2 = 122.5 kt.

Take–off attitude = 17.2°.

Sup. 2–14 : Maximum brake energy speed (VMBE) :

when the guide line is over to the right side of the dashed line, VMBE is always
higher than VR and therefore higher than V1.

Sup. 2–15 : Engine failure speed associated with balanced field length : 94 kt.

DTM912EX Supplement 2
ORIGINAL Page 11
    
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 2 DTM912EX
Page 12 ORIGINAL
    
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

DTM912EX Supplement 2
ORIGINAL Page 13
    
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

Supplement 2 DTM912EX
Page 14 ORIGINAL
    
PERFORMANCE MANUAL

DASSAULT AVIATION Proprietary Data

DTM912EX Supplement 2
ORIGINAL Page 15
    
PERFORMANCE MANUAL
DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK.

Supplement 2 DTM912EX
Page 16 ORIGINAL
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

SUPPLEMENT No 3 TO THE PERFORMANCE MANUAL

CONCERNING OPERATION ON PAVED RUNWAYS

AIRPLANE CLASSIFICATION NUMBER (ACN)

AND
LOAD CLASSIFICATION NUMBER (LCN)

Serial No:
Registration No:

This supplement must be attached to the Performance Manual (DTM912EX).

The information contained herein supplements the information of the basic Performance Manual; for
performance information not contained in this supplement, consult the basic Performance Manual.

DASSAULT AVIATION Proprietary Data

PERFORMANCE MANUAL SECTIONS SUPPLEMENT PAGE NUMBER

Section 1 : General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.

Section 2 : Flight planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 thru 6.
Section 3 : Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 4 : Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 5 : Descent, and holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.
Section 6 : Two or one engine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change.

INTRODUCTION

There are two methods to compute and classify the airplane weight and the runway rigidity:
The ACN / PCN method and the previous LCN method.
09004000801d1e36 - RELEASED - Certification Repository

− ACN is provided by the airplane manufacturer, linked to airplane weight, tire pressure and pavement
type.
PCN and pavement type are provided by airport authority.
A runway or taxiway is usable if ACN is below PCN.

− LCN can be computed using the following formula:

Single Isolated Wheel Load SIWL = Airplane Weight divided by 4.
(This method overestimates the real SIWL because the weight on the nose gear is not taken into
account).

DTM912EX Supplement 3
ORIGINAL Page 1
 MYSTERE−FALCON 50
PERFORMANCE MANUAL

LIST OF PAGES AND REVISIONS

ORIGINAL ISSUE: JULY 31, 2006

Dates
Pages Rev. 1 Rev. 2 Rev. 3 Rev. 4 Rev. 5 Rev. 6 Rev. 7
1
2

3
4

5
6
DASSAULT AVIATION Proprietary Data

Supplement 3 DTM912EX
Page 2 ORIGINAL
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
ACN DETERMINATION

The Airplane Classification Number / Pavement Classification Number (ACN / PCN) method is used
to specify the strength of pavements and hence permissible airplane weights.

TYRE PRESSURE
14.5 bars / 210 psi / 1,450 kPa.

ACN COMPUTATION

The parameters published to specify the strength of pavement are:

− Pavement Classification Number − PCN.

− Type of pavement:
− Rigid pavement − R.
− Flexible pavement − F.

− The subgrade strength in four standard categories:

− A − High strength.

DASSAULT AVIATION Proprietary Data

− B − Medium strength.
− C − Low strength.
− D − Ultra−low strength.

− The tire pressure categories:

− W − High pressure, no limit.
− X − Medium, limited to 218 psi.
− Y − Low, limited to 145 psi.
− Z − Very low, limited to 73 psi.

− Pavement calculation methods:

− T − Technical evaluation.
− U − Using airplane experience.
The following pages allows to compute ACN according to weight and type surface.
An airplane may use a pavement, from the runway strength standpoint, if its ACN for the appropriate
pavement type and subgrade strength does not exceed the published PCN.

Example:

Airplane gross weight = 36,000 lb

Runway PCN 43 F/C/W/T
ACN = 11 below 43

Runway is accessible.

DTM912EX Supplement 3
ORIGINAL Page 3
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
ACN DETERMINATION (cont’d)

Rigid pavement

ACN
D
C
14
B
A
13

12

11

10
DASSAULT AVIATION Proprietary Data

9
A
B
8 C
D

4
10 11 12 13 14 15 16 17 18 19 20
x 1,000 kg
23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44

x 1,000 lb
Airplane gross weight

Supplement 3 DTM912EX
Page 4 ORIGINAL
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
ACN DETERMINATION (cont’d)

Flexible pavement

ACN

14
D

13
C

12
B

11 A

10

DASSAULT AVIATION Proprietary Data

8

7
A
B

6 C
D

4
10 11 12 13 14 15 16 17 18 19 20
x 1,000 kg
23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44

x 1,000 lb
Airplane gross weight

DTM912EX Supplement 3
ORIGINAL Page 5
 MYSTERE−FALCON 50
PERFORMANCE MANUAL
LCN CALCULATION

NOTE
− The LCN method can be used in countries where the ACN / PCN method is not
approved.
− The below LCN calculation is more restrictive than ACN calculation.

DATA

The calculation of the LCN requires:

− The knowledge of the Single Isolated Wheel Load; overestimate can be calculated with the
following formula:

Airplane Weight
SIWL =
DASSAULT AVIATION Proprietary Data

− The main gear tire pressure: 210 psi,

− And the use of the diagram included in Jeppesen Manual − Airport Directory section.

EXAMPLE

Airport LIMP Parma LCN 50

− At take−off weight: 40,700 lb.

− SIWL = 10,175 lb.

− Tire pressure = 210 psi.

The graph in Jeppesen Manual − Airport Directory section provides airplane LCN = 21.

As airplane LCN (21) is below airport LCN (50), and there are no tire pressure limits,
the Mystere−Falcon 50EX, from the runway strength standpoint, can operate with no restriction.

Supplement 3 DTM912EX
Page 6 ORIGINAL