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REGULATORY COMPLIANCE

Information in this section is presented for the purpose of compliance with the appropriate
performance criteria and certi cation requirements of 14 CFR Part 23 and applicable special
conditions.

STANDARD PERFORMANCE CONDITIONS

All performance in this manual is based on ight test data and the following conditions:

1. Thrust ratings include the installation, bleed air and accessory losses.

2. Full temperature accountability within the operational limits for which the airplane is 

certi ed. 


NOTE 


• Should ambient air temperature or altitude be below the lowest temperature or altitude
shown on the performance charts, use the performance at the lowest value shown. 


3. Wing ap positions as follows: 


FLAP HANDLE POSITION FLAP DEFLECTION

A. Takeo 0° and 15° 0° and 15°

B. Enroute 0° 0°
C. Approach 15° 15°
D. Landing 35° 35°

1. All takeo and landing performance is based on a paved, dry runway.

2. The takeo performance was obtained using the following procedures and conditions: 


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SINGLE-ENGINE TAKEOFF - ACCELERATE GO

• The power was set to takeo detent, N1s were stabilized, then the brakes were released.

• The pilot recognized engine failure at V1.

• The airplane continued to accelerate to VR at which time positive rotation (3° to 5° per 

second) to +10 degrees nose up pitch attitude was made. Pitch attitude was adjusted 

as required to achieve V2 upon reaching 35 feet AGL.

• The landing gear was retracted when a positive climb rate was established.

• The following assumptions were made in the calculation of the single engine ight path 

distances beyond 35 feet AGL. 


(1) V2 was maintained from the 35 foot point above the runway to 1500 feet AGL.

(2) a. Takeo Flaps 0° - The airplane was then accelerated to VENR.


b. Takeo Flaps 15° - The airplane was then accelerated to V2 +10 at which time the
aps were selected up and acceleration continued to VENR.

SINGLE-ENGINE TAKEOFF - ACCELERATE STOP

• The power was set to takeo detent, N1s were stabilized, then the brakes were
released.

• The pilot recognized the necessity to stop because of engine failure or other reasons
just prior to V1.

• Maximum pilot braking e ort was started at V1 and continued until the airplane came to
a stop.

• Both throttles were brought to idle immediately after brake application.

• Speed brakes and ground spoilers were deployed.

• Directional control was maintained through the rudder pedals and di erential braking 

as required.

• Antiskid was on during all tests. 


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MULTI-ENGINE TAKEOFF

• The power was set to takeo detent, N1s were stabilized, then the brakes were
released.

• Positive rotation at 3 to 5 degrees per second to +10 degrees was made at VR acceler-
ating to V2 +12 (Flaps 0°) or V2+ 14 (Flaps 15°) and pitch adjusted as required to main-
tain V2 +12 (Flaps 0°) or V2+ 14 (Flaps 15°) (V35).

• The landing gear was retracted when a positive climb rate was established.

• V2 +12 (Flaps 0°) or V2+ 14 (Flaps 15°) KIAS was maintained from the 35-foot point
above the runway until the obstacle was cleared, at which time the airplane was
accelerated and the aps were retracted.

The landing performance was obtained using the following procedures and conditions. If these
maximum performance techniques are not used for a typical landing made during normal
operations, the distances may be appreciably longer.

LANDING

• Landing preceded by a steady three degree angle approach down to the 50-foot height point
with airspeed at VREF in the landing con guration.

Two engine thrust setting during approach was selected to maintain the three degree
approach angle at VREF.

• Idle thrust was established at the 50-foot height point and throttles remained in that setting
until the airplane had stopped.


• Rotation to a landing attitude was accomplished so as not to exceed 6 feet/second sink rate
at touchdown.

• Maximum wheel braking was initiated immediately on nose wheel contact and continued
throughout the landing roll.


• Speed brakes and ground spoilers were deployed immediately after brake application.

• Antiskid was on during all tests.

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VARIABLE FACTORS AFFECTING PERFORMANCE

Details of variables a ecting performance are given with tables to which they apply.
Assumptions which relate to all performance calculations, unless otherwise stated, are:

• Cabin pressurization.

• Anti-ice o .

• Humidity corrections on thrust have been applied according to the applicable

regulations.

• Winds, for which correction information is presented on the charts, are to be taken as
the tower winds 32.8 feet (10 meters) above runway surface. Factors have been applied
as prescribed in the applicable regulations. In the tables, negative represents tailwind
and positive represents headwind.

• Gradient correction factors can be applied to gradients less than or equal to 2 percent
downhill or 2 percent uphill. In the tables, negative represents downhill gradients and
positive represents uphill gradients. 


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DEFINITIONS

Accelerate-Stop Distance: The distance required to accelerate to V1, and abort the takeo and
come to a complete stop with maximum braking applied at V1.

Airport Barometric Altitude: Indicated altitude with altimeter set to airport altimeter setting while
at airport elevation.

Altitude: All altitudes used in this manual are pressure altitudes unless otherwise stated.

Anti-Ice Systems:

The following systems comprise the anti-ice systems which a ect performance in this section:

• Engine Anti-Ice.

• Wing Anti-Ice. 


Performance, when referred to ANTI-ICE ON, is based on all the above systems being
operated at the same time.

Calibrated Airspeed (KCAS): Indicated airspeed (knots) corrected for position error and
assumes zero instrument error.

Climb Gradient: The ratio of the change in height during a portion of a climb, to the horizontal
distance transversed in the same time interval.

Deice Systems: The horizontal stabilizer, tail deice system is the only deice system.

Demonstrated Crosswind: The demonstrated crosswind velocity of 20 knots (measured at 32.8

feet (10 meters) above the runway surface) is the velocity of the crosswind component for
which adequate control of the airplane during takeo and landing was actually demonstrated
during certi cation tests. This is not limiting.

Engine Out Accelerate-Go The horizontal distance from brake release to the point at which the
Distance: airplane attains a height of 35 feet above the runway surface, on a takeo during
which an engine is recognized to have failed at V1 and the takeo is continued.

Gross Climb Gradient: The climb gradient that the airplane can actually achieve with ideal
ambient conditions (smooth air).

Gross Takeo Flight Path: The takeo ight path that the airplane can actually achieve under
ideal conditions.

Indicated Airspeed (KIAS): Airspeed indicator readings (knots). Zero instrument error is
assumed.

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ISA: International Standard Atmosphere.

Landing Distance: The distance from a point 50 feet above the runway surface to the point at
which the airplane would come to a full stop on the runway.

Level O Altitude: The barometric altitude at which second segment climb ends.

Mach Number: The ratio of true airspeed to the speed of sound.

Net Climb Gradient: The gross climb gradient reduced by 0.8% during the takeo phase and
1.1% during enroute.

Net Takeo Flight Path: Takeo ight path used to determine obstacle clearance. Uses net
climb gradients to climb to a height of 1500 feet above the runway surface.

Position Correction:

A correction applied to indicated airspeed or altitude to eliminate the e ect of the location of
the static pressure source on the instrument reading. No position corrections are required when
using performance section charts in Section IV since all airspeeds and altitudes in this section
are presented as “indicated” values except for stall speeds which are presented as “calibrated”
values.

RAT: Ram Air Temperature. RAT is displayed on each PFD. RAT is ambient air temperature
increased by ram rise due to Mach Number. On the ground with engine(s) operating, RAT is
ambient temperature.

Reference Zero: The point in the takeo ight path at which the airplane is 35 feet above the
takeo surface and at the end of the takeo distance required.

SAT: Static (ambient) Air Temperature. SAT is displayed on the right MFD. SAT is the
temperature of the air, undisturbed by the presence or motion of the airplane. On the ground,
engine(s) must be operating for reliable SAT display.

Takeo Climb Increment Altitude increment to be added to the airport barometric altitude to
(TCI): obtain level o altitude. This increment includes corrections for non-standard
temperature.

Takeo Field Length:

The Takeo Field Length given for each combination of gross weight, ambient temperature,
altitude, wind and runway gradients is the greatest of the following:

• 115 percent of the two-engine horizontal takeo distance from start to a height of 35
feet above runway surface.

• Accelerate-stop distance.

• The engine-out accelerate-go distance. 


No speci c identi cation is made on the charts as to which of these distances governs
a speci c case.

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TEMP: Ambient Temperature used to determine airplane performance from performance
charts. For takeo performance, use SAT displayed on the right MFD with engine(s) operating.
For landing performance, use reported temperature from an appropriate ground station.

True Airspeed (KTAS): The airspeed (knots) of an airplane relative to undisturbed air.

V1: Takeo Decision Speed. The distance to continue the takeo to 35 feet will not exceed the
scheduled takeo eld length if recognition occurred at V1 (accelerated-go). The distance to
bring the airplane to a full stop (accelerated-stop) will not exceed the scheduled takeo

eld length provided that the brakes are applied at V1.

V2: Takeo Safety Speed. This climb speed is the actual speed at 35 feet above the runway
surface as demonstrated in ight during takeo with one engine inoperative.

V35: This climb speed is the actual speed at 35 feet above the runway surface as
demonstrated in ight during takeo with both engines operating.

VAPP: The landing approach climb airspeed (1.3 VS1) with the approach ap position, landing
gear UP.

VENR: Single-engine enroute climb speed. Utilize the speed bug VT for display of VENR on the
PFD.

VFE: Maximum ap extended speed. The highest speed permissible with wing aps in a
prescribed extended position.

VLE: Maximum landing gear extended speed. The maximum speed at which an airplane can be
safely own with the landing gear extended.

VLO: Maximum landing gear operating speed. The maximum speed at which the landing gear
can be safely extended or retracted.

VMCA:

Minimum airspeed in the air at which directional control can be maintained, when one engine is
suddenly made inoperative. VMCA is a function of engine thrust which varies with altitude and
temperature. The VMCA presented was determined for maximum takeo thrust.

Flaps 0° VMCA = 94 KIAS Flaps 15° VMCA = 85 KIAS

VMCG:

Minimum airspeed on the ground at which directional control can be maintained, when one
engine is suddenly made inoperative, using only aerodynamic controls. VMCG is a function of
engine thrust which varies with altitude and temperature. The VMCG presented was
determined for maximum takeo thrust.

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VMCG = 88 KIAS.

VMO/MMO: Maximum operating limit speed.

VO: The maximum operating maneuvering speed is the maximum speed at which application
of full available aerodynamic control will not overstress the airplane.

VR: The rotation speed is the speed at which rotation is initiated during takeo to attain the V2
climb speed at or before a height of 35 feet

VREF: The airspeed equal to the landing 50-foot point speed (1.3 VSO) with the landing ap
position and landing gear extended.

VSO: The stalling speed or the minimum steady ight speed in the landing con guration.

VS1: The stalling speed or the minimum steady ight speed obtained in a speci ed
con guration.

VX: Best angle of climb speed (Multi-engine, aps 0°) 125 KIAS.

VY: Best rate of climb speed (Multi-engine, aps 0°) 170 KIAS.

Visible Moisture:

Visible moisture includes, but is not limited to, the following conditions: fog with visibility less
than one mile, wet snow and rain.

Wind: The wind velocities recorded as variables on the charts of this section are to be
understood as the headwind or tailwind components of the actual winds at 32.8 feet (10
meters) above the runway surface (tower winds).

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NUMBER OF THRUST FLAP SETTING GEAR
OPERATING (DEGREE)
ENGINES

1st SEGMENT 1 TAKEOFF 0° OR 15° DOWN

TAKEOFF CLIMB

2nd SEGMENT 1 TAKEOFF 0° OR 15° UP

TAKEOFF CLIMB

3rd SEGMENT 1 TAKEOFF 0° OR 15° UP

HORIZONTAL
ACCELERATION (10 MINUTES MAXIMUM) TRANSITIONING TO 0°
THEN MAXIMUM
CONTINUOUS SINGLE
ENGINE THRUST

ENROUTE CLIMB 1 MAXIMUM CONTINUOUS 0° UP

SINGLE ENGINE THRUST

APPROACH CLIMB 1 TAKEOFF 15° UP

LANDING CLIMB 2 TAKEOFF 35° DOWN

NOISE CHARACTERISTICS
CERTIFICATED NOISE LEVELS

Figure 4-110-1

The following noise levels comply with 14 CFR 36, Appendix B, Stage 4 maximum noise level
requirements and were obtained by analysis of approved data from noise tests conducted under
the provisions of 14 CFR 36, Amendment 28. The noise measurement and evaluation
procedures used to obtain these noise levels are considered by the FAA to be equivalent to the
Chapter 4 noise level required by the International Civil Aviation Organization (ICAO) in Annex
16, Volume I, Appendix 2, Amendment 7, effective March 21, 2002.

NOISE REFERENCE EPNdB

FLYOVER 75.6
LATERAL 92.8
APPROACH 89.5

Flyover and lateral noise levels were obtained at a takeoff weight of 17,110 pounds with flaps
15° and climb speed of 127 KIAS. For flyover, thrust was cutback from takeoff N1 to 83.7% N1
at 3423 feet AGL. Approach data was obtained at 15,660 pounds, landing gear down, flaps 35°
and 122 KIAS.

No determination has been made by the Federal Aviation Administration that the noise levels of
this aircraft are or should be acceptable or unacceptable for operation at, into, or out of, any
airport.

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TAKEOFF DATA FOR WET RUNWAYS

INTRODUCTION

The following information is considered the most accurate and practical guidance material
available for wet runway operations. This advisory information is not FAA approved. The
information is based on the airplane certi cation basis. This performance information does not
in any way replace or amend the Operating Limitations and Performance Information for non-
contaminated runways.

PERFORMANCE

The takeo eld length tables presented in the Dry Runway Takeo section of Section IV are
based on smooth, dry, paved runways. For takeo s on wet runways, use the following tables
and correction factors. The performance information assumes runway contamination to be of
uniform depth and density over the entire runway surface. The performance data presented are
based on weights up to the following weights:

Takeo Weight .......................................................17,110Pounds

WARNING

These distances and correction factors for wet runway conditions are approximate and
are to be considered minimums, as actual runway conditions may require distances
greater than those determined. Where possible, every e ort should be made to make
sure that the runway surface is cleared of any signi cant contamination. Ground handling
characteristics, particularly following engine failure, or in crosswinds may be degraded.

DEFINITIONS

Takeo Field Length (Wet):

The takeo eld length given for each combination of gross weight, ambient temperature,
altitude, wind, and runway gradients is the greatest of the following:

• 115 percent of the two-engine horizontal takeo distance from start to a height of 35 feet
above runway surface.

• Accelerate-stop distance.

• The engine-out accelerate-go distance to 15 feet.

• The Dry Takeo Field Length.

No speci c identi cation is made on the charts as to which of these distances governs a
speci c case.

Wet Runway: A runway is considered wet when there is su cient moisture on the surface to
appear re ective, but without signi cant areas of standing water.

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Single-Engine Takeo Flight Path - Flaps 0°

First and Second Segments

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SINGLE-ENGINE TAKEOFF FLIGHT PATH DISTANCES - FLAPS 0°

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SINGLE-ENGINE TAKEOFF FLIGHT PATH DISTANCES - FLAPS 15°

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First Segment Takeo Net Climb Gradient - Percent, Flaps 0° (Anti-Ice OFF)

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First Segment Takeoff Net Climb Gradient - Percent, Flaps 0° (Anti-Ice ON)

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First Segment Takeoff Net Climb Gradient - Percent, Flaps 15 (Anti-Ice OFF)

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First Segment Takeoff Net Climb Gradient - Percent, Flaps 15 (Anti-Ice ON)

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Multi-Engine Enroute Gross Rate-of-Climb - Ft/Min, Flaps 0°

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PROCEDURES FOR USE OF APPROACH AND LANDING PERFORMANCE TABLES

• Determine gross weight of airplane at the time of arrival at the destination airport.

• Obtain airport information; i.e., active runway, available runway length, ambient
temperature (TEMP), altitude, wind, icing conditions, and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.

• Determine wind component parallel to active runway from the crosswind component
chart.

• Check the maximum landing weight permitted by climb requirements and the brake
energy limits with anti-ice OFF; or with anti-ice ON). If these limitations restrict the
landing weight, the pilot must burn o fuel prior to landing.

• Determine the landing distance, VAPP and VREF (Flaps 35°), then apply the
appropriate factors from the note below. If the available runway length is less than
the landing distance required, the airplane landing weight must be reduced.

NOTE
Multiply the Flaps 35° landing distance by 1.20 for a -1 percent (downhill) runway
gradient or by 1.71 for a -2 percent (downhill) runway gradient.

These procedures apply for normal landings at or below 15,660 pounds. Performance
above 15,660 pounds is provided as additional information, for use in an emergency
which requires a landing at a weight in excess of the maximum design landing weight
of 15,660 pounds.

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LANDING DATA FOR WET RUNWAYS

INTRODUCTION

The following information is considered the most accurate and practical guidance
material available for wet runway operations. This advisory information is not FAA
approved. The information is based on the airplane certification basis. This performance
information does not in any way replace or amend the Operating Limitations and
Performance Information for non-contaminated runways.

PERFORMANCE

The landing tables presented in the Dry Runway Landing are based on smooth, dry,
paved runways. For landings on wet runways, use the following tables and correction
factors. The performance information assumes runway contamination to be of uniform
depth and density over the entire runway surface. The performance data presented are
based on weights up to the following weights:

Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,660 Pounds

WARNING
These distances and correction factors for wet runway conditions are
approximate and are to be considered minimums, as actual runway conditions
may require distances greater than those determined. Where possible, every
effort should be made to make sure that the runway surface is cleared of any
significant contamination. Ground handling characteristics, particularly following
engine failure, or in crosswinds may be degraded.

Wet Runway:
A runway is considered wet when there is sufficient moisture on the surface to appear
reflective, but without significant areas of standing water.

WET RUNWAY LANDING PERFORMANCE

Determine the dry runway landing distance, VAPP, and VREF as described in
Procedures for Use of Approach and Landing Performance Tables in the Dry Runway
Landing section of Section IV of the basic FAA Approved Airplane Flight Manual. Any
runway gradient adjustment for runway landing distance should be applied. From
(VREF and VREF + 10 KNOTS), determine the landing distance for the a wet runway.
The difference between the VREF column and the VREF+10 KNOTS column presents
the comparison in distances of an overspeed at VREF.

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NOTE
The published limiting maximum tailwind component for this airplane is 10 knots,
however, landings on precipitation covered runways with any tailwind component are
not recommended.

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