Dassault Aviation Mystere-Falcon 50

Transcription

1 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT For Dassault Aviation Mystere-Falcon 5 With HONEYWELL TFE C TURBO FAN ENGINES And DIGITAL ELECTRONIC ENGINE CONTROL (N1 DEEC) Serial No. Reg. No. This Supplement must be attached to the FAA Approved Airplane Flight Manual when the airplane is modified by the installation of Honeywell TFE C Turbo Fan Engines and Digital Electronic Engine Control (N1 DEEC) in accordance with technical data approved by STC ST1951LA. The information contained herein supplements or supersedes the basic manual only in those areas listed herein. For Limitations, Procedures, and Performance information not contained in this Supplement, consult the basic Airplane Flight Manual. FAA APPROVED Manager, Flight Test Branch, ANM-16L Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate DATE:

2 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23, 27 i

3 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev B LOG OF REVISIONS REV. NO. EFFECTED PAGES DATE DESCRIPTION FAA APPROVAL I/R ii, iii to to to to A-1 to A-3 1/22/7 Initial Release Manager, Flight Test Branch, ANM-16L Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate Date: A i to v to A-2 A-3 to A-4 8/23/7 Section repaginated, Log of Revisions Rev A Blank page added TR Limitation added Blank page added Blank page added Blank page added TR Operations revised Blank page added Performance Charts added FAR 36 Noise revised Blank page added Blank page added Section repaginated Manager, Flight Test Branch, ANM-16L Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate Date: B ii /3/7 Log of Revisions Rev B Approved Fuels revised Fuel Additives revised Oil Temperature Limits revised Anti-Icing Conditions revised Manager, Flight Test Branch, ANM-16L Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate Date: NOTE: All changes are indicated by a black vertical line along right margin. ii

4 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev C LOG OF REVISIONS (cont.) REV. NO. EFFECTED PAGES DATE DESCRIPTION FAA APPROVAL C iii 6-1 9/3/9 Log of Revisions Rev C FAR 36 Noise revised Manager, Flight Test Branch, ANM-16L Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate Date: iii

5 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A TABLE OF CONTENTS SECTION DESCRIPTION PAGE GENERAL -1 1 LIMITATIONS EMERGENCY PROCEDURES ABNORMAL PROCEDURES NORMAL PROCEDURES PERFORMANCE NOISE 6-1 ANNEX LIST OF APPLICABLE ANNEXES - ANNEX 3 - FERRY FLIGHT WITH ONE FUEL CONTROL COMPUTER INOPERATIVE - ANNEX 5 - FLIGHT WITH ONE FUEL CONTROL COMPUTER IN MANUAL MODE A-1 FAA Approved Date: August 23, 27 iv

6 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23, 27 v

7 East Alton, IL 6224 SECTION - GENERAL Doc. No. FTA-PA-119 Rev I/R The Premier Aircraft, LLC Mystere-Falcon 5 Dash 4 engine upgrade converts the existing Honeywell TFE 731-3/3D-1C Turbo Fan Engines to TFE C Turbo Fan Engines. The TFE C is a front fan two spool (HP and LP) turbofan engine that is designed to provide increased performance, and improved durability/reliability and maintainability. The engine features a 3.3% reduction in thrust specific fuel consumption (TSFC) and a 13.7% increase in thrust at cruise altitude. N1 DEECs, installed in accordance with STC ST17CH-D, are required to accomplish the TFE C upgrade. TFE C design improvements include: Aerodynamically Enhanced Fan Improved Fan Gearbox Improved 4 th Stage LPC Seal High Technology HP Compressor Enhanced HP and LP Turbines New compound exhaust nozzles Engine specifics: Engine weight, including the N1 DEEC, is increased by 68 lb Take-off thrust, flat rated by the N1 DEEC, is 3,7 lb (S.L., Static) up to 32.8ºC (i.e., ISA+17.8ºC) Maximum cruise thrust at 4, feet, M.8 is 929 lb The TSFC is.518 lb/lb/hr (Takeoff, S.L., Static) and.796 lb/lb/hr (4, feet, M.8) N1 DEECs are upgraded with TFE C power set tables FAA Approved Date: January 22, 27-1

8 East Alton, IL 6224 SECTION - GENERAL Doc. No. FTA-PA-119 Rev A PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23, 27-2

9 East Alton, IL 6224 SECTION 1 - LIMITATIONS Doc. No. FTA-PA-119 Rev I/R HONEYWELL TFE C ENGINE THRUST RATING (UNINSTALLED, SEA LEVEL, ISA) - TAKE-OFF... 3,7 lb (1,649 dan) - MAXIMUM CONTINUOUS... 3,7 lb (1,649 dan) THRUST SETTING The engine low pressure rotor speed (N1) is used as the thrust setting parameter. The take-off and maximum continuous thrust must be based on the N1 values given in Section 5 of this. - Take-off thrust (5 minute time limit), refer to 5-2, 5-3, 5-4, 5-7, 5-8 and Maximum continuous thrust, refer to 5-5, 5-6, 5-1 and 5-11 MAXIMUM ENGINE ROTOR SPEEDS N1 AND N2 CONDITION OF USE N1 N2 Take-off Maximum continuous 11.5% 1% Transient (5 seconds max. allowable) 13% 13% 11.5% N1 = 21, RPM 1% N2 = 29,989 RPM MAXIMUM INTERSTAGE TURBINE TEMPERATURE (ITT) Ground start Normal 952ºC Transient (1 seconds max.) 974ºC Air Start Normal 952ºC Transient (1 seconds max.) 974ºC Take-off 5 minutes max. 952ºC Maximum continuous 924ºC Maximum cruise 924ºC FAA Approved Date: January 22,

10 East Alton, IL 6224 SECTION 1 - LIMITATIONS Doc. No. FTA-PA-119 Rev A HONEYWELL TFE C ENGINE STARTING TIME Ground start From 1% N2 to light-off From light-off to idle Starter Assisted Air Start From initial fuel flow to 6% N2 Windmilling Air Start From initial fuel flow to 6% N2 1 seconds max. 6 seconds max. 45 seconds max. 45 seconds max. FUEL CONTROL COMPUTERS (DEEC) N1 DEECs must be installed in accordance with STC ST17CH-D. - Honeywell Digital Electronic Engine Controls (DEEC) (Doc. No. AFMS22, Rev B or later approved revision) must be inserted in the Airplane Flight Manual. Engine fuel control computers (N1 DEEC) must be operative for take-off. Dispatch is not permitted with a rapidly flashing CMPTR 1, CMPTR 2 or CMPTR 3 annunciator (one flash per second). THRUST REVERSER - The thrust reverser is approved for ground operations only. - The thrust reverser must not be used for taxiing in reverse. - Limit maximum reverse thrust to 8% N1 when operating at airports between 7, feet and 1, feet airport elevation when the ambient temperature is less than -6.6ºC (2ºF). FAA Approved Date: August 23,

11 East Alton, IL 6224 SECTION 1 - LIMITATIONS Doc. No. FTA-PA-119 Rev B FUEL SYSTEM Fuel used must conform to the following specification: This table is representative of the fuel definition on October FAA Approved Date: October 3,

12 East Alton, IL 6224 SECTION 1 - LIMITATIONS Doc. No. FTA-PA-119 Rev B FUEL SYSTEM FUEL ADDITIVES The following additives are authorized for use in the fuel: - Anti-icing additive, conforming to AIR 3652 or MIL-I-27686D or E specifications (JP4/JP8), MIL-I-8547 (JP5) or equivalent at a concentration not in excess of.15% by volume. - Approved C.I.S. Anti-icing additives (up to.3% by volume) I fluid GOST I-M fluid TU (I fluid mixed 1:1 with methanol (GOST E) TGF-M fluid TU (TGF fluid mixed 1:1 with methanol (GOST E) - Anti-static additive in amounts to bring the fuel up to 3 conductivity units providing the quantity added does not exceed: 1 ppm for SHELL ASA 3 3 ppm for STADIS 45 5 ppm for SIGBOL TU SOHIO Biobor JF biocide additive, or equivalent, is approved for use in the fuel at a concentration not to exceed 27 ppm (equivalent to 2 ppm of elemental boron). FAA Approved Date: October 3,

13 East Alton, IL 6224 SECTION 1 - LIMITATIONS Doc. No. FTA-PA-119 Rev B LUBRICATION SYSTEM APPROVED OILS Approved Type II oils conforming to EMS 5311 specification. OIL PRESSURE Thrust setting Minimum pressure Maximum pressure Take-off, climb, cruise or maximum continuous 38 psi 46 psi Idle 25 psi 46 psi Transient 55 psi less than 3 minutes NOTE The OIL 1, OIL 2 and OIL 3 annunciators illuminate for an oil pressure below 25 psi. OIL TEMPERATURE From sea level to 3, ft Above 3, ft Transient all altitudes Minimum for ground start Operational limits 127ºC maximum 14ºC maximum 149ºC maximum less than 2 minutes -54ºC Minimum for initiating take-off, and continuous operation 3ºC FAA Approved Date: October 3,

14 East Alton, IL 6224 SECTION 1 - LIMITATIONS Doc. No. FTA-PA-119 Rev A PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23,

15 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 2 - EMERGENCY PROCEDURES No change to Airplane Flight Manual Procedures FAA Approved Date: January 22,

16 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A SECTION 2 - EMERGENCY PROCEDURES PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23,

17 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 3 - ABNORMAL PROCEDURES ENGINES - AIRSTART No change to Airplane Flight Manual Procedures IN FLIGHT RELIGHT ENVELOPE No change to Airplane Flight Manual In Flight Relight Envelope ENGINES - ABNORMAL AIRSTART ABORT AIRSTART WHENEVER: - Oil pressure does not rise within 1 seconds after light-off - ITT does not rise within 1 seconds after light-off - ITT is rapidly rising and approaching the 952ºC limit - N1 remains close to zero when N2 = 2% - N2 is not rising rapidly and smoothly after light-off Power lever... CUT-OFF Start Selector switch... MOTOR STOP START FAA Approved Date: January 22,

18 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 3 - ABNORMAL PROCEDURES FUEL CONTROL COMPUTER (N1 DEEC) FAULT (ON GROUND) WARNING - CMPTR 1, CMPTR 2 or CMPTR 3 rapidly flashing (one flash per second) - Dispatch is not permitted and the fault must be cleared prior to flight OR WARNING - CMPTR 1, CMPTR 2 or CMPTR 3 slowly flashing (one flash per 2 seconds) - Dispatch is permitted. The DEEC should be interrogated and the fault identified at the next opportunity. NOTES A rapidly flashing CMPTR annunciator indicates the loss of an essential signal to or function of the DEEC. This warning will occur when the DEEC is powered and the airplane is on the ground with the engines not running. A slowly flashing CMPTR annunciator indicates the loss of a non-essential signal to or function of the DEEC or the ECTM data buffer is full. This warning will occur when the DEEC is powered and the airplane is on the ground with the engines not running. FAA Approved Date: January 22,

19 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 3 - ABNORMAL PROCEDURES FUEL CONTROL COMPUTER (N1 DEEC) INOPERATIVE (IN FLIGHT) WARNING - CMPTR 1, CMPTR 2 or CMPTR 3 illuminated (steady) - Power lever of the affected engine...idle - Associated engine CMPTR switch... OFF / ON If the CMPTR annunciator remains illuminated and engine operational stability permits the DEEC switch to remain ON: - ITT... MONITOR - Avoid rapid power lever movements If the CMPTR annunciator remains illuminated and engine operational stability does not permit the DEEC switch to remain ON: - Associated engine CMPTR switch...off - Associated engine SPR switch... DEPRESS and HOLD - Associated engine CMPTR switch... ON - Associated engine SPR switch... CONTINUE to HOLD (for 3 to 5 sec.) then RELEASE - ITT... MONITOR - Avoid rapid power lever movements If engine operational stability still does not permit the DEEC switch to remain ON: - Associated engine CMPTR switch...off CAUTION - Maximum thrust may not be obtained - Idle thrust may be higher than normal - Acceleration time is longer in manual mode - For any given N1, fuel flow is approximately 5% higher FAA Approved Date: January 22,

20 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A SECTION 3 - ABNORMAL PROCEDURES PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23,

21 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 4 - NORMAL PROCEDURES STARTING ENGINES No change to Airplane Flight Manual Procedures STARTING PROBLEMS DISCONTINUE START WHENEVER: - Oil pressure does not rise within 1 seconds after light-off - ITT does not rise within 1 seconds after light-off - ITT is rapidly rising and approaching the 952ºC limit - N1 remains close to zero when N2 = 2% - N2 is not rising rapidly and smoothly after light-off Power lever... CUT-OFF Start Selector switch... MOTOR STOP START - Perform a dry motoring whenever fuel is suspected to have accumulated in the tailpipe: Power lever... CUT-OFF Start Selector switch... MOTOR STOP START Start button...push and HOLD for 15 seconds FAA Approved Date: January 22,

22 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev B SECTION 4 - NORMAL PROCEDURES OPERATION IN ICING CONDITIONS - Engine and nacelle anti-ice systems (ENG ANTI-ICE) should be switched on in flight or on ground prior to entering visible moisture whenever the TAT is +1ºC or below. - Airframe anti-ice system (AIRFRAME) should be switched on in flight prior to entering visible moisture whenever the TAT is +1ºC or below. - Encounter with icing conditions is evidenced by the formation of ice on the non anti-iced area around the windshield panes. During night flight operations, a small spot light illuminates the lower RH corner of the LH windshield pane. The spot light is controlled by the NAV switch on the overhead panel. - Do not exceed the operational engine nacelle, and airframe anti-ice system limitations (see Airplane Flight Manual Section 1, Systems Anti-ice). - If necessary during approach, extend airbrakes to help keep N1 speed to no less than the specified value, and increase approach speeds (see Airplane Flight Manual Section 3, Flight Controls Airbrake System Malfunction). - Satisfactory operation of the engine and nacelle, and airframe anti-ice systems requires that the engine N1 speed be not less than indicated below: TAT -3º to -2ºC -2º to -1ºC -1º to ºC º to +1ºC Minimum N1 speed in cruise condition 84% 81% 78% 73% Minimum N1 speed in approach condition 78% 78% 78% 73% One engine inoperative condition 91% 88% 84% 8% FAA Approved Date: October 3,

23 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A SECTION 4 - NORMAL PROCEDURES THRUST REVERSER OPERATION - Full reverse thrust is usable until the airplane comes to a complete stop. However, in cross-wind conditions, a 5% reduction in N1 is recommended shortly before the complete stop is reached. - Fan stall may occur at full reverse thrust particularly when operating at colder ambient temperatures. If fan stall, characterized by an audible chugging, occurs reduce N1 by 5%. - On landing, do not attempt a go-around after reverse thrust has been selected. - Before using the thrust reverser ensure that the airplane is firmly on the ground, on all three landing gear, and that the airbrakes (if available) are extended. - The thrust reverser control lever mechanical stop is set at 79º PLA. FAA Approved Date: August 23,

24 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 4 - NORMAL PROCEDURES DIGITAL ELECTRONIC ENGINE CONTROL (N1 DEEC) DEEC SWITCHES Each DEEC is controlled by a two position switch on the overhead panel. The ON position will provide normal DEEC operation. The OFF position will provide HMU overspeed protection (flyweight governor) only. The pilot-operated Start Pressure Regulator (SPR) switch function has been deactivated with the N1 DEEC installation. Fuel enrichment during cold weather engine starts is now automatically controlled by the DEEC. The SPR switch now has two basic functions: Pilot Event Switch for the Engine Condition Trend Monitoring System (ECTM) Powered Manual Mode Enable Switch DEEC ENGINE CONDITION TREND MONITORING SYSTEM (ECTM) Using imbedded ECTM software, the DEEC continuously monitors the necessary engine parameters during engine operation and periodically stores those data in data buffers within the DEEC. At anytime following engine start, if the pilot observes abnormal engine operation, a momentary activation of the SPR switch for the corresponding engine will record pertinent data in the DEEC data buffer. Using a laptop with TFE-731 ECTM Data Downloader software, the data buffers can be downloaded for evaluation of engine usage and determination of required maintenance actions. When an event occurs that requires an ECTM data download or when the ECTM data buffers are full a slowly flashing CMPTR 1, CMPTR 2 or CMPTR 3 annunciator will illuminate on the ground after engine shutdown. Honeywell recommends downloading ECTM data every three flights for optimum performance trend data. Sufficient ECTM data buffer capacity exists to store data for 5 flights. DEEC POWERED MANUAL MODE When a fault transfers the DEEC to manual mode Ultimate Overspeed protection remains available as long as the DEEC switch remains ON. If engine operational stability does not permit the DEEC switch to remain ON only HMU overspeed protection (flyweight governor) will be available. It is possible to regain Ultimate Overspeed protection by accomplishing the following procedure: FAA Approved Date: January 22,

25 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 4 - NORMAL PROCEDURES DIGITAL ELECTRONIC ENGINE CONTROL (N1 DEEC) DEEC POWERED MANUAL MODE (cont.) Place the DEEC switch in the OFF position Depress and hold the SPR switch Place the DEEC switch in the ON position Continue to hold the SPR switch for 3 to 5 seconds and then release. The CMPTR annunciator will remain illuminated (in flight steady, on ground flashing then steady). The DEEC is now in powered manual mode. To dispatch the airplane with one DEEC inoperative that DEEC must be placed in powered manual mode and then an automatic overspeed test must be successfully accomplished during the powered manual mode engine start. During the start, fuel is interrupted briefly at 4% N2 by automatic activation of the DEEC overspeed solenoid. A slight N2 RPM droop will be observed followed by normal engine acceleration. The slight N2 RPM droop must be confirmed visually on the engine instruments. NOTES A Ferry Permit is required to dispatch an airplane with one DEEC inoperative. The airplane must be operated in accordance with ANNEX 3 or ANNEX 5 of the Honeywell Digital Electronic Engine Controls (DEEC), Doc. No. AFMS22, Rev. B (or later approved revision). DEEC POWER LEVER ANGLE (PLA) FUNCTIONS DEEC and rigging functions associated with power lever angle (PLA): PLA -2º to 5º: The HMU fuel cutoff and min travel hard stop PLA 2º: The HMU rigging pin location and idle hard stop PLA 2º to 26º Idle power range: The DEEC varies N1 to meet a thrust schedule based on ambient conditions. Idle thrust varies between approximately 21 and 31 lb. (corrected for Mach number and limited by the underspeed governor). PLA 64º to 66º: Bleed surge valve closes with increasing PLA and opens with decreasing PLA PLA 9º to 95º, Cruise power: The DEEC sets N1 for maximum cruise for the current ambient conditions (Pt 2, Tt 2, Ps ) corrected for Mach number FAA Approved Date: January 22,

26 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 4 - NORMAL PROCEDURES DIGITAL ELECTRONIC ENGINE CONTROL (N1 DEEC) DEEC POWER LEVER ANGLE (PLA) FUNCTIONS (cont.) PLA 1º to 15º, Climb power: The DEEC sets N1 for climb based on ambient conditions (Pt 2, Tt 2, Ps ) corrected for Mach number PLA 17º, ITT (T 5 ) limiter reset: When the power levers are 17º PLA the DEEC resets the ITT limiter 28ºC (952ºC to 924ºC). Regardless of power lever position, the DEEC ramps the ITT limiter 28ºC (952ºC to 924ºC) between 15, feet and 2, feet. PLA 117º to 122º: Take-off power range: The DEEC sets N1 for take-off based on ambient conditions (Pt 2, Tt 2, Ps ) corrected for Mach number. Since take-off N1 is a minimum N1 the DEEC will schedule N1.25% to.75% above take-off N1. This, to assure take-off performance is achieved. PLA 12º to 122º: The HMU max PLA hard stop Intermediate PLAs: At all other PLAs, thrust is set proportional to power lever position corrected for ambient conditions FAA Approved Date: January 22,

27 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R SECTION 4 - NORMAL PROCEDURES INSTRUMENT MARKINGS Instrument Graduation limits Range colors Operating ranges POWER PLANT: N1 indicator /11% Amber Green Red radial 25 to 35% 35 to 11.5% 11.5% ITT indicator /96ºC Green Amber Red radial 23 to 924ºC 924 to 952ºC 952ºC N2 indicator /11% Amber Green Red radial 52 to 61% 61 to 1% 1% Oil temperature/ pressure indicator /15ºC Green Amber Red Red radial 3 to 127ºC 127 to 14ºC 14 to 149ºC 149ºC /7 psi Red radial Amber Green Amber Red radial 25 psi 25 to 38 psi 38 to 46 psi 46 to 55 psi 55 psi FAA Approved Date: January 22,

28 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A SECTION 4 - NORMAL PROCEDURES PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23,

29 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R THRUST SETTING 5-2 Take-off N1 Without Ice Protection Take-off Run And First Segment Climb 5-5 Maximum Continuous N1 Without Ice Protection Final Take-off And Enroute Climbs 5-7 Take-off N1 With Engine Ice Protection Take-off Run And First Segment Climb 5-1 Maximum Continuous N1 With Engine And Airframe Ice Protection Final Take-off And Enroute Climbs FAA Approved Date: January 22,

30 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 TAKE-OFF N1 WITHOUT ICE PROTECTION TAKE-OFF RUN AND FIRST SEGMENT CLIMB Altitude ft / 5, ft MAXIMUM ITT: 952ºC SAT (ºC) Pressure altitude (ft) 1, 2, 3, 4, 5, (ºC) 1, 2, 3, 4, 5, (ºC) SAT Pressure altitude (ft) SAT SAT (ºC) FAA Approved Date: January 22,

31 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 TAKE-OFF N1 WITHOUT ICE PROTECTION TAKE-OFF RUN AND FIRST SEGMENT CLIMB Altitude 5, ft / 1, ft MAXIMUM ITT: 952ºC SAT (ºC) 5, Pressure altitude (ft) 6, 7, 8, 9, 1, (ºC) 5, 6, 7, 8, 9, 1, (ºC) SAT Pressure altitude (ft) SAT SAT (ºC) FAA Approved Date: January 22,

32 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 TAKE-OFF N1 WITHOUT ICE PROTECTION TAKE-OFF RUN AND FIRST SEGMENT CLIMB Altitude 1, ft / 14, ft MAXIMUM ITT: 952ºC SAT (ºC) Pressure altitude (ft) 1, 11, 12, 13, 14, (ºC) 1, 11, 12, 13, 14, (ºC) SAT Pressure altitude (ft) SAT SAT (ºC) FAA Approved Date: January 22,

33 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 MAXIMUM CONTINUOUS N1 WITHOUT ICE PROTECTION FINAL TAKE-OFF AND ENROUTE CLIMBS Altitude ft / 25, ft MAXIMUM ITT: 924ºC TAT (ºC) Pressure altitude (ft) 5, 1, 15, 2, 25, (ºC) 5, 1, 15, 2, 25, (ºC) TAT Pressure altitude (ft) TAT TAT (ºC) FAA Approved Date: January 22,

34 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 MAXIMUM CONTINUOUS N1 WITHOUT ICE PROTECTION FINAL TAKE-OFF AND ENROUTE CLIMBS Altitude 25, ft / 5, ft MAXIMUM ITT: 924ºC TAT (ºC) Pressure altitude (ft) 25, 3, 35, 4, 45, 5, (ºC) 25, 3, 35, 4, 45, 5, (ºC) TAT Pressure altitude (ft) TAT TAT (ºC) FAA Approved Date: January 22,

35 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 TAKE-OFF N1 WITH ENGINE ICE PROTECTION TAKE-OFF RUN AND FIRST SEGMENT CLIMB Altitude ft / 5, ft MAXIMUM ITT: 952ºC SAT (ºC) Pressure altitude (ft) 1, 2, 3, 4, 5, (ºC) 1, 2, 3, 4, 5, (ºC) SAT Pressure altitude (ft) SAT SAT (ºC) FAA Approved Date: January 22,

36 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 TAKE-OFF N1 WITH ENGINE ICE PROTECTION TAKE-OFF RUN AND FIRST SEGMENT CLIMB Altitude 5, ft / 1, ft MAXIMUM ITT: 952ºC SAT (ºC) 5, Pressure altitude (ft) 6, 7, 8, 9, (ºC) 5, 6, 7, 8, 9, 1, (ºC) SAT Pressure altitude (ft) SAT 1, SAT (ºC) FAA Approved Date: January 22,

37 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 TAKE-OFF N1 WITH ENGINE ICE PROTECTION TAKE-OFF RUN AND FIRST SEGMENT CLIMB Altitude 1, ft / 14, ft MAXIMUM ITT: 952ºC SAT (ºC) Pressure altitude (ft) 1, 11, 12, 13, 14, (ºC) 1, 11, 12, 13, 14, (ºC) SAT Pressure altitude (ft) SAT SAT (ºC) FAA Approved Date: January 22,

38 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 MAXIMUM CONTINUOUS N1 WITH ENGINE AND AIRFRAME ICE PROTECTION FINAL TAKE-OFF AND ENROUTE CLIMBS Altitude ft / 25, ft MAXIMUM ITT: 924ºC TAT (ºC) Pressure altitude (ft) 5, 1, 15, 2, 25, (ºC) 5, 1, 15, 2, 25, (ºC) TAT Pressure altitude (ft) TAT TAT (ºC) FAA Approved Date: January 22,

39 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev I/R Side engine N Center engine N1 MAXIMUM CONTINUOUS N1 WITH ENGINE AND AIRFRAME ICE PROTECTION FINAL TAKE-OFF AND ENROUTE CLIMBS Altitude 25, ft / 5, ft MAXIMUM ITT: 924ºC TAT (ºC) 25, 3, Pressure altitude (ft) 35, 4, 45, 5, (ºC) 25, 3, 35, 4, 45, 5, (ºC) TAT Pressure altitude (ft) TAT TAT (ºC) FAA Approved Date: January 22,

40 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A PAGE INTENTIONALLY LEFT BLANK FAA Approved Date: August 23,

41 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A S+FLAPS 2º TAKE-OFF 5-14 Accelerate Stop Distance S+Flaps 2º 5-15 Take-off Distance With Engine Failure S+Flaps 2º 5-16 Factored All Engine Take-off Distance S+Flaps 2º 5-17 Balanced Field Length S+Flaps 2º 5-18 Maximum Take-off Weight Limited By Climb Requirements S+Flaps 2º 5-19 Take-off Climb Second Segment S+Flaps 2º FAA Approved Date: August 23,

42 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A Ambient Temperature C F , 4, 6, 8, 1, ACCELERATE STOP DISTANCE S+FLAPS 2 12, Field Pressure Altitude (ft) 14, NOTE: With anti-icing on use dotted lines Take-off Weight (x1, lb) (x1, kg) WEIGHT LIMITATIONS See Airplane Flight Manual, Section V1/VR Runway Slope (%) Wind (kt) Headwind -1 Tailwind Distance (x1, m) (x1, ft) FAA Approved Date: August 23,

43 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A Ambient Temperature C F , 4, 6, 8, 1, 12, Field Pressure Altitude (ft) TAKE-OFF DISTANCE WITH ENGINE FAILURE S+FLAPS 2 14, NOTE: With anti-icing on use dotted lines Take-off Weight (x1, lb) (x1, kg) WEIGHT LIMITATIONS See Airplane Flight Manual, Section 1 V1/VR 1.9 Runway Slope (%) Wind (kt) Clearway Length (ft) 1 (m) Headwind Tailwind.5 1 Distance Maximum Allowable Clearway (x1, lb) (x1, kg) FAA Approved Date: August 23,

44 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A Ambient Temperature C F FACTORED ALL ENGINE TAKE-OFF DISTANCE S+FLAPS 2 14 Field Pressure Altitude (ft) NOTE: With anti-icing on use dotted lines. Take-off Weight (x1, lb) Runway Slope (%) Wind (kt) (x1, kg) WEIGHT LIMITATIONS See Airplane Flight Manual, Section 1 Headwind Tailwind Clearway Length (ft) 1 3 (m) Maximum Allowable Clearway Distance Factored Distance (115%) 7 8 (x1, m) (x1, ft) FAA Approved Date: August 23,

45 East Alton, IL 6224 Doc. No. FTA-PA-119 Rev A Ambient Temperature C F , 4, 6, 8, 1, BALANCED FIELD LENGTH S+FLAPS 2 12, Field Pressure Altitude (ft) 14, NOTE: With anti-icing on use dotted lines Take-off Weight (x1, lb) (x1, kg) WEIGHT LIMITATIONS See Airplane Flight Manual, Section 1 Runway Slope (%) Wind (kt) Headwind Tailwind Distance (x1, m) (x1, ft) FAA Approved Date: August 23,