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METRO III – ICAO ANNEX 8 PART A – INTRODUCTION CONTENTS ITEM

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Introduction .........................................................................................................................................4A-1 Operating Weight Limitations ..............................................................................................................4A-2 Definitions ...........................................................................................................................................4A-3 Technique ...........................................................................................................................................4A-5 Engine Power Settings ...............................................................................................................4A-5 Distance to Accelerate to V1 and Stop B.F. Goodrich Single Rotor Brakes ................................................................................... 4A-5 Goodyear Aerospace Dual Rotor Brakes .......................................................................... 4A-5 Single Engine Takeoff Distance to 35 Foot Height .................................................................... 4A-6 Landing Distance Over 50 Foot Height B.F. Goodrich Single Rotor Brakes ................................................................................... 4A-6 Goodyear Aerospace Dual Rotor Brakes .......................................................................... 4A-6

FAA APPROVED: NOV 07/90

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METRO III – ICAO ANNEX 8

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MANUFACTURER'S DATA ISSUED: NOV 07/90

METRO III – ICAO ANNEX 8 INTRODUCTION This section has been sub-divided into tabbed parts in order to assist the operator in solving his performance problems, particularly those associated with takeoff and landing distances and permissible operating weights. Note that some runway performance is affected by the type of brakes installed. In those cases, appropriate charts are presented for both B.F. Goodrich Single Rotor Brakes (P/N 2-1203-3) and Goodyear Aerospace Dual Rotor Brakes (P/N 5007396). Be sure to use the chart(s) applicable to the brakes installed on your aircraft. The performance information in this section has been FAA approved.

Part B provides standard reference data which affect all weights.

Parts C, D, and E show takeoff performance data separated into three parts by power setting to be used.

Part F provides data regarding enroute climb performance.

Part G provides FAA approved data for landing performance determination.

Typically, sufficient information is provided on each chart to acquaint the user with the conditions and procedures upon which the data are based. Examples and chase-around arrows are provided when appropriate. Note that reference lines are provided on the charts when weight, wind, and/or runway slope affect the answers obtained from the charts. The wind and runway slope reference lines are always at zero. In most cases, the weight reference line is at 12,500 pounds (5670 kg). However, on Figures 4G-4, and 4G-5, the weight reference line is at the maximum landing weight of 14,000 pounds (6350 kg).

All performance information in this section that is dependent upon engine power includes the effects of temperature, altitude, engine accessory loads, and installation losses. OAT’s noted in performance charts are true temperatures (indicated OAT’s corrected for the ram rise and position error given in Figure 4B-2). IOAT’s obtained when parked or taxiing may not be accurate, particularly when operating from surfaces which have strong radiation characteristics. Wind effect lines on takeoff and landing distance charts account for 150% of reported tailwinds and 50% of reported headwinds. Therefore, those charts may be entered using reported headwind or tailwind velocity.

The generator loads shown in Associated Conditions tables are total loads being used by aircraft systems.

Performance degradations due to generator loads have been included in appropriate figures and are assumed to be shared equally when both engines are operating and by the operating engine when one has failed. The effects of reduced power due to bleed air extraction for operation of pressurization and anti-ice systems have been included where applicable. The operating status of the bleed air systems is noted on the appropriate charts. The takeoff power check charts may be used to verify minimum engine power output equivalent to that used in preparation of the performance charts. The torque setting on the Takeoff Power Check Charts must be available without exceeding the 650oC EGT limit.

FAA APPROVED: NOV 07/90

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METRO III – ICAO ANNEX 8 OPERATING WEIGHT LIMITATIONS The Operating Weight Limitations from Section 1 are repeated below.

1. When operating rules require, the limitations listed below apply. a. The maximum takeoff weight may not exceed the lower of the following: (1)

The weight at which the single engine takeoff climb requirements are met (Figure 4C-2, 4D-2, or 4E-2).

(2)

The weight at which the accelerate-stop distance (Figure 4C-3 or 4C-4, 4D-3 or 4D-4, or 4E-3 or 4E-4) or the single engine takeoff distance (Figure 4C-5, 4D-5, or 4E-5) whichever is longer, equals the available runway length.

(3)

The weight at which the maximum ground speed during takeoff operations is equal to the tire ground speed limit: Nose gear tires: B.F. Goodrich P/N 021-611 (without chines), see Figure 4B-16 Main gear tires: B.F. Goodrich P/N 021-335, see Figure 4B-17 NOTE For all other approved tires, the corresponding tire ground speed limits will not be exceeded if the aircraft is operated in accordance with the maximum takeoff weight limitation charts (Figure 4C-2, 4D-2, or 4E-2).

b. The maximum landing weight may not exceed the lower of the following: (1)

The weight at which the single engine approach and balked landing climb requirements are met (Figure 4G-1 or 4G-2).

(2)

The weight at which the single engine landing distance (Figure 4G-4) for the B.F. Goodrich brakes or the two engine landing distance (Figure 4G-5) for the Goodyear Aerospace brakes equals the landing runway length.

(3)

The weight at which the landing brake energy limit for the B.F. Goodrich single rotor brakes (if installed) is reached (Figure 4G-6).

See NOTE on next page.

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FAA APPROVED: NOV 07/90

METRO III – ICAO ANNEX 8 OPERATING WEIGHT LIMITATIONS (continued) NOTE • The landing brake energy limit for the Goodyear Aerospace dual rotor brakes (if installed) will not be reached if landing weights limited by Figures 4G-1 or 4G-2 are not exceeded.

• The operating rules may require the use of factored landing distances in determining the minimum runway lengths required.

The distances shown in Figures 4G-4 and 4G-5 are not factored.

• Do not exceed performance weight limitations shown in this section nor structural weight limitations shown in Section 1 and repeated below: * Max Ramp Weight ......... 14,600 pounds (6620 kg) * Max Takeoff Weight ....... 14,500 pounds (6580 kg) Max Landing Weight ...... 14,000 pounds (6350 kg) *Applies to S/N AC-514 and subsequent or previous aircraft with Service Bulletin 11-001 incorporated. If Service Bulletin 11-001 has not been incorporated the maximum ramp weight is 14,100 pounds (6400 kg) and the maximum certificated takeoff weight of 14,000 pounds (6350 kg) must be observed.

DEFINITIONS PRESSURE ALTITUDE

Altitude determined with the altimeter set at 29.92 inches Hg. Assume no instrument error.

ISA

International Standard Atmosphere (15oC at sea level with approximately 2oC per 1,000 feet lapse rate).

IOAT

Indicated outside air temperature. Assumes no instrument error.

KIAS

Indicated airspeed in knots. Assumes no instrument error.

KCAS

Calibrated airspeed in knots. Indicated airspeed corrected for position error.

KTAS

True airspeed in knots.

EGT

Exhaust Gas Temperature. The single red line (SRL) computer is assumed to be operating except as noted on the charts.

REFERENCE EGT

Reference EGT is the EGT obtained when the required engine torque is set in accordance with the appropriate Takeoff Power Check Chart and must not exceed 650oC.

FAA APPROVED: NOV 07/90

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METRO III – ICAO ANNEX 8 DEFINITIONS (continued) DRY POWER

Normal engine power without alcohol water injection.

WET POWER

Engine power with alcohol water injection.

TAKEOFF POWER

Defined as torque obtained from the appropriate Takeoff Power Check Chart at 100% RPM, with EGT not exceeding 650oC and torque not exceeding 100% (3,301 foot-pounds, 4475.6 Nm), dry, or 110% (3,631 foot-pounds, 4923.0 Nm) wet.

MAXIMUM CONTINUOUS POWER

Defined as the power available at 650oC EGT or 100% torque (3,301 foot-pounds, 4475.6 Nm), whichever occurs first, at 100% RPM and without CAWI.

TAKEOFF WEIGHT

Aircraft gross weight at brake release when beginning takeoff roll.

VMCA

Minimum control speed in flight. Assumes one engine in negative torque sensing (NTS) mode and the other engine at takeoff power.

VS1

Stall speed in a specified configuration.

V1

Takeoff Decision Speed in knots (Figure 4B-15). V1 is the airspeed on the ground at which, as a result of engine failure or other reasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff.

VR

Rotate speed. Rotation is initiated at speeds scheduled in this section.

V2

Takeoff safety speed at 35 foot height with one engine inoperative.

V35

Takeoff speed at 35 foot height with both engines operating.

NET CLIMB GRADIENT

Demonstrated climb gradient minus 0.8%.

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FAA APPROVED: NOV 07/90

METRO III – ICAO ANNEX 8 TECHNIQUE The takeoff and landing performance presented in this section is based on flight tests which were conducted as follows. The user should obtain equal performance by following the same procedures.

ENGINE POWER SETTINGS Before brakes were released for takeoff performance tests, engine power was set to the torque values determined from the appropriate Takeoff Power Check Chart (Dry – Bleed Air On or Off, or Wet). Those check charts are provided in Parts C, D or E, respectively. Note that when torque limited, static torque was set at 97% (Dry) or 107% (Wet) to avoid exceeding torque limits during the takeoff roll. Power settings were not changed after brake release until after either achieving 1500 feet for continued takeoff, or V1 for aborted takeoffs. Torque increases due to ram rise, up to the torque limit, were accepted.

DISTANCE TO ACCELERATE TO V1 AND STOP – B.F. GOODRICH SINGLE ROTOR BRAKES Prior to brake release, takeoff power was set according to the appropriate Takeoff Power Check Chart.

When power was stabilized, the brakes were released and the aircraft was allowed to accelerate. The engine failure, which occurred just prior to V1, was recognized at the takeoff decision speed, V1, and the power levers were retarded to ground idle. Maximum braking was then applied. Nose wheel steering was not used to assist in directional control but may be used as desired. Reverse power was not used; however, shorter distances should be obtained by use of reverse power as directional control permits.

DISTANCE TO ACCELERATE TO V1 AND STOP – GOODYEAR AEROSPACE DUAL ROTOR BRAKES Prior to brake release, takeoff power was set according to the appropriate Takeoff Power Check Chart.

When power was stabilized, the brakes were released and the aircraft was allowed to accelerate. The engine failure, which occurred just prior to V1, was recognized at the takeoff decision speed, V1, and the power levers were retarded to flight idle. Maximum braking was then applied and the power levers were retarded to ground idle. Nose wheel steering was not used to assist in directional control but may be used as desired. Reverse power was not used; however, shorter distances should be obtained by use of reverse power as directional control permits.

FAA APPROVED: NOV 07/90

PERFORMANCE

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METRO III – ICAO ANNEX 8 SINGLE ENGINE TAKEOFF DISTANCE TO 35 FOOT HEIGHT Prior to brake release, takeoff power was set according to the appropriate Takeoff Power Check Chart.

When power was stabilized, the brakes were released and the aircraft was allowed to accelerate. The engine failure was recognized at V1, the aircraft was rotated to takeoff attitude (approximately 10o nose up), and an accelerating climb was continued to 35 foot height. The landing gear was retracted after the aircraft was clear of the ground. Nose wheel steering was not used during the takeoff roll but may be used as desired. Primary controls were used to control direction and wings level attitude after takeoff.

Trim and engine power settings were not changed during this phase.

LANDING DISTANCE OVER 50 FOOT HEIGHT – B.F. GOODRICH SINGLE ROTOR BRAKES A single engine approach was made at 1.3 VSO with gear and flaps down. Power required to maintain a 3o glide path was used during approach. At 50 feet above the runway, the power was reduced to flight idle and the landing was made with minimum flare. After touchdown, the power lever of the operating engine was retarded to ground idle and maximum braking was used until the aircraft came to a complete stop. The propeller on the inoperative engine was feathered during the entire approach and landing.

Reverse power was not used. Nose wheel steering was not used during the tests but may be used as desired.

LANDING DISTANCE OVER 50 FOOT HEIGHT – GOODYEAR AEROSPACE DUAL ROTOR BRAKES Power on both engines was set to maintain a stabilized 3o approach at the approach speed with gear and flaps down. At 50 feet above the runway, the power was reduced to flight idle and the aircraft was landed with minimum flare. After touchdown, both power levers were retarded to ground idle and maximum braking was used until the aircraft came to a complete stop. Reverse power was not used. Shorter landing distances may be obtained by using reverse power. Nose wheel steering was not used during the tests but may be used as desired.

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FAA APPROVED: NOV 07/90