FlightSafety

intemational

CHAPTER 18
PERFORMANCE/WEIGHT ANO BALANCE

CONTENTS

Page

INTRODUCTION 18·1

GENERAL 18·1

PERFORMANCE 18·2

General. 18·2

Flight Planning 18·2

Trip Planning ····.18·3

Airport Performance ······.18·7

Takeoff Performance ··········.18· 7
Approach and Landing Performance 18·13

WEIGHT AND BALANCE 18·16

General , 18·16

Planning Data 18·16

Calculations 18·18

BLANK WORKSHEETS , 18·20

January 1984
FOR TRAINING PURPOSES ONLy 18·j
 FlightSafety
inlernational

ILLUSTRATIONS

Figure Title Page

18·1 Trip Planning Worksheet 18·4

18·2 Takeoff Performance Worksheet 18·8

18·3 Obstacle Clearance Worksheet 18·12

18·4 Approach and Landing Performance Worksheet 18·14

18·5 Weight and Balance Wor ksheet 18·17

January 1984 FOR TRAINING PURPOSES ONL y 18·¡¡¡

 FlightSafety
internalional

CHAPTER 18
PERFORMANCEI
WEIG HT AN D BALANCE

INTRODUCTION
The information in this chapter will assist the pilot in finding necessary performance/weight
and balance data. The basic conditions of flight, such as ambient weather data, airplane load,
etc., will be established and will apply to all calculations. AH references in the text refer to an
HS-125, 700A airplane with APR (automatic power reserve) and without optional thrust
reversers.

GENERAL Flight planning information for climb, cruise,

The information used to determine airplane per-
formance and weight and balance is found in the
approved Airplane Flight Manual, Volume 2 of
the Crew Manual, and the Weight and Balance
Manual.
Charts to determine performance for takeoff,
obstacle clearance, and landing are in Section 5
of the Flight Manual. In addition, Volume 2 of
the Crew Manual (Section 3) contains takeoff
and landing tables and simplified takeoff perfor-
mance charts as well as duplicates of sorne charts
found in the Flight Manual.
and descent is in Volume 2 of the Crew Manual
(Section 4). In addition, this section contains
data for holding and single engine cruise perfor-
mance. Amplifying information on these sub-
jects is found in Section 2 of the same manual.
Weight and balance data, found in the Weight
and Balance Manual, include the following:
general information applicable to all 700A air-
planes such as the weightlCG diagram, the deri-
vation of typical operating weight, useful load
data including the fuel weight and moments,
elevator trim settings, and information specific
to the individual operator's airplane.

January 1984 FOR TRAINING PURPOSES ONL y 18·1

 FlightSafetyinternational

All information given refers to the 700A with Section 4 contains notes explaining the use of the
APR and without thrust reversers. If this is not flight planning charts and tables in that section.
the case, the numbers obtained will be different
but procedures used will be the same. AIso,
FLlGHT PLANNING
Volume 2 of the Crew Manual for airplanes
without APR or with thrust reversers does not Flight planning data may be used in many ways
contain the charts and tables in Section 3. to get useful information. The following
demonstration is only one of those ways. How-
ever, because of the way the planning tables and
PERFORMANCE charts are organized, this method provides a
logical sequence from one type of table or chart
to another.
GENERAL
The following conditions are established in
Various sections of the Flight Manual and Crew order to plan a complete flight. These are ex-
Manual (Volume 2) provide a great deal of infor- amples only. Other altitudes and speeds may be
mation to aid the pilot in the use and under- used in trip planning, and other flap settings
standing of the performance charts and tables. may be used for airport performance.
The Performance Manual issued by FlightSafety
contains a list of recommended readings from Departure Airport Data
these two sources. Pressure altitud e 2,000 ft
Temperature.................................... 20 ° e
In Section 5 of the Flight Manual, performance
Runway length 7,000 ft
information is spread out among the various
subsections referring to different sets of charts Wind 10 knot headwind
(that is, Takeoff Field Length Data, Net Take- Runway gradient 1OJo downslope
off Flight Path, Landing Field Length, etc.). Obstacle:
This information may include all or sorne of the
Height 100 ft
following: how to use the graphs, procedures to
be used to obtain the indicated performance, Distance from end of runway 6,000 ft
regulatory basis for the charts, definitions of Airplane Data
terms, the conditions assumed in the charts, and
notes to explain sorne assumptions or excep- Basic Operating Weight (BOW) 14,300 lb
tions. This information must be read to fully Passengers: 6 @ 170lb each .... .. .. 1,020 lb
understand the charts and how they are used. Baggage: 6 pieces @ 30 lb per
Other information of importance is contained in passenger 180lb
the definitions in Section 1 (General) and in Per-
Zero fuel weight (ZFW) 15,500 lb
formance Limitation in Section 2 (Limitations).
Flaps 15°
The Crew Manual (Volume 2) contains informa- Ice prevention bleeds Off
. tion in Sections 2, 3, and 4. Section 2 has notes
on engine limitations and power settings as- Destination Airport Data
sumed in various flight conditions. There is also Pressure altitude 4,000 ft
extensive data on procedures to be followed to
'~chieve optimum airplane performance as estab- Temperature 20° e
lished in Section 4, Flight Planning. Section 3 Runway length 6,000 ft
has notes on the charts contained in that section. Wind O

FOR TRAINING PURPOSES ONL y January 1984

18·2

Cruise Data
To Destination To Alternate
Distance 1,500 NM 160 NM
Wind 50 knots head-
wind O added separately according to the notes given in
Temperature ISA ISA
Cruise altitude 37,000 ft 15,000 ft
Cruise speed Long-range cruise Long-range
cruise
Airplane performance is determined for takeoff,
landing and obstacle clearance (airport perfor-
mance), and trip planning (climb, cruise, and
descent). The actual order of finding data is as
follows: trip planning, takeoff, obstacle clear-
ance, and landing. The reason this order is
followed is that the trip planning tables are ar-
ranged in terms of arrival (landing) weights. Fuel
required and airplane gross weight must there-
fore be found from trip-planning data before
airport performance can be determined.
TRIP PLANNING
Trip-planning tables and figures are found in
Volume 2 of the Crew Manual in Section 4. The
following exercise refers to information in the
Crew Manual for an airplane without thrust
reversers installed, but the discussion is valid for
both airplanes. The tables and figures will be
used to determine the following: trip and divert
information, reserve, climb and descent figures,
and cruise reference numbers.
In order to figure trip fuel and time re-
quirements accurately, planning must be started
at the end of the flight-that is, on the ground at
the alternate. Fuel and time are then figured for
each preceding flight segment until takeoff and
ramp requirements are determined.
Figure 18-1 (Trip-Planning Worksheet) is com-
pleted in three columns: gross weight, fuel, and
time. Any additions of fuel are added in both the
gross weight and fuel columns. Time factors are
entered in the time column. The final solutions
will be takeoff and ramp weights, takeoff and
ramp fuel requirements, and flight time to
destination.
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
intemational
In the HS-125 the flight planning tables are
called sector tables, and they include time and
fuel for takeoff, climb, cruise, and descent down
to 1,500 feet. They do not include fuel for start-
ing, taxiing, approach, or landing. These will be
the Reserves and Allowances subsection.
Trip planning is begun with the zero-fuel weight
(ZFW). Fuel for allowances, reserve, divert, and
the trip will be added in turno Enter the airplane
ZFW (15,500 pounds) in the gross weight col-
umn of the worksheet.
Allowances
If the pilot desires to allow for taxi fuel at the point
of landing, Reserves and Allowances gives 10
pounds per minute as an allowance. Therefore,
assume taxi for 10minutes. Enter 100pounds and
10 minutes in the worksheet. As is stated aboye,
the sector tables allow for a descent to 1,500 feet.
To account for an approach, refer to Reserves and
Allowances. One hundred pounds is assumed for
a VFR approach and 250 pounds for an IFR ap-
proach. If it's VFR is at the alternate, enter 100
pounds. No time value is given.
Reserve Fuel Requ!rements
Reserve fuel requirements for an IFR flight must
be sufficient to fly 45 minutes at normal cruise.
One way to figure this is at long-range cruise
although any speed may be used. Use the 5,000
feet data in the Long-Range Cruise table (Table
24) as an example.
At this point the airplane weighs approximately
15,700pounds, rounded off to 16,000pounds. At
5,000 feet and ISA temperature the fuel flow is
1,500 pounds/hour. However, the chart assumes
an airplane weight of 20,000 pounds. The Corree-
tion to Fuel Flow table at bottom left shows a sub-
traction of 100 pounds/hour at 16,000 pounds.
The fuel required for 45 minutes is therefore 1,050
pounds (1,500 - 100 x 75070).Enter 1,050 pounds
and 45 minutes in the worksheet.
Adding the worksheet columns now gives 16,750
pounds gross weight (arrival weight at alternate)
and 1,250 pounds of fuel. Don't add the time
column.
18·3
 FlightSafety
internalional

TRIP·PLANNING WORKSHEET
OESTINATION ALTERNATE WEIGHT

Dist !?W NM Dist I/J() NM BOW /4¡~pD-

Wind
10m~
,.,p ('!1II1M
air dist
Wind o ~ ds
Pax /, t:JW LJ.
Temp ItJA Temp ¡9-A Baggage /b'() .IJ.
Altitude _3,'?ea? ff Altitude 15,az; Pr ZFW 1.5;5«)4-
Speed ~- flAN6¡ tALIJé Speed tp~-/lAAI(:é MI/1St
GROSS WEIGHT FUEL TIME

ZFW 15, 5'a; .IJ.

Taxi /!l~ ;/J-. ¡tJ~ /_J. (lO M/N)
Approach and Landing /00 tt lO!) ./J-
Reserve IJ()SpA- ~().5f)/J. ~ N/Al
Weight at Alternate 16, '1S0 IJ- /, 2S0,/J.
Divert q()() A- t¡t()1J. 3~ MIA)
Correction O/J. (l/J. o MII/
Approach 250 A- 25f;Jt
Weight at Destination 1'1, 'I()IJ Jt t~JJ.
Trip S, fI'15/J. .5;9'5/1- 4.¡JZ
Correction 3110 lJ. ~.I- .r2
Takeoff Weight 2'1, /?5 .IJ. ?,~'lr.d-1f]fTime to Dest
Ground Burnoff /00 A. I~()/J.
Ramp Weight 2l/¡ 2-?S- JI. K; ??SJt Total Fuel Required
TIME OIST FUEL

Climb Information 29 MI)) /32 NU 1,1'10 LJ..

Descent Information It.S' NI)) fe!' NA-! ~~()LJ-
Figure 18·1. Trip·Planning Worksheet

FOR TRAINING PURPDSES DNL y January 1984

18·4

Divert Fuel Requirements
Enter the Short-Range and Diversion Fuel and
Time table from the left with the air distance
(160 NM), go to the desired cruise altitude
(15,000 feet), and read the time and fuel re-
quired. Enter the fuel (900 pounds) and the time
(36 minutes) in the worksheet.
The table assumes that the airplane will be
landed weighing 16,000 pounds. If the actual
landing weight is higher, more fuel must be car-
ried for the extra weight. 00 down the altitude
column into the arrival weight (ARVL WT)
table at the bottom. At the expected arrival
weight (about 17,000 pounds) go to the right in-
to the sector fuel tableo At the sector fuel from
aboye (900 pounds) read the Correction to Sec-
tor Fuel for Arrival Weight. In the 1,000 pounds
(fuel) column at 17,000 pounds (arrival) there is
Ocorrection. Enter Opounds as the correction in
the worksheet. As noted, the correction for sec-
tor time is negligible in all cases. Enter Ominutes
in the worksheet.
The sector fuel and time inelude missed ap-
proach or takeoff, elimb at the normal elimb
schedule, cruise at long-range cruise, and de-
scent at the normal descent schedule to 1,500
feet. (These elimb and descent schedules will be
discussed later.) The approach fuel at the alter-
nate has been accounted for aboye, but an ap-
proach to the destination must now be added.
Reference to Reserves and Allowances shows
250 pounds for an IFR approach. Enter this in
the worksheet. No time value is given.
Adding the worksheet columns now gives 17,900
pounds gross weight (arrival weight at destina-
tion) and 2,400 pounds of fuel.
Trip Fuel Requirements
Before trip-planning sector tables can be
entered, the pilot must correct trip distance for
cruise wind. (This would also be necessary in the
Short-Range and Diversion table used aboye if
any wind were present.) Three tables in the front
of Section 4 account for wind based on true air-
speeds of 360, 390, and 430 knots. Reference to
the Long-Range Cruise, .68 M IND or Maxi-
mum Speed table (Table 25F) shows that, for
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
international
long-range cruise at 37,000 feet and ISA tem-
perature, the TAS (true airspeed) for all weights
is 390 knots. Therefore, go to the 390 KT TAS
table labeled "Air Distance in Terms of Sector
Distance and Cruise Wind Component." Enter
the table from the top center under Knots O. 00
down the column to the no wind ground distance
to the destination (1,500 NM). Correct for 50
knots of headwind and read 1,721 NM. Enter
this in the worksheet as the air distance.
Trip fuel requirement tables (called Sector
Tables) inelude low- and high-altitude tables for
maximum speed cruise and high altitude for
long-range cruise. Each table represents an
altitude range (5,000 feet to 25,000 feet for low
altitud e and 27,000 feet to 41,000 feet for high
altitude) at temperatures from ISA - 20 o C to
ISA + 20 o C. For this example, the long-range
cruise table at ISA (Table 14) will be used.
Enter the table from the left with the air distance
found aboye (1,721 NM, use 1,725), go to the
right to the cruise altitude (37,000 feet) and read
the sector time and fuel required (interpolate
and read 272 minutes [4 + 32] and 5,975
pounds). Enter these in the worksheet.
As in the divert table, this data assumes the
airplane is to be landed at 16,000 pounds. As the
actuallanding weight is to be 17,900 pounds (use
18,000), corrections must be made. I~ the 37,.000
feet column drop down to the arnval weight
table to 18,000 pounds and go to the right into
the sector fuel tableo At the sector fuel table
from aboye (5,975 pounds, use 6,000) read the
correction to Sector Fuel for Arrival Weight.
Enter this weight (+ 300 pounds) in the
worksheet.
A similar correction is made to sector time. In
the Correction to Sector Time table, enter with
the arrival weight (18,000 pounds), and go to the
sector time (272 minutes); interpolate to read
1Y2 minutes (use 2 minutes). Enter this in the
worksheet.
Adding the worksheet columns now gives 24,175
pounds gross weight (takeoff weight), 8,675
pounds fuel required, and 4 + 34 flight time to
destination. The time (4 + 34) and fuel (6,275
pounds) to destination inelude takeoff, elimb;
cruise, and descent to 1,500 feet. The approach
at the destination was ineluded earlier.
18·5

Ramp Weight and Total Fuel
The ramp weight total fuel allows a nominal
amount for startup, poststart checks, and taxi-
ing. Reserves and Allowances shows a typical
allowance of lOOpounds. Add lOOpounds into
the worksheet. The final worksheet total is thus
24,275 pounds (ramp weight) and 8,775 pounds
(total fuel required). This requirement would
make it necessary that the ventral tank be fueled,
as the wing tank carries only 8,146 pounds. To
get exactly 8,775 pounds the wing tanks would
have to be 267 pounds light, because the ventral
tank must be full if it is fueled at all. In actual
practice, most pilots would fill both tanks, thus
loading 9,042 pounds (8,146 pounds wing fuel
and 896 pounds ventral fuello This weight would
make the ramp weight 24,442 pounds. For this
exercise we will use the optimum value of 24,175
pounds takeoff weight.
Climb, Descent, and Cruise
Although the fuel and time requirements found
aboye include climb, cruise, and descent totals,
separate data for climb and descent may be de-
sired. Separate charts are provided.
Climb Data
The climb data-time, distance and fuel
burnoff -are given in the charts labeled "Normal
Operational Climb- Time to Height," "Normal
Operational Climb-Distance to Height," and
"Normal Operational Climb-Fuel to Height."
Enter at the bottom with takeoff weight, correct
for level-off altitud e and temperature, and read
the time, distance, or fuel required at right. The
information is based on the climb schedule on the
charts, 230 knots IAS/0.63 M IND. This sched_ule
is expanded in Section 2, in the Climb, Cruise,
Descent, and Holding subsection under Normal
Operational Climb.
For the takeoff weight of 24,175 pounds (use
24,200 pounds) from the problem, climb infor-
mation to the cruise altitude of 37,000 feet
would be 29 minutes (Normal Operational
Climb- Time to Height), 154 nautical miles
(Normal Operational Climb-Distance to
Height), and 1,140 pounds .of fuel (~ormal
Operational Climb-Fuel to Height). The distance
FOR TRAINING PURPOSES ONL y
18·6
FlightSafety
international
is no wind; therefore, a wind adjustment would
have to be made. A correction may be made to
climb distance by adjusting the mean climb TAS
in the Normal Operational Climb-Rate-of-
Climb chart with the wind component and
multiplying by the time factor; that is, (TAS ±
wind) x Time -7- 60 = distance (in this example,
[323 - 50] x 29 -7- 60 = 131.9, use 132 NM).
Deseent Data
The descent data-time, distance, and fuel
bumoff-are given in the Descent figure. Enter
at left with altitude, correct for weight, and read
the time, fuel, and distan ce required. Amplify-
ing remarks are in Section 2 under Descent. At
the indicated schedule (0.70 M IND/285-250
knots lAS), the descent from 37,000 feet at
about 18,000 pounds would be about 18.5 min-
utes, 220 pounds, and 105 nautical miles. Again,
no wind is assumed. A correction may be made
to descent distance by adjusting the mean TAS
at the bottom with wind component in the same
method as for climb; that is, (TAS ± wind) x
Time -7- 60 = distance (in this example, [342 -50]
x 18.5 -7- 60 = 90 nautical miles).
Cruise Data
Cruise data needed to obtain the performance
determined in the trip planning example are
found by following the cruise schedule that
matches the desired cruise speed selected. Maxi-
mum speed cruise tables and long-range cruise
tables appear in Section 4.
For the trip planning example of 37,000 feet and
long-range cruise, refer to the Long-Range
Cruise .68 M IND or Maximum Speed tableo
Subtracting the climb fuel (l, 140 pounds) from
the takeoff weight (24,175 pounds) gives an ap-
proximate level-off weight of 23,000 pounds. At
O o C temperature relative to ISA, the initial
cruise data is (interpolated):
TAS 390 kt
Total fuel flow 1,400 lb/hr
lAS 213 kt
The maximum speed cruise and long-range
cruise are explained in Section 2, in the Climb,
Cruise, Descent, and Holding subsection under
Cruise. At 37,000 feet, long-range cruise is a
January 1984

constant .68 M IND or maximum speed. In the
case of the example at ISA, the cruise is at .68 M
IND. As the airplane weight decreases to the
descent weight of approximately 18,100 pounds
(17,900 pounds landing weight plus 220 pounds
descent fuel), the TAS and lAS remain the same
and the fuel flow decreases as follows:
22,000 lb 1,350 lb/hr
20,000 lb 1,300 lb/hr
18,000 lb 1,250 lb/hr
Cruise data of a similar nature is given for maxi-
mum speed cruise. According to the information
in Section 2 under Cruise, maximum speed
cruise is based on maximum cruise power. This
is determined by NI, N2, or ITT limits. There-
fore, the maximum speed cruise tables do not
contain any constants since the NI, N 2, and ITT
limits all change by altitude and temperature and
the speeds change by weight.
AIRPORT PERFORMANCE
Airport performance is determined from charts
in the approved Airplane Flight Manual (AFM).
Supplementary charts and tables as well as dupli-
cates of sorne charts in the AFM are found in
Volume 2 of the Crew Manual (CM) in Section
3. Unless otherwise stated, all references to
charts will be to the AFM.
Airport performance is divided into 3 areas:
takeoff, obstacle clearance, and landing. The
charts and tables will be used to determine com-
pliance with the operating regulations and to
determine the actual airport performance. Com-
putation guides to aid in the following steps are in
the Performance Manual issued by FlightSafety.
NOTE
AH references in the AFM and CM
to altitud e or airport altitude refer
to pressure altitude. Do not use air-
port elevation in performance com-
putations.
TAKEOFFPERFORMANCE
Figure 18-2 (Takeoff Performance Worksheet)
is filled in to figure maximum weights allowable
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
intemalional
by the operating regulations, runway require-
ment, speeds, and power settings.
For this problem flaps 15 o is being used. Similar
charts are available for flaps O°. Differences do
exist and will be discussed as they occur. Dif-
ferences also exist based on whether APR
(Automatic Performance Reserve) is used or
thrust reversers are installed. These will also be
discussed. The following discussion is based on
APR being used and thrust reversers not in-
stalled. If this is not the case, the weights will
always be lower than in the example shown.
Maximum Certificated Takeoff
Weight
The maximum certificated weight for the 700A is
either 24,800 pounds or 25,500 pounds. Earlier
models were 24,800 pounds but may be up-
graded. Where 25,500 pounds is the limit, it is
also the maximum ramp weight. For this exam-
ple enter 25,500 pounds in the worksheet for
maximum certificated takeoff weight.
Maximum Takeoff Weight tor
Altitude and Temperature (WAT)
The weight found in the Maximum Takeoff
Weight for Altitude and Temperature,Flaps 15 o
chart (in the Takeoff WAT Curves subsection)
complies with the operating regulations for mini-
mum climb capability if an engine fails at VI.
Enter the chart with the pressure altitude of the
takeoff airport (2,000 feet), go to the ambient
temperature (20 o C), and read the maximum
weight at the bottom. Enter the weight (24,550
pounds) in the worksheet as the weight for alti-
tude and temperature. This is referred to as the
WAT (Weight, Altitude Iemperature) limit.
NOTE
If the takeoff is to be made with
engine ice prevention bleeds ON,
enter the chart with the higher of
the ambient temperature plus
10 o C or ISA plus 10 o C. This cor- .
rection applies to all AFM charts
involving temperature, except NI.
18-7
 FlightSafety
international

TAKEOFF PERFORMANCE WORKSHEET

CONOITIONS

Press Alt 2)000 F'1' Rwy Length ?oOOFr Clearway -

Temp Zo°C Rwy Gradient -/ i. Stopway -
Wind + I() «r Flaps /5" Antl-lce OrF
lMAXIMUM TAKEOFF WEIGHT LlMITS

Max Certificated Z5;S(()O $

Weight for Alt and Temp (WAT) 2/1/ 550 LI-
Weight for Field Length 24,350 11-
Tabulated Data 23" ~b
Simplified Chart 2'1-,3so .b-
2"D" Value Chart Z~ 'Iso .,/J
TAKEOFF INFORMATION

"Taksoff Weight 2~/7> .tfr. Speeds:

Rwy Required 6,,700 F7 VI /33 KrS
VR /33 "
NI Ref (NI APR) 99. ¿, t (I ol. O ¡.) V2 13'/ "
Max Continuous 9B5°C VFTO /0/ "
VSE /'73 "
FIELO LENGTH CALCULATIONS FOR "O" VALUE

TODA 7tJoo Fr D 'l300 Fr

ASDA looo rr V1/VR , ?tfS
3TORA
&.\t1( IIl!JeV D JJ{:)1" .... , t"Jf3D
ASDA
,,,- ~@!7(VJ -
V1/VR
ff(J(V' .-
Notes: 'The lowest weight shown is the limiting weight. "This step required only when a clearway is used.
2See"Field Length Calculation~l!or 'D' Value." 4Limiting weight or desired takeoff weight
Figure 18·2. 'Ta~eoff Performance Worksheet

FOR TRAINING PURPOSES ONL y January 1984

18·8

Maximum Takeoff Weight for
Field Length Requirements
The weight found by this step is the maximum
weight that meets runway requirements; that is,
takeoff distance and accelerate-stop distance.
The maximum weight may be figured by 3 meth-
ods: tables, simplified charts, or "D" value
charts. The first two are found in the CM. For
airplane operations without APR or for airplanes
with thrust reversers, this section is blank, and the
discussion is not applicable. The "D" value charts
are in the AFM. Each method will be covered.
Tables
The tables are found in the CM. Basic limita-
tions are: the tables use zero wind and gradient,
VI = VR, the highest temperatures indicate the
WAT limit, and data cannot be interpolated
within the shaded areas. Enter at left with pres-
sure altitude and go to the desired takeoff weight
(24,175 pounds from flight planning). This
would be between the 25,000 and 24,000 pound
columns. The highest temperature in the 25,000
pound column is 18 o C, lower than the operat-
ing conditions in this problem (20 O), indicating
that the weight exceeds the WAT limit. In the
24,000 pound column, 20 o C is in the shaded
area, and note number 4 says this data is inac-
curate. Therefore, use the next lower weight. At
23,000 pounds, 20 C is out of the shaded area
0
and requires only 5,600 feet of runway. Enter
23,000 pounds in the worksheet as the Field
Length limit for Tabulated Data. This is the
maximum weight that can be determined from
the tables. Even this weight assumes zero wind
and gradient. In this example, the wind and gra-
dient can be discounted because headwind and
downslope both decrease runway required.
For the O o flap tables there is one further limita-
tion: the maximum usable runway is 9,800 feet
due to brake energy limits (see note 3). If more
runway is to be used, the "D" value chart must
be used.
Simplified Takeoff Performance
The Simplified Takeoff Performance chart for
15 o flaps in the Crew Manual will, in most cases,
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
international
yield a higher weight than the tables because it
does not have any of the limitations except VI =
VR. Enter first at left with temperature (20 o C),
correct for pressure altitude (2,000 feet), and
proceed to the reference line at right center.
Enter a second time at bottom with runway
available (7,000 feet), correct for gradient (-1070),
wind (10 kts headwind), pressure altitude (2,000
feet), and proceed straight up. Intersect a corree-
tion line from the point at which the first line
hit s the reference line, go to the right, and read
the maximum weight allowable (approximately
24,350 pounds). Enter this in the worksheet as
the limit for Simplified Charts. If the runway
available, corrected for gradient, ends up in the
shaded area, brake energy limits are encoun-
tered. See the note at the left of the chart.
"D" Value Charts
As was mentioned aboye, these charts are in Sec-
tion 5 of the AFM, in the Takeoff Field Length
subsection, and must be used for airplanes with-
out APR or with thrust reversers. They must also
be used if clearway or stopway is to be used. How-
ever, clearway and stopway will not be discussed.
The "D" Value charts are in a series of three.
"D" values (distance values) are found from the
first two charts, (Value of "D" and V/VR for
Takeoff Distance and Accelerate-Stop Distance
Available, Flaps 15 o and Value of "D" and
V,/VR for Takeoff Run and Accelerate-Stop Dis-
tance Available, Flaps 15 O), and the lower of the
two "D" values is used in the third chart (Maxi-
mum Takeoff Weight for Value of "D," Flaps
15 O) to find the limiting weight. The "D" value
charts also yield a ratio of VI to VR. Use the Field
Length calculations for "D" value at the bottom
of the worksheet. Fill in the following numbers:
• TODA-7,000 ft
• ASDA-7,000 ft
• TORA-Not required
• ASDA-Not required
The Value of "D" and V,/VR for Takeoff Dis-
tance and Accelerate-Stop Distance Available,
Flaps 15 o chart is entered twice. Enter at left
with takeoff distance available (TODA = runway
18·9

length or 7,000 feet) , correct for gradient, cor-
rect for wind, and go into the grid at right. Enter
at bottom with accelerate-stop distance available
(ASDA = runway available or 7,000 feet), cor-
rect for grichent, correct for wmd, and go up in-
to the grid. Where the two lines intersect, read
the "D" value and V¡/VR ratio. These should be
approximately 7,300 feet ("D" value) and .995
(V¡/VR ratio). Enter these in the worksheet.
The value of "D" and V¡/VR for Takeoff Run
and Accelerate-Stop Distance Available, Flaps
15 o chart is entered the same way but is only
used if a clearway is being considered. Since this
is not the case here, the chart is not required.
The Maximum Takeoff Weight for Value of
"D, " Flaps 15 o chart is used similarly to the
simplified chart. Enter at left with temperature,
correct for pressure altitude, and proceed to the
reference line at right center. Enter a second time
at bottom with the "D" value determined from
the Takeoff Distance chart (7,300 feet), correct
for pressure altitude, and proceed straight up.
Intersect a correction line from the point at which
the first line hits the reference line, go to the right,
and read the maximum weight allowable
(approximately 24,450 pounds). Enter this in the
worksheet as the limit for "D" Value charts.
The weight determined from the "D" value
chart is determined by balanced field length
(that is, the takeoff distance equals the
accelerate-stop distan ce as determined by an op-
timum value of V¡ speed) and is based on the
V¡/VR ratio found from the chart (.995 in this
case). For this problem the difference between
V¡ and VR would be about % of a knot which is
negligible; therefore, use the simplified limit of
24,350 pounds as the Weight for Field Length.
NOTE
Since the simplified charts assume
VI = VR, the field length required
is determined by the accelerate-stop
distance.
18·10 FOR TRAINING PURPOSES ONL y
FlightSafety
International
A review of the figures entered in the worksheet
shows that the limiting takeoff weight is 24,350
pounds, the field length limito This is in excess of
the takeoff weight required (24,175 pounds)
found in trip planning, so the flight can be
made. The following input s are still needed to
complete the takeoff worksheet:
• Runway required
• Takeoff speeds
• Power settings
Runway Required
To determine the runway required, return to the
Simplified Takeoff Performance chart in the
CM. Establish the point on the reference line us-
ing temperature and pressure altitude as before;
enter at right with takeoff weight (24,175, use
24,200 pounds), go to the left and intersect the
correction line from the point at which the
temperature, pressure line hits the reference line,
and go down and correct for pressure altitude,
wind, and gradient. Read the runway required
(about 6,700 feet) at the bottom. As explained,
this is the accelerate-stop distance. The takeoff
distance will be somewhat less.
Takeoff Speeds
(VH VR, V2, VFTO, and VSE)
The VI, VR, V2, VFTO, and VSE speeds are
found in the approved Airplane Flight Manual.
If the tables are used to find takeoff weight, the
speeds (except for VSE)can be determined in the
tables. VR, V2, and VSE speeds are also
tabulated separately in the CM (Takeoff Speeds
with APR). These speeds are inaccurate in the
shaded area. In such a case (as this one is) the
charts must be used.
Critical Engine Failure
Recognition Speed (V1)
For this problem, VI = VR according to the
basic premise of the Simplified Takeoff Perfor-
mance }chart. If a separate VI is to be used, the
January 1984

Conversion of VI/VR into VI, Flaps 15 o and
Flaps O o chart (AFM) is used. Enter at the bot-
tom with VR, correct for VI/VR ratio (from
"D" value calculations), and read VI at left.
Rotation Speed (VR), Takeoff
Safety Speed (V2), and Final
Takeoff Climb Speed (VFTO)
Charts for these speeds are in both the AFM in
the Takeoff Procedures and Speeds subsection
(Takeoff Speeds, Flaps 15 O) and the CM
(Takeoff Speeds, Flaps 15 O). Enter the chart
with temperature, correct for pressure altitude,
and proceed to the right; intercept the weight
grids and read VR and V2 at the bottom. Enter
VR (133 knots) and V2 (134 knots) in the
worksheet. Since VI = VR for this problem,
also enter 133 knots as V l.
To find VFTO, read the note at the top of the
chart. VFTOis V2 + 27. Enter 161 knots in the
worksheet. For 00 flaps, VFTOis V2 + 20.
NOTE
For operations without APR, VFTO
is V2 + 13 for 15 o flaps and V2 + 6
for O o flaps respectively.
NOTE
For airplanes with thrust reversers,
VFTO for O o flaps is found on a
separate chart in the AFM. The
chart is used the same as the normal
speed chart.
Single Engine Enroute Climb
Speed (VSE)
VSE is dependent only on gross weight and is
found in the AFM on the Enroute Climb Speed
chart and in the CM on the Takeoff Speeds,
Flaps 15 o and O o table. Enter the chart with the
weight, correct at the diagonal line, and read
VSE at left. VSE is found in the CM table at far
right. Interpolate as necessary. Enter the speed
(173 knots) in the worksheet.
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
International
Power Settings
The Takeoff Reference NI settings and maxi-
mum continuous ratings are the minimums
necessary to obtain the proper engine thrust in
order to achieve the performance found in the
charts.
Takeoff Reference N1
The NI settings are found from tables in the
AFM (Takeoff Reference NI O,1o-Eng Anti-ice
Off), in the CM (Takeoff Reference NI %-Eng
Anti-ice Off), or in the checklist. Enter with
pressure altitude and temperature and read NI
settings (% rpm). Enter NI reference (99.6%)
and Nlapr (101.0%) in the worksheet. Nlapr
would only occur on engine failure. NI settings
for engine anti-ice are shown in separate tables.
Maximum Continuous
Maximum continuous rating is defined as
885 o C ITT or full throttle (CM, Section 1).
Enter 885 o C in the worksheet.
Obstacle Clearance
Under sorne circumstances it may be necessary
to determine if the airplane can clear obstacles in
the takeoff flight path. Charts are provided in
the Flight Manual that comply with FAR Part
135, which states that all obstacles in the net
flight path must be cleared by 35 feet. Net per-
formance is determined by subtracting 0.8%
from gross climb gradients. In actual practice,
this is not necessary because the adjustment has
been made in the charts.
The Obstacle Clearance Worksheet (Figure 18-3)
is filled in to figure if airplane net performance is
sufficient to clear the given obstacle(s) or to find
the maximum weight allowable by obstacle
clearance requirements. All obstacle clearance
charts are in the AFM only in the Net Takeoff
Flight Path Data subsection. Obstacle clearance
is determined by comparing the airplane gra-
dient available with gradient required to clear
the obstacle.
18·11
 FlightSafety
international

OBSTACLE CLEARANCE WORKSHEET

CONDITIONS

Press Alt 2,ot?tJ r'r Rwy Length l~rr Flaps /5°

Temp eZ()- Takeoff Wt ztl,uo.4 Anti-Ice ¿:?Fr
Wind +/0 K7S
OBSTACLES

NO_ DIST FROM 1DISTFROM

HEIGHT
END OF RWY REF ZERO

1. /a: rr b,a;o pr 6,~ Pí

2.

Rwy Required /::J, ?Q;::) P'r

2Dist from Ref Zero
to End of Rwy 3«> ff
2nd Segment Climb Gradient
Available /,7 f,
Limiting Weight NA
GRADIENT REQUIRED CALCULATIONS
Obstacle /po
Gradient (%) = IJeight x 100 1. Grad = 1,,300
x 100=f.~f.
dlstance
2. Grad = x 100

Notes:
'Dlstance from end of runway required to end of runway plus distance from end of
runway to obstacle
2Ref Zero = end of runway required

Figure 18·3. Obstacle Clearance Worksheet

FOR TRAINING PURPOSES ONL y January 1984

18·12

Gradient Required to Clear
Obstacle
The gradient required to clear the obstacle is
determined mathematically by employing the
formula on the worksheet:
Gra dilent (1t1 height x 100
-rO) = -'d7-is=ta n:"::_c=--e-
Q segment gradient chart will be entered backward
The "height" is the height of the obstacle aboye
reference zero; the "distance" is the distance to
the obstacle from reference zero. Reference zero
is the point on the ground where the airplane
reaches the end of the takeoff distance (that is,
the 35-foot point). For this problem use the run-
way required found in Takeoff Performance.
The distance from reference zero, then, is the
total of the distance required to the end of the
runway plus the distance from the end of the run-
way to the obstacle. For this problem the runway
requirement of 6,700 feet is 300 feet short of the
end of the runway (7,000 feet). This 300 feet is
added to the distance to the obstacle from the end
of the runway (6,000 feet).
Enter the obstacle height and distance (100 feet
and 6,300 feet) in the formula in the worksheet.
Make the necessary calculation to find the gra-
dient required to clear the obstacle (approxi-
mately 1.590/0).Enter this in the worksheet.
Net Takeoff FlightPath-Second
Segment Net Gradient
The Net Takeoff Flight Path-Second Segment
Net Gradient, Flaps 15° chart is used to figure the
net climb gradient available. Enter at the lower
left with the temperature, correct for pressure
altitude and weight, and intercept the diagonal
line at right. From the diagonal line go straight
up, correct for wind, as necessary, and read the
net gradient as a percentage.
In this problem, the diagonalline is intersected on
the "dog leg" of the lineo When the airplane
weight is on or near the WAT (climb) limit, the
"dog leg" will always be intercepted, giving a net
gradient available (no wind) of 1.6%. This is as it
should be, for the gross second segment mini-
mum gradient of 2.4% minus the net correction
of 0.8% gives 1.6%. Taking into account the 10
knots of headwind, the chart yields an answer of
about 1.7%. Enter this in the worksheet.
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
international
For the problem, the net airplane gradient
available (1.7%) exceeds the gradient required to
clear the obstacle (1.59%); therefore, the climb
performance at the desired takeoff weight is suf-
ficient to clear the controlling obstacle. In this
case it is not necessary to figure a limiting
weight. If the obstacle is not cleared, the second
with the required gradient to figure an obstacle
clearance limiting weight.
APPROACH ANO LANOING
PERFORMANCE
The Approach and Landing Performance
Worksheet (Figure 18-4) is filled out to figure
maximum landing weight allowable by operating
regulations, runway requirements, and speeds.
AH approach and landing performance is based
on the assumption that APR is off.
Maximum Certiticated Landing
Weight
The maximum certificated landing weight is
22,000 pounds for all airplanes. Enter this in the
worksheet.
Maximum Landing Weight tor
Altitude and Temperature
(Landing WAT)
There are three landing WAT charts, those for
Flaps 15°, Flaps 25°, and Flaps O°. Of these, the
chart for flaps 15° is the certificate limit; that is,
this chart gives the maximum weight that meets
the operating regulations. The other charts are
for additional information and will not be
discussed.
The chart for flaps 15° complies with operating
regulations for minimum climb capability on a
single engine (approach climb). The available
performance exceeds that required on two
engine (baulked landing or landing climb). The
actual intent of the operating regulations is that
the takeoff weight should be such that the
airplane does not arrive at its intended destina-
tion in excess of the weight permitted by climb
18·13
 FlightSafety
Internalional
e

APPROACH ANO LANOING

PERFORMANCE WORKSHEET
CONDITIONS

Press Alt 'l,a:o rr Rwy Length 6,cw Fr Flaps .L/s ~

Temp 20" e Anti-Ice OFF
Wind o
lLANDING WEIGHT LlMITS

Max Certificated 2Z-,~ /.,#

Weight for Alt and Temp (WAT) 2/, ~so o..
Weight for Field Length 2Z, a/C) .Lt-
LANDING INFORMATION

2Landing Weight 1'l,'1{,OLt Speeds:

3Rwy Required 4~Zt:orr VREF /I~ K15
4Gross Landing Dist 6Approach
Z,S20Fr Climb /:J~ Kr5
5Rwy Required, Wet
!-,SJOff Landing
Climb
/13 K-rs
Rwy Required, Slippery t:¡,pa;rr
Notes:
"The lowest weight shown is the limiting weight.
2Limiting weight or desired landing weight
3FAR Part 135, rwy required
4Part 135, rwy required x 60%
5Part 135, dry rwy required x 1.15%
61.45Vs for flaps 15° (see AFM)

Figure 18-4. Approach and Landing Performance Worksheet

18·14 FOR TRAININGPURPOSES ONLy January 1984


capability. A portion of the chart also contains
limits based on brake energy capacity. This
assumes the landing will be made at 45 o flaps.
Enter the chart from the left with the airport
pressure altitude, go to the ambient tempera-
ture, and read the maximum weight at the bot-
tomo Enter the weight (21,650 pounds) in the
worksheet. Note that the limitation in this case is
due to brake energy capacity rather than ap-
proach climb gradient.
Maximum Landing Weight íor
Landing Distance Available
The weight determined by the Maximum Land-
ing Weight for Landing Distance Available-
Flaps 45 o chart (Landing Field Lengths subsec-
tion) is based on the landing distance re-
quirements of FAR Part 121 and Part 135,
which are the same (see note at top center of
chart). The regulation states that the actualland-
ing distance cannot exceed 60% of the runway
available. Enter the chart at left with landing
distance available (runway), correct for wind
and pressure altitude, and read the maximum
landing weight at the bottom. In this case, as in
most cases, the weight exceeds 22,000 pounds,
the maximum certificate weight. This indicates
that there is more runway available than is
needed. Enter the maximum certificated landing
weight (22,000 pounds) in the worksheet as the
Weight for Field Length.
A review of the worksheet at this time shows
that the landing weight is limited by the WAT
limit of 21,650 pounds. This is in excess of the
desired landing weight of 17,900 pounds at the
destination determined previously in trip plan-
ning, so the flight may be made as planned. The
following inputs are still needed to complete this
worksheet:
• Runway required
• Landing speeds
• Landing distance corrections
Runway Required
To determine the runway required, return to the
Maximum Landing Weight for Landing Dis-
January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
international
tance Available, Flaps 45 o chart. Enter at bot-
tom with landing weight (17,900 pounds) and
work backward, correcting for pressure altitude
and wind to read runway required at left. Enter
the runway required (4,200 feet) in the work-
sheet. Remember, this is the runway required for
Part 121 and 135. To determine the gross land-
ing distance from 50 feet, multiply by 600/0.
Enter the result (2,520 feet) in the worksheet as
the gross landing distance. This distance is based
on being 50 feet over the landing threshold at
VREF, with the engines at idle. The landing is
made within 800 feet of the threshold, and maxi-
mum braking and lift dump are applied on a
smooth, dry runway. The use of thrust reversers,
if installed , is not assumed in accordance with
the operational regulations.
Landing Speeds
Landing Reference Speed (VREF)
V REF varies only by the weight of the airplane
and is found in the Landing Reference Speed
(VREF) chart. Enter with weight, correct at the
Flaps 45 o line, and read VREF at left. Enter
VREF (113 knots) in the worksheet.
AHof the aboye information can also be found in
the CM in the Landing Distance Required tableo
Note that a pressure altitude of 4,000 feet and a
landing weight of 17,900 pounds (use 18,000
pounds) gives a landing distance of 4,200 feet and
a VREF of 113 knots. The temperatures given are
the maximums for the weight and altitude that
meet the climb requirements for landing WAT.
Wind corrections are at the bottom.
Approach Climb and
Baulked Landing Speeds
These speeds are used to determine the climb
capabilities in the operational regulations. Ap-
proach climb and baulked landing speeds are
found by referring to the Associated Conditions
for the appropriate chart in the Landing Climb
Gradient subsection. These are 1.45 VS (ap-
proach climb-15 o flaps) and 1.3 Vs (baulked
landing-45 o flaps). The Power Off Stalling
Speeds chart is found in the AFM.
18·15

The approach climb guaranteed in the landing
WAT Chart (Maximum Landing Weight for
Altitude and Temperature) is based on the ap-
proach climb configuration at the speed found
by the aboye method (133 knots). The actual ap-
proach climb speed is below the recommended
minimum single engine approach speed for fIaps
15 o or VREF + 25 knots (138 knots). Climb per-
formance at the higher speed would be better.
The landing climb guaranteed by the operational
requirements is based on the landing configura-
tions at the speed aboye. This speed (1.3 Vs) is
the same as VREF.
Landing Distance Corrections
Although not required for private operations,
landing distances should be corrected for
adverse runway conditions. The FAR Part 135
wet runway correction is a minimum correction
that should be applied. To pro vide the minimum
runway available under Part 135, multiply the
distance from the Maximum Landing Weight
for Landing Distance Available, Flaps 45 o chart
(4,200 feet) by 1.15. Enter the distance (4,830
feet) in the worksheet as Runway Required,
Wet.
A correction found in the AFM is for a runway
coefficient of friction of 0.05. This is roughly
equivalent to a braking action between "poor"
and "nil." Enter the Effect of Slippery Runway
on Landing Distance chart at right with the run-
way required from the Maximum Landing
Weight, Flaps 45 o chart (4,200 feet) and follow
the guideline to the left. Enter the answer (9,000
feet) in the worksheet as Runway Required, Slip-
pery. Although the 4,200 feet provides a rather
substantial margin of error, this chart gives the
actual runway required.
WEIGHT ANO BALANCE
GENERAL
Weight and balance information is contained in
the Weight and Balance Manual (W & B). In
order to figure the center of gravity, the basic
airplane information must be complete. Since all
FOR TRAINING PURPOSES ONL y
18·16
FlightSafety
intemational
700As are completed at the various completion
centers, this information appears in many
forms. Basically, the following data must be
available: basic weight and basic operating
weight (BOW), loading information such as
arms and capacities of each seat and baggage
area, maximum and minimum weights, fuel
loading data, and a weight/CG diagram. Of
these, the last three are standard and are pro-
vided by the manufacturer. The others vary and
are provided by the completion center. If the air-
plane configuration is altered in a manner that
affects center of gravity, the pilot must use cur-
rent weighing information.
It is only necessary to determine the center of
gravity for the zero-fuel weight. If the zero-fuel
weight center of gravity is within limits, fuel may
be loaded to maximum ramp weight without ex-
ceeding limits. For the airplane with a maximum
certificated takeoff weight of 25,500 pounds,
maximum fuel may always be loaded because the
maximum zero-fuel weight (16,050 pounds) plus
the maximum fuel load (9,450 pounds) equals
the maximum takeoff weight.
Although there are no new ways to figure center
of gravity, BAe uses different reference points
for its charts and also employs a different unit of
measurement. For instance, while most manu-
facturers measure arm from a datum line on or
close to the nose, for a 700 the datum is near the
center of the airplane. This introduces the possi-
bilities of positive and negative arms, moments,
and CGs. All items forward of the datum have
negative notations. Most manufacturers mea-
sure arm in inches, while in a 700 the measure-
ment is in feet and tenths of feet.
It is very difficult to get the 700 out of CG limits.
It depends, however, on the configuration of the
individual airplane. Under certain circum-
stances, it is possible to exceed aft limitations on
all airplanes, but this condition would result
from ignoring the fuel system management
limitations. This will be discussed later.
PLANNING DATA
Planning data used for center-of'-gravity calcula-
tions are as follows:
January 1984
 FlightSafety
inlernational

WEIGHT ANO BALANCE WORKSHEET

WEIGHT ARM MOMENT
ITEM % MAC
(LB) (FT) (LB·FT)

BASIC OPERATING WEIGHT /4~tJO -r{). Sz f~ /js-O 2'¡' '1

PASSENGERS:

Jump Seat -/'/.6

Seat 1 /'10 -f.9 -/'5/7
Seat 2 /'lO -s» -~5/3
Seat 3 /'l~ -/1.2 - 7//f
Seat 4 /'7?J -4.2 -7/~
Seat 5 /7tJ -rs -2~S-
Seat 6 /?tJ -tJ.'I -ss
Seat 7 '¡-{). ¿

BAGGAGE

WARDROBE -/tJ. '1

FORWARD BAGGAGE !~P -/2.S - 2~2S()
AFT BAGGAGE

Zero-Fuel Weight /5,sr;o ftJ.027 f '121 2.J.'1

Wing Fuel Tanks 7,;'7'1 r 3,'1S~
Ventral Tank Sf6 ,¡-¿',612
Dorsal Tank

Ramp Weight 2'/, 2'lS f/J. 'I~2-f/~ f!5 U~.s-

Ground Burnoff
- /PO
Takeoff Weight 7'h/?~ ..

Figure 18·5. Weight and Balance Worksheet

January 1984 FOR TRAINING PURPOSES ONL y 18·17


Airplane Data
Basic operating weight
(BOW)
Arm (Ca)
Moment
ca in OJo MAC
Load
Passengers: 6 @ 170lb each ..
Baggage: 6 pieces @ 30 lb per
passenger in main baggage
compartment . 180 pounds
Fuel: Ramp . 8,775 pounds
Takeoff . 8,675 pounds
The Weight and Balance Worksheet (Figure
18-5) is filled out to determine the airplane
center of gravity.
CALCULATIONS
Airplane Data
The weight and balance calculations are begun
by entering the airplane data in the worksheet.
(This information and the arms of the seats and
baggage compartments have also been entered.)
Payload
The payload is now entered in the worksheet.
Enter 170 pounds for each passenger in seats 1
through 6; multiply the weight times the arm of
the seat and fill in the moment for each
passenger. These are as follows:
Seat 1
Seat 2.................................
Seat 3.................................
Seat4.................................
Seat 5.................................
Seat 6.................................
The baggage is done identically. Multiply the
baggage weight (180 pounds) times the arm of
18·18
Flight§!t~ty
the forward baggage compartment. Enter the
weight and the moment (- 2,250 lb-ft) in the
worksheet.
14,300 pounds
+ 0.52 feet This completes the values for the zero-fuel
weight. Add the weights and the moments, and
7,450 lb-ft enter the figures in the Zero-Fuel Weight lineo
29.9% These should be 15,500 pounds (weight) and
+ 423 lb-ft (moment).
1,020 pounds CG Calculations for ZFW
In order to determine if the ZFW is within ca
limits, the center of gravity in reference to the
ca Datum must be found. This is nothing more
than the arm and is determined by dividing the
ZFW moment by the ZFW. For the example,
this calculation gives a ca of + 0.027 feet. Enter
this figure under ARM in the ZFW line.
The final step is to plot the center of gravity on
the Weight/Cfl Diagram. This chart is found in
W & B in subsection 1-0 or in the AFM in the
Limitations section. Enter the chart at the bot-
tom with the "Distance from ca Datum-feet
(positive aft)," which is the arm found aboye
( + 0.027 feet). Enter at left with the ZFW
(15,500 pounds). For the example problem, the
center of gravity is seen to be between the center
and forward edge of the ca envelope, well
within limits.
To complete the ca worksheet, compute the
ca % MAC. This may be done in 2 ways. The
first is by the formula in the Control section of
W&B.
x + 1.73
7.52
-1,513 lb-ft
- 1,513 lb-ft In the position marked x enter the arm ( + 0.027
-714 lb-ft feet), and perform the indicated functions.
Multiply the answer by 100, and enter the result
-714Ib-ft (23.4%) in the % MAC column in the ZFW lineo
- 255 lb-ft The ca in % MAC can also be found from the
- 68 lb-ft Weight/Cfl Diagram by going from the plotted
ZFW ca to the top of the diagram. Read the
"percentage standard mean chord" (the MAC)
as about 23.4%, the same as from the formula.
FOR TRAINING PURPOSES ONL y January 1984

Fuel Loading
The fuel loading diagram is found in W & B in
subsection 1-2. From the flight planning exer-
cises, the ramp fuel required is 8,775 pounds:
7,879 pounds in the wing tanks and the full ven-
tral tank (896 pounds). To find the wing fuel
moment from the figure, enter at the left with
wing fuel, correct at the fuel loading line, and
read the moment at the bottom (about + 3,450
lb-ft). The ventral tank, which must always be
full if used at all, has a constant moment found
at the bottom of the page ( + 6,612 lb-ft). Enter
this in the worksheet.
Total the weight and moment columns to read
24,275 pounds (gross weight) and 10,485 lb-ft
(moment).
Takeoff Trim Setting
To complete all calculations, the pilot must find
the elevator trim setting for takeoff. The takeoff
information should be used, but the difference
between ramp and takeoff weight CG and trim
settings will be negligible. The trim setting can be
found from charts in W & B (subsection 1-4) or
in the CM (Section 2, Elevator Trim Setting For
Takeoff, Flaps Oo and Flaps 15 O). To enter the
charts, the pilot must find the CG position in OJo
SMC (the MAC).
January 1984 FOR TRAININGPURPOSES ONLy
FlightSafety
intemational
First complete the worksheet calculations for
Ramp Weight. Find the arm by dividing the mo-
ment by the ramp weight. The result is + 0.432.
Plot this in the Weight/CG diagram. From the
CG po sition in the diagram, read the CG in
"percentage standard mean chord," approxi-
mately 26.5%. Enter these in the worksheet. On
the Elevator Trim Setting Chart, enter with the
CG Position % SMC (the MAC), drop down to
the takeoff flap setting, and read Trim Divisions
Nose UP at the left. For a CG of 26.5% this
results in a trim setting of about 4.5.
Fuel System Management
As mentioned earlier, keeping the center of
gravity within limits is relatively easy. However,
improper fuel management can cause an out-of-
CG situation. The Limitations section of the
AFM states, "Fuel carried in the dorsal tank
and/or ventral fuel tank shall be transferred into
the wing tanks when the fuel level in the wing
tanks falls to 3,300 lb (1,500 kg) per side." This
means that after a fuel burnoff of about 1,500
pounds, ventral/dorsal fuel must be transferred.
If the CG is in the position of the Weight/CG
Diagram at top right, failure to follow the aboye
instruction will allow the CG to fall out of limits
aft.
18·19
 ~--- - --------------

FlightSafety
Intematlonal

TRIP·PLANNING WORKSHEET
DESTINATION ALTERNATE WEIGHT

Dist Dist BOW

Wind

Temp
> airdist
Wind

Temp
~
Pax

Baggage

Altitude Altitude ZFW

Speed Speed

G ROSS WEIG HT FUEL TIME

ZFW

Taxi

Approaeh and Landing

Reserve

Weight at Alternate

Divert

Correetion

Approaeh

Weight at Destination

Trip

Correetion

Takeoff Weight Time to Dest

Ground Burnoff

Ramp Weight Total Fuel Required

TIME DIST FUEL

Climb Information

Deseent Information

FOR TRAINING PURPOSES ONLy January 1984

18·20
 FlightSafety
intemational

TAKEOFF PERFORMANCE WORKSHEET

CONDITIONS

Press Alt Rwy Length Clearway

Temp Rwy Gradient Stopway

Wind Flaps Anti-Ice

1MAXIMUM TAKEOFF WEIGHT L1MITS

Max Certificated

Weight for Alt and Temp (WAT)

Weight for Field Length

Tabulated Data

Simplified Chart

2"D" Value Chart

TAKEOFF INFORMATION

4Takeoff Weight Speeds:

Rwy Required V1

VR

N1 Ref (N1 APR) V2

Max Continuous VFTO

VSE

FIELD LENGTH CALCULATIONS FOR "D" VALUE

TODA D

ASDA V1/VR

3TORA D

ASDA V1/VR

Notes: 'The lowest weight shown is the limiting weight. 3This step required only when a clearway is used.
'See "Field Length Calculations for 'O' Value." 'Limiting weight or desired takeoff weight

January 1984 FOR TRAINING PURPOSES ONL y 18·21

 FlightSafety
Intematlonal

OBSTACLE CLEARANCE WORKSHEET

CONOITIONS

Press Alt Rwy Length Flaps

Temp Takeoff Wt Anti-Ice
Wind

OBSTACLES

NO. HEIGHT OIST FROM 10lSTFROM

ENO OF RWY REF ZERO

1.

2.

Rwy Required

2Dist from Ref Zero

to End of Rwy

2nd Segment Climb Gradient

Available

Limiting Weight

GRAOIENT REQUIREO CALCULATIONS

Obstacle
Gradient (%) = peigbt x 100 1. Grad = x 100=
dlstance
2. Grad = x 100

Notes:
'Dlstance from end of runway required to end of runway plus distance from end of
runway to obstacle
2Ref lero = end of runway required

18·22 FOR TRAINING PURPOSES ONL y January 1984

 FlightSafety
international

APPROACH ANO LANOING

PERFORMANCE WORKSHEET
CONDITIONS

Press Alt Rwy Length Flaps

Temp Anti-Ice

Wind

lLANDING WEIGHT LlMITS

Max Certificated

Weight tor Alt and Temp (WAT)

Weight for Field Length

LANDING INFORMATION

2Landing Weight Speeds:

3Rwy Required VREF

4Gross Landing Dist 6Approach

Climb

5Rwy Required, Wet Landing

Climb

Rwy Required, Slippery

Notes:
'The lowest weight shown is the limiting weight.
'Limiting weight or desired landing weight
3FAR Part 135, rwy required
·Part 135, rwy required x 60%
5Part 135, dry rwy required x 1.15%
61.45 Vs Ior flaps 15° (see AFM)

January 1984 FOR TRAINING PURPOSES ONLy 18·23

 FlightSafety
intematlonal

WEIGHT ANO BALANCE WORKSHEET

ITEM WEIGHT ARM MOMENT
(LB) (FT) (LB·FT)
% MAC

BASIC OPERATING WEIGHT

PASSENGERS:

Jump Seat

Seat 1

Seat 2

Seat 3

Seat 4

Seat 5

Seat 6

Seat 7

BAGGAGE

WARDROBE

FORWARD BAGGAGE

AFT BAGGAGE

Zero-Fuel Weight

Wing Fuel Tanks

Ventral Tank

Dorsal Tank

Ramp Weight

Ground Burnoff

Takeoff Weight

18·24 FOR TRAINING PURPOSES ONL y January 1984