TORQUE SETTING FOR MTOP- RTOP and MCP (Fleet Mean Engine Performance)
The engine torque settings required for MTOP (= Maximum Take-Off Power),
RTOP (= Reduced Take-Off Power) and MCP (= Maximum Continuous Power) are
identified below.
ENGINE RATING RESERVE
POWER SYSTEM
MTOP, up to 70 knots IAS Not Armed
or Armed
MTOP, at 110 knots IAS Not Armed
or Armed
RTOP, at 110 knots IAS Operating
MCP up to 15,000 feet
pressure altitude at
110 knots IAS
Maximum Take-Off Power (MTOP) up to 70 KNOTS IAS (all engines)
For take-off, advance the power lever to achieve at least 90% Ng with 1,675
PRPM selected before releasing the brakes. Thereafter, set torque required
for MTOP within 5 seconds of releasing brakes. If applicable, confirm that
the reserve power system is armed. If the required torque is not achieved at
70 knots IAS during the take-off run, the take-off may have to be abandoned
because in this case the scheduled performance is unlikely to be achieved.
For a rolling take-off where the power lever is advanced from Flight Idle,
the required torque should be confirmed within 10 seconds of advancing the
power levers.
MTOP AT 110 KNOTS IAS (all engines)
The torque for MTOP at 110 knots, with the reserve power system armed or not
armed as appropriate, is presented for the purpose of setting power in
flight during normal operation at speeds in the region of 110 knots IAS.
Reduced Take-Off Power (RTOP) AT 110 KNOTS IAS
The torque for RTOP (reserve power system operating or set manually) at 110
knots IAS, is presented for the purpose of confirming power settings at
speeds in the region of 110 knots IAS
MCP UP TO 15,000 FEET AT 110 KNOTS IAS (one engine inoperative)
Vmo Maximum operating limit speed 196 knots
(warning horn at 205 knots)
This speed limit may not be deliberately exceeded in any regime of flight
(climb, cruise or descent) unless a higher speed is authorized for flight
test or pilot training.
Minimum control speeds
On ground Vmvg 5 dgr. flaps 83 knots IAS
15 dgr. flaps 82 knots IAS
This is the maximum speed at which it is safe to extend or retract the
landing gear.
Landing gear extended speed Vle 162 knots IAS
This is the maximum speed at which the aircraft can be flown with the gear
extended.
Rough air conditions
In severe turbulence the optimum procedure is to retract the flaps to 0
degrees, and fly at the rough air limiting speed Vra.
Coarse elevator movements should not be made to counteract sudden airspeed
fluctuations. Frequent trim adjustments should be avoided. The attitude
indicator should be utilised as the primary flight instrument.
Rough air speed Vra 16,000 lb. AUW 148 knots IAS
26,000 lb. AUW 155 knots IAS
(linear variation between weights)
STALL SPEEDS
Stall speed varies with the load of the aircraft and flap settings:
Vmcg:
The minimum control speed on the ground with flaps at 5 degrees is 83
knots IAS, and with flaps at 15 degrees is 82 knots IAS, for a continued
take-off when engine failure occurs on the ground. This speed has been
established without the assistance of nosewheel steering the airplane being
rotated at the normal rotation speed Vr (see below).
Vmca:
The minimum control speed away from ground effect with flaps at 5
degrees is 83 knots IAS, and with flaps at 15 degrees is 82 knots IAS.
V1:
The power failure recognition or decision speed may be less than or equal
to Vr for this airplane depending on the take-off weight, air temperature,
airfield altitude or runway surface condition (slope, wind, state, etc.)
However, V1 must not be less than Vr-8 knots IAS or Vmcg.
Vr:
The rotation speed is shown in the table below for flaps at 5 and at 15
degrees respectively. For this airplane Vr is determined by the acceleration
available after rotation in the single engine operating condition to achieve
the V2 speed. The other requirements which may determine Vr are not
critical.
In the event of engine failure during take-off run, the airplane when
rotated at Vr should pass through 35 feet at V2.
V2:
The take-off safety speed is shown in the table below for flaps at 5 and
at 15 degrees respectively. For this aircraft V2 is 20 percent higher than
the minimum safe airspeed Vms and is limited at 92 knots IAS by directional
trim considerations at low weights.
V3:
The 35 feet screen speed with two engines operating is V2 + 4 knots for
the relevant take-off flap setting and take-off weight.
V4:
The steady initial climb speed with two engines operating for obstacle
clearance V4 is V2 + 15 knots for the relevant take-off flap setting and
take-off weight.
The maximum crosswind component in which the aircraft has been demonstrated
to be satisfactory for take-off is 30 knots at 90 degrees to the direction
of landing. This wind speed is that measured at a height of 35 feet and is
to be taken as the maximum value at this height. The demonstrations were
made with both engines operating and lateral controllability on the ground
was close to being limited.
LANDING SPEEDS
The information in this Sub-section is provided in order that the level of
safety implicit in the scheduled landing performance can regularly be
achieved under normal and emergency conditions.
The speeds quoted in these procedures are related to the Vms and Vmcl (85
knots IAS) in the approach (15. flaps), discontinued approach (flaps 5) and
landing (flaps 30) configurations.
Target Threshold Speed (Vato)
This is the airspeed at which the pilot should aim to cross the runway
threshold in the landing configuration with two engines operating.
Throughout the landing procedure it is assumed that the pilot will, in
accordance with normal practice, abandon the landing whenever threshold
speeds exceed Vato + 15 Knots or the aircraft is wrongly placed (for
example, excessive height at the threshold, incorrect alignment etc.)
with both engines operating:
30 dgr. flaps 17,000 lb. AUW 103 knots IAS
26,000 lb. AUW 120 knots IAS
with one engine operating:
15 dgr. flaps 17,000 lb. AUW 103 knots IAS
26,000 lb. AUW 120 knots IAS
Minimum Approach Speed
with both engines operating:
15 dgr. flaps 17,000 lb. AUW 93 knots IAS
26,000 lb. AUW 110 knots IAS
with one engine operating:
15 dgr. flaps 17,000 lb. AUW 92 knots IAS
26,000 lb. AUW 109 knots IAS
Maximum Crosswind Component
The maximum crosswind component in which the aircraft has been demonstrated
to be satisfactory for landing is 30 knots at 90 degrees to the direction of
landing. This wind speed is that measured at a height of 35 feet. The
demonstrations were made with both engines operating and with the wings
level, using rudder to correct the drift and align the aircraft with the
runway immediately before touchdown on both main wheels. Lateral
controllability on the ground was close to being limited.
NORMAL TAKE-OFF PROCEDURES
The take-off flap setting may be 5 dgr. or 15 dgr., which have different
take-off field lengths and weight limitations.
The recommended elevator trim setting for center of gravity position is
given in the table below:-
_____________________________________________________________________
%SMC 16.0 26.0 36.0
CG
Position ins about -5.15 (Fwd) +2.12 (aft) +9.39 (aft)
trim datum*
Trimmer Setting 3.0 Div 2.0 Div 1.0 Div
nose up nose up nose up
______________________________________________________________________
*The trim datum reference is fuselage station 271.
For take-off, advance the power lever to achieve at least 90% Ng, with 1,675
PRPM selected, before releasing the brakes Thereafter, set torque required
for MTOP , within 5 seconds of releasing brakes , observing armed torque
limitations if applicable. Confirm that the reserve power system is armed if
required for flight. If the required torque is not achieved at or before 70
knots IAS during the take-off run, the take-off should be abandoned because
in this case the scheduled performance is unlikely to be achieved. For a
rolling take-off where the power lever is advanced from Flight Idle, the
required torque should be confirmed within 10 seconds of advancing the power
levers. A rolling start may be made when runway length is not limiting
provided that the take-off run available, take-off distance available and
accelerate-stop distance available exceed the distances required by a margin
of at least 150 feet or 45 meters.
After brake release directional control should be maintained by the use of
nosewheel steering or differential braking until the rudder becomes
effective.
The nosewheel should not be raised from the ground until rotation speed (Vr)
is reached, when the aircraft should be rotated to the initial climb
attitude. After lift-off the landing gear should be retracted when a
positive rate of climb has been established. The aircraft should be allowed
to pass through 35 feet at approximately V2 + 4 knots (V3) accelerating to
V2 + 15 knots (V4) by 400 ft.
Flaps are maintained at the take-off setting 5 or 15 degrees and the climb
is continued at V2 + 15 knots until all critical obstacles within the
take-off flight path are cleared, or to a height of at least 400 feet if
no obstacles exist.
Subsequently, for a 5 dgr flap take-off, power may be reduced to en-route
climb setting at a minimum height of 500 feet and the flaps retracted. The
airspeed should be increased to the two engines operative en-route climb
speed at least. For a 15 degree flap take-off, flap retraction to 5 dgr
should be made after all critical obstacles ar cleared and the 400 feet
point (as defined above) is reached. Thereafter the 5 dgr flap take-off
procedure should be followed.
This technique allows an adequate margin for obstacle clearance in the event
of an engine failure during the initial climb.
