CAP758 Helicopter Manual For Exams

Safety Regulation Group
CAP 758
Helicopter Manual for JAR-FCL Examinations
Mass and Balance – Performance – Flight Planning and

Monitoring
www.caa.co.uk
Safety Regulation Group
CAP 758
Helicopter Manual for JAR-FCL Examinations
Mass and Balance – Performance – Flight Planning and

Monitoring
First Edition March 2009
www.caa.co.uk
CAP 758 – Helicopter Manual for JAR-FCL Examinations Mass and Balance – Performance – Flight Planning and Monitoring
© Civil Aviation Authority 2009
All rights reserved. Copies of this publication may be reproduced as training material for students, for
use within a company or organisation, or for personal use, but may not otherwise be reproduced for
publication or for commercial gain.
To use or reference CAA publications for any other purpose, please contact the CAA at the address
below for formal agreement.
ISBN 978 0 11790 745 4
First published March 2009
Enquiries regarding the content of this publication should be addressed to:

Personnel Licensing Department, Safety Regulation Group, Civil Aviation Authority, Aviation House,
Gatwick Airport South, West Sussex, RH6 0YR.
The latest version of this document is available in electronic format at www.caa.co.uk, where you may
also register for e-mail notification of amendments.
Published by TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority.
Printed copy available from:

TSO, PO Box 29, Norwich NR3 1GN www.tso.co.uk/bookshop
Telephone orders/General enquiries: 0870 600 5522 E-mail: book.orders@tso.co.uk
Fax orders: 0870 600 5533 Textphone: 0870 240 3701
List of Effective Pages
Section Page Date Section Page Date
iii March 2009 Section 2 31 March 2009

iv March 2009 Section 2 32 March 2009
Contents 1 March 2009 Section 3 1 March 2009
Contents 2 March 2009 Section 3 2 March 2009
Revision History 1 March 2009 Section 3 3 March 2009
Revision History 2 March 2009 Section 3 4 March 2009
Section 1 1 March 2009 Section 3 5 March 2009
March 2009 Page iii

Section Page Date Section Page Date
Section 3 45 March 2009

March 2009 Page iv

CAP 758 Helicopter Manual for JAR-FCL Examinations - Mass and Balance – Performance – Flight Planning and Monitoring
Contents
List of Effective Pages iii
Revision History 1
Section 1 General Notes

Introduction 1
Aircraft Description 1
Layout of Data Sheets 1
Definitions 2
Symbols and Abbreviations 4
Conversion Tables 5
Section 2 Pilot’s Flight Manual – SEPH

General 1
Limitations 2
Performance 3
Mass and Balance 10
Additional Operations and Performance Data 23
Section 3 Pilot’s Flight Manual – TETH

General 1
Limitations 2
Performance 7
Mass and Balance 18
Supplement 29
March 2009 Contents Page 1

INTENTIONALLY LEFT BLANK
March 2009 Contents - MEP1 Page 2

Revision History
1st Edition March 2009

This manual has been produced to support training and examinations in JAR-FCL subject 030
for helicopters including 031 – Mass and Balance, 033 – Flight Planning and Monitoring and
034 – Performance.
March 2009 Revision History Page 1

INTENTIONALLY LEFT BLANK
March 2009 Revision History - MEP1 Page 2

Section 1 General Notes
1 Introduction
1.1 This manual is intended for the use of candidates for the JAR-FCL 2 Theoretical
Knowledge Examinations.
1.2 All data contained within this manual is for examination purposes only.
1.3 The data must not be used for any other purpose and specifically, is not to be used
for the purpose of planning activities associated with the operation of any
helicopter.
2 Aircraft Description
The helicopters used in this manual are of generic types related to the classes of
helicopter on which the examinations are based.
Generic Helicopters:
Single-Engine Piston Helicopter (SEPH) (see Section 2)
Twin-Engine Turbine Helicopter (TETH) (see Section 3)
3 Layout of Data Sheets
3.1 The selected pages used in this manual for the generic helicopters SEPH and TETH
are not complete with all sections. Only those sections required for examination
purposes in subject 030 are included.
3.2 In all of its documents the JAA use the term mass whereas the majority of aviation
documents produced by the manufacturers use the term weight. The following are
definitions of each of the terms and should help clarify the situation:
Mass. The quantity of matter in a body as measured by its inertia is referred to as its
mass. It determines the force exerted on that body by gravity, which is inversely
proportional to the mass. Gravity varies from place to place and also decreases with
increased altitude above mean sea level.
Weight. The force exerted on a body by gravity is known as its weight and is
dependent for its value on the mass of the body and the strength of the gravitational
force. Weight = mass in kg × gravity in Newtons. Thus the weight of a body varies
with its position and elevation above mean sea level but the mass does not change
for the same body.
For the purposes of this manual the terms weight and mass are interchangeable. In
the questions asked in the JAA examinations the word mass is used most of the time
whereas in CAP 758, the term weight is used on some of the pro-formas reproduced
herein (see JAR-OPS 3 ACJ OPS 1.605).
March 2009 Section 1 – General Notes Page 1

4 Definitions
Definitions given in italics are not given in ICAO, JAA or EASA documentation but are
in common use.
Allowed Take-Off Mass The mass taking into consideration all

possible limitations for take-off including
restrictions caused by Regulated Take-Off
Mass and Regulated Landing Mass.
Area Load or Floor Load The load (or mass) distributed over a defined
area. Units of measurement used:
SI: N/m2, kg/m2
Non-SI: psi, lb/ft2
Basic Empty Mass The mass of a helicopter plus standard items
such as: unusable fuel; full operating fluids;
fire extinguishers; emergency oxygen
equipment.
Dry Operating Mass The total mass of a helicopter ready for a
specific type of operation excluding all usable
fuel and traffic load. This mass includes items
such as:
• crew and crew baggage;
• catering and removable passenger service
equipment;
• potable water and lavatory chemicals;
• food and beverages;
• rescue hoist, cargo sling, etc.
In-Flight Mass The mass of a helicopter in flight at a
specified time.
Landing Mass The mass of the helicopter at landing.
Maximum Structural In-Flight Mass The maximum permissible total mass of the
with External Loads helicopter with external loads.
Maximum Structural Landing Mass The maximum permissible total mass of the
helicopter on landing under normal
circumstances.
Maximum Structural Mass The maximum permissible total mass of the
helicopter at any time. It will be given only if
there is no difference between Maximum
Structural Taxi Mass, Maximum Structural
Take-Off Mass and Maximum Structural
Landing Mass.
Maximum Structural Take-Off Mass The maximum permissible total mass of the
helicopter at commencement of take-off.
Maximum Structural Taxi Mass The maximum permissible total mass of the
helicopter at commencement of taxi.
Maximum Structural Towing Mass The maximum permissible total mass of the
helicopter being towed on the ground.

Minimum Mass The minimum permissible total mass for the

helicopter operation.
Operating Mass The Dry Operating Mass plus fuel but
without traffic load.
Performance Limited Landing Mass The mass subject to the destination airfield
limitations. It must never exceed the
maximum structural limit.
Performance Limited Take-Off Mass The take-off mass subject to departure
airfield limitations. It must never exceed the
maximum structural limit.
Regulated Landing Mass The lower of Performance Limited Landing
Mass and Maximum Structural Landing
Mass.
Regulated Take-Off Mass The lower of Performance Limited Take-Off
Mass and Maximum Structural Take-Off
Mass.
Running (or Linear) Load The load (or mass) distributed over a defined
length of a cargo compartment irrespective of
load width. Units of measurement used:
SI: N/m, kg/m
Non-SI: lb/in, lb/ft
Take-Off Fuel The total amount of usable fuel at take-off.
Take-Off Mass The mass of the helicopter including
everything and everyone contained within it
at the commencement of take-off.
Taxi Mass The mass of the helicopter at the
commencement of taxi.
Traffic Load The total mass of passengers, baggage and
cargo, including any non-revenue load.
Trip Fuel The fuel on board to complete the flight. It
includes:
• fuel for take-off and climb from the heliport
elevation to the initial cruising level/
altitude, taking into account the expected
departure routing;
• fuel from the top of climb to the top of
descent, including any step climb/descent;
• fuel from the top of descent to the point at
which the approach procedure is initiated,
taking into account the expected arrival
procedure;
• fuel for the approach and landing at the
destination heliport.

Useful Load The total mass of the passengers, baggage

and cargo, including any non-revenue load
and usable fuel.
It is the difference between the Dry
Operating Mass and the Take-Off Mass.
Zero Fuel Mass The Dry Operating Mass plus traffic load but
excluding fuel.
5 Symbols and Abbreviations
Altitudes/Heights
- Critical decision height h1
- Density Altitude Hσ
- Pressure Altitude Hp
- Take-off or landing height h
Speeds
- Calibrated airspeed CAS
- Critical decision speed V1
- Indicated airspeed IAS
- Never exceed speed VNE
- Optimum climbing speed VY
- Rate of climb ROC
- Rate of descent ROD
- Take-off safety speed VTOSS
- True airspeed TAS
- Wind velocity VW
Temperatures
- Exhaust gas temperature EGT or T4
- Outside air temperature OAT
Miscellaneous
- Barometric pressure Po
Centre of Gravity CG
- Free turbine speed Nf
- Gas generator speed Ng
- Main gearbox / Tail gearbox MGB / TGB
- Nautical mile NM
- Out of ground effect / In ground effect OGE / IGE

- Power W
- Rotor speed NR
- Statute mile SM
- Torque c
6 Conversion Tables
6.1 Speed
Speeds shown in Table 1.1 are straight mathematical conversions of Knots (kt) to
Miles per Hour (mph) and Kilometres per Hour (km/h) rounded to the nearest whole
number.
Table 1.1 Speed
mph km/h mph km/h

kt kt
(approx.) (approx.) (approx.) (approx.)
1 1 2 20 23 37
2 2 4 30 35 56
3 3 6 40 46 74
4 5 7 50 58 93
5 6 9 60 69 111
6 7 11 70 81 130
7 8 13 80 92 148
8 9 15 90 104 167
9 10 17 100 115 185
10 12 19 110 127 204
1 kt = 1.15 mph or 1.85 km/h

6.2 Temperature
Table 1.2 Temperature – oF/oC
o o o o
C F C F
TEMPERATURE 10 50
100
CONVERSION 210
95 5 40
o o 200
F = ( C x 9/5) + 32
o o 90 0
C = ( F - 32) x 5/9 30
190
85 -5
20
180
80 -10
10
170
75 -15
0
160
70 -20
-10
65 150 -25
-20
60 140 -30
55 -35 -30
130
50 -40 -40
120
45 -45 -50
110
40 -50
-60
100
35 -55
-70
90
30 -60
-80
80
25 -65
-90
70
20 -70
-100
15 60 -75
-110
10 50 -80
EXAMPLE: 15oC = 59.0oF OR 15oF = -9.4oC

6.3 Liquid Measure

Table 1.3 Liquid Measure – gal/l
U.S. Gallons to Litres

gals 0 1 2 3 4 5 6 7 8 9
litres litres litres litres litres litres litres litres litres litres
0 3.785 7.571 11.356 15.142 18.927 22.713 26.498 30.283 34.069

10 37.854 41.640 45.425 49.211 52.996 56.781 60.567 64.352 68.138 71.923
20 75.709 79.494 83.280 87.065 90.850 94.636 98.421 102.21 105.99 109.78
30 113.56 117.35 121.13 124.92 128.70 132.49 136.28 140.06 143.85 147.63
40 151.42 155.20 158.99 162.77 166.56 170.34 174.13 177.92 181.70 185.49
50 189.27 193.06 196.84 200.63 204.41 208.20 211.98 215.77 219.56 223.34
60 227.13 230.91 234.70 238.48 242.27 246.05 249.84 253.62 257.41 261.19
70 264.98 268.77 272.55 276.34 280.12 283.91 287.69 291.48 295.26 299.05
80 302.83 306.62 310.41 314.19 317.98 321.76 325.55 329.33 333.12 336.90
90 340.69 344.47 348.26 352.05 355.83 359.62 363.40 367.19 370.97 374.76
100 378.54 382.33 386.11 389.90 393.69 397.47 401.26 405.04 408.83 412.61
NOTE: The horizontal "gals" column represents 1 to 9 gallons

The vertical "gals" column represents 10 to 100 gallons
EXAMPLE: 45 gallons = 170.34 litres

(follow 40 gals line to right to intersect with 5 gals column)
6.4 Linear Measure
Table 1.4 Linear Measure – in/cm
Inches to Centimetres
inches 0 1 2 3 4 5 6 7 8 9
cm cm cm cm cm cm cm cm cm cm
0 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86

10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
30 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
70 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86
NOTE: The horizontal "inches" column represents 1 to 9 inches

The vertical "inches" column represents 10 to 100 inches
EXAMPLE: 45 inches = 114.30 centimetres

(follow 40 inches line to right to intersect with 5 inches column)

Table 1.5 Linear Measure – ft/m
Feet to Metres
feet 0 1 2 3 4 5 6 7 8 9
metres metres metres metres metres metres metres metres metres metres
0 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743

10 3.048 3.353 3.658 3.962 4.267 4.572 4.877 5.182 5.466 5.791
20 6.096 6.401 6.706 7.010 7.315 7.620 7.925 8.229 8.534 8.839
30 9.144 9.449 9.753 10.058 10.363 10.668 10.972 11.277 11.582 11.997
40 12.192 12.496 12.801 13.106 13.411 13.716 14.020 14.325 14.630 14.935
50 15.239 15.544 15.849 16.154 16.459 16.763 17.068 17.373 17.678 17.983
60 18.287 18.592 18.897 19.202 19.507 19.811 20.116 20.421 20.726 21.031
70 21.335 21.640 21.945 22.250 22.555 22.859 23.164 23.469 23.774 24.070
80 24.383 24.688 24.993 25.298 25.602 25.907 26.212 26.517 26.822 27.126
90 27.431 27.736 28.041 28.346 28.651 28.955 29.260 29.565 29.870 30.174
100 30.479 30.784 31.089 31.394 31.698 32.003 32.308 32.613 32.918 33.222
NOTE: The horizontal "feet" column represents 1 to 9 feet

The vertical "feet" column represents 10 to 100 feet
EXAMPLE: 45 feet = 13.716 metres

(follow 40 feet line to right to intersect with 5 feet column)
6.5 Mass Measure
Table 1.6 Mass Measure – lb/kg
Pounds to Kilograms
lbs 0 1 2 3 4 5 6 7 8 9
kg kg kg kg kg kg kg kg kg kg
0 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082

10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.772 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.308 26.762
60 27.216 27.669 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31.298
70 31.751 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.730 42.184 42.638 43.091 43.545 43.998 44.453 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442
NOTE: The horizontal "lbs" column represents 1 to 9 pounds

The vertical "lbs" column represents 10 to 100 pounds
EXAMPLE: 45 pounds = 20.412 kilograms

(follow 40 lbs line to right to intersect with 5 lbs column)

6.6 Pressure and Rate

Table 1.7 Pressure and Flow Rate Conversion
PRESSURE RATE
POUNDS/INCH 2 POUNDS/FOOT 2 POUNDS/MINUTE GALLONS/MINUTE

KILOGRAMS/CENTIMETRE 2 KILOGRAMS/METRE 2 KILOGRAMS/MINUTE LITRES/MINUTE
1 psi = 0.0703 kg/cm 2 1 lb/ft 2 = 4.882 kg/m 2 1 lb/min = 0.4536 kg/min 1 gpm = 3.785 l/min
1 kg/cm 2 = 14.22 psi 1 kg/m 2 = 0.2048 lb/ft 2 1 kg/min = 2.204 lb/min 1 l/min = 0.2642 gpm
psi kg/cm 2 lb/ft 2 kg/m 2 lb/min kg/min gpm l/min
200 14 100 200 90 10

195 195 37
13.5
190 95 190 9.5 36
85
185 13 185 35
450
180 90 180 9 34
12.5 80
175 175 33
170 12 85 170 8.5 32
165 165 75
11.5 400 31
160 80 160 8 30
11
155 155 70 29
150 10.5 75 150 7.5
28
145 145
10 350 65 27
140 70 140 7
26
135 9.5 135
60 25
130 65 130 6.5
9 24
125 125
300 55 23
120 8.5 60 6
120
115 22
8 115
110 55 50 5.5 21
110
7.5 20
105 105
250
100 7 50 100 45 5 19
95 95 18
6.5
90 45 90 4.5 17
40
85 6 85 16
200
80 40 80 4 15
5.5 35
75 75 14
70 5 35 3.5
70 13
65 30
4.5 65 12
150
60 30 60 3
11
4
55 55 25
10
50 3.5 25 50 2.5
9
45 45 20
3 8
40 20 100 2
40
7
35 2.5 35
15
15 6
30 30 1.5
2
5
25 25
1.5 50 10 4
20 10 20 1
15 15 3
1
10 5 5 0.5 2
10
0.5
5 5 1
0 0 0 0 0 0 0 0

6.7 Pressure Altitude to Density Altitude Conversion
PRESSURE ALTITUDE v DENSITY ALTITUDE

1
25
ı
24
24
1.46
23
23 1.44
22
22 1.42
21 1.40
21
20 1.38
20
1.36
19
19
1.34
18
18
1.32
17
17 ft 1.30
16 00
10
16
U DE 1.28
15 IT
A LT
15 RE 1.26
SU
14 ES
PR
14 1.24
13
13 1.22
12
12 1.20
DENSITY ALTITUDE 1000 ft
11
11 1.18
10
10
1.16
9
9
1.14
8
INTENTIONALLY LEFT8 BLANK
1.12
7
7
ISA
6 1.10
6
5
1.08
5
4
4 1.06
3
3
1.04
2
2
1 1.02
1
0
0 1.00
-1
-1
-2 0.98
-2
-3
0.96
-3
-4
-4
0.94
-5
-5
0.92
-6
-50 -40 -30 -20 -10 0 10 20 30 40 50
o
OAT ( C)
Figure 1.1 Pressure Altitude v. Density Altitude Chart
March 2009 Section 1 - MEP1 Page 10

Section 2 Pilot’s Flight Manual – SEPH
1 General
1.1 SEPH – Principal Dimensions
8ft 8 5 8 in
6ft 61 2 in MAX
LANDING GEAR FULLY
COMPRESSED 4ft 3in
2ft 3in
CL
4ft 3in
15ft 31 2 in
29ft 8 1 2 in
30ft 10in
13ft 5in
6ft 10 1 2 in
7ft 2in
6ft 2in
8ft 3in
22ft 2 1 4 in
23ft 1 2 in
Figure 2.1 SEPH – Principal Dimensions
March 2009 Section 2 - SEPH Page 1

2 Limitations
2.1 Power Plant Limitations

• Maximum continuous power is 190 horsepower at 3,200 rpm with 26.0 in of
manifold pressure (MP) at sea level. This varies linearly to 24.7 in MP at 4,200 ft
altitude for a Standard day. Refer to manifold pressure placard.
• The minimum rpm is 3,000.
• The range for engine idle speed is 1,200 to 1,600 rpm.
• With rotor disengaged, avoid engine idle speed in excess of 1,600 rpm.
CAUTION
IF ENGINE RPM EXCEEDS 2,000 RPM WITH ROTOR

DISENGAGED, INSPECTION OF DRIVE SHAFT
IS REQUIRED BEFORE ANY FUTURE OPERATION.
• The initial clutch engagement speeds are 1,500 to 1,600 rpm.
2.2 Fuel System
• Fuel Capacity (see Table 2.1).
Table 2.1 Fuel Capacity
Tank Quantity Useable Quantity

Main 33 U.S. gallons 32.5 U.S. gallons
Aux 19 U.S. gallons 18.8 U.S. gallons
Total 52 U.S. gallons 51.3 U.S. gallons
2.3 Auxiliary Fuel Tank Calibration

• Auxiliary Fuel Quantity (see Table 2.2).
Table 2.2 Auxiliary Fuel Quantity in U.S. Gallons
Gauge 0 5 10 15 20 25 30
Total 0 10 18 27 34 42 49

3 Performance
3.1 Performance Data

NOTE: The following performance figures are based on normal gross mass (2,050 pounds)
and standard day conditions:
Best ROC speed: 41 kt (47 mph) IAS

Hovering ceiling: 5,900 ft altitude
(2-ft skid height)
Controllability has been shown to be adequate in 17 kt (20 mph) winds from any
direction.
IAS corrected for position and instrument error equals CAS. (See Figure 2.2, Airspeed
Calibration Curve.)
3.2 Airspeed Calibration Curve
100
90
80
70
60
CAS kt
50
40
30
20
10
0 10 20 30 40 50 60 70 80 90 100
IAS kt (CORRECTED FOR INSTRUMENT ERROR)
Figure 2.2 Airspeed Calibration Curve

3.3 Maximum Permitted Speed IAS
16
14
GROSS MASS 1700 lb OR LESS

12
10
8 GROSS MASS >1700 lb
DOORS OFF
0
30 40 50 60 70 80 90 100
Figure 2.3 Variation of VNE with Altitude

3.4 Height v. Velocity at Sea Level
450
NOTE: TO MAINTAIN CONDITIONS SHOWN, AT ALTITUDE,
RECOMMENDED GROSS MASSES ARE SHOWN AT FIGURE 2.5
SMOOTH HARD SURFACE:

400 AVOID OPERATION IN SHADED AREAS
350
300
250
HEIGHT ABOVE SURFACE ft
200
150
RECOMMENDED
TAKE-OFF PROFILE
100
50
0 10 20 30 40 50 60 70 80 90 100
Figure 2.4 Height v. Velocity at Sea Level

3.5 Gross Mass v. Density Altitude at Take-Off
NOTE: THE RECOMMENDED GROSS MASSES TO MAINTAIN THE CONDITIONS

SHOWN IN FIGURE 2.4 AT ALTITUDE ARE SHOWN BELOW.
7
5
1500 1600 1700 1800 1900 2000 2100

GROSS MASS lb
Figure 2.5 Gross Mass v. Density Altitude at Take-Off

3.6 Hover Ceiling v. Gross Mass (2-ft Skid Height, 3,200 rpm) IGE
16
CHART BASED ON:
TAKE-OFF POWER
NO MUFFLER
14 NO EXHAUST PIPE INSTALLATION
NO BLADE ABRASION TAPE
12 TE AM
MP BIE
ER NT
AT
UR
o
0F E
-18 o
C
20 o
F
10 -7 o
C
40 o
PRESSURE ALTITUDE 1000 ft
F
4C
o
60 o
F
16 o
80 o C
F
8 27 o
10 C
0 Fo
38 o
C
IS
A
6
IS
A
+3
6 Fo
20 o
C
4
REDUCE HOVER CEILING AS FOLLOWS IF
EQUIPPED WITH:
269A8801-5 Exhaust Muffler

or
2 269A8257-3 Exhaust Pipe Installation
or
269A8263-1, -7, -13 or -15 Exhaust
Diffuser Installation: 218ft
Abrasion Tape on Blades: 500ft
0
1500 1600 1700 1800 lb 1900 2000 2100
700 750 800 kg 850 900 950

GROSS MASS
Figure 2.6 Hover Ceiling v. Gross Mass (2-ft Skid Height, 3,200 rpm) IGE

3.7 Hover Ceiling v. Gross Mass (2-ft Skid Height, 3,200 rpm, 80% Relative
Humidity) IGE
16
CHART BASED ON:
TAKE-OFF POWER
NO MUFFLER
12 TE AM
MP BIE
ER NT
AT
UR
o E
0F
-18 o
C
20 o
10
F
-7 o
C
40 o
F
4C
o
60 o
F
16 o
C
8
80 o
F
27 o
C
IS
A
10 o
0F
38 o
6 C
IS
A
+
36 o
F
20 o
C
4
REDUCE HOVER CEILING AS FOLLOWS IF EQUIPPED WITH:
2 269A8801-5 Exhaust Muffler

or
269A8257-3 Exhaust Pipe Installation
or
269A8263-1, -7, -13 or -15 Exhaust Diffuser Installation 223ft
Abrasion Tape on Blades 500ft
0
1500 1600 1700 1800 lb 1900 2000 2100
700 750 800 kg 850 900 950

GROSS MASS
Figure 2.7 Hover Ceiling v. Gross Mass (2-ft Skid Height, 3,200 rpm, 80% Relative
Humidity) IGE

3.8 Hover Ceiling v. Gross Mass (2-ft Skid Height, 3,000 rpm) IGE
16
CHART BASED ON:
TAKE-OFF POWER
NO MUFFLER
12
TE AM
MP BIE
ER NT
AT
UR
E
o
0F
10
-18 o
C
20 o
F
-7 o
C
40 o
F
4C
o
60 o
8 F
16 o
80 o C
F
27 o
10 C
0 Fo IS
A
38 o
C
6
IS
A
+3
6 Fo
20 o
C
REDUCE HOVER CEILING AS FOLLOWS IF EQUIPPED WITH:
2 269A8801-5 Exhaust Muffler

or
269A8257-3 Exhaust Pipe Installation
or
269A8263-1, -7, -13 or -15 Exhaust Diffuser Installation 189ft
Abrasion Tape on Blades 500ft
0
1500 1600 1700 1800 lb 1900 2000 2100
700 750 800 kg 850 900 950

GROSS MASS
Figure 2.8 Hover Ceiling v. Gross Mass (2-ft Skid Height, 3,000 rpm) IGE

4 Mass and Balance
4.1 Mass and Balance Data – Introduction

All helicopters are designed for certain limit loads and balance conditions. Changes in
equipment which affect the empty mass and empty mass CG must be entered on the
FAA Major Repair and Alteration form (FAA Form 337), in accordance with Federal Air
Regulations, which shall then become part of the helicopter file.
NOTE: Lateral and longitudinal CG must be controlled. Refer to Flight Manual addendums
and Supplements provided for special instructions regarding mass and balance data.
4.2 Mass and Balance Characteristics
The removal or addition of fuel or equipment results in changes to the CG and mass
of the helicopter, and the permissible load is affected accordingly. The effect of these
changes must be investigated in all cases to eliminate possible adverse
consequences on the helicopter's flight characteristics. The horizontal reference
‘Datum’ is located 100 inches forward of the centreline of the main rotor (see Figure
2.10). For convenience, Station 100 is marked on the helicopter. The forward lower
edge of the lower stabiliser is Station 252.3. Station numbers correspond to an inch
scale and may be used to locate equipment on the helicopter. The lateral ‘Datum’ is
the centreline of the helicopter through the main rotor. The mass and balance
characteristics are as follows:
• Maximum Gross Mass 2,050 lb.
• Longitudinal CG Limits (see Figure 2.9):
Forward CG limit Station = 95.0
Aft CG limit Station = 101.0
NOTE: Datum line is 100 inches forward of rotor centreline.
• Lateral CG limits (see Figure 2.9):
At Station 95: +3.0 to -1.0

At Station 99.5: +4.0 to -2.12
At Station 101: +2.0 to -2.5
Lateral variations between corners: plus (‘+‘) is right of centreline, minus (‘-’) is left
of centreline of helicopter when viewing forward (see Figure 2.11).
NOTE: The lateral datum line is the centreline of the helicopter through the main rotor.

4.3 CG Envelope
The permissible range of longitudinal and lateral CG travel is illustrated in Figure 2.9.
FORWARD CL
95
96
LONGITUDINAL STATIONS in
97
98
99
100
101
RIGHT
-2.5 -2 -1 0 1 2 3 4
LATERAL TRAVEL in
Figure 2.9 CG Envelope

4.4 Station Diagram
300
283.5
STA
280
260
252.3
STA
240
220
200
180
160
140
STA
137
LIMITS
ROTOR
120
STA
116
CL
STA
STA
101
100
100
STA
95
80
75.6
STA
STA
73
60
GLOVE
BOX
50.3
STA
WATERLINE
40
20
VERTICAL DATUM
HORIZONTAL
DATUM
80
60
20
86 106
80 100
0
40
in 0
in
60
20
100
0
40
Figure 2.10 Station Diagram

4.5 Balance Diagram (33-Gallon Standard Tank)
GROUND HANDLING
WHEEL ADAPTER
+17.4
RIGHT
+13.8
PASSENGER
CENTRE LATERAL
+0.75 REF.
PASSENGER
DATUM
PILOT -13.8
-17.0
AUX FUEL TANK

(OPTIONAL)
CG STANDARD FUEL
STA
80.0
STA STA
83.2 108.5
Figure 2.11 Balance Diagram (33-Gallon Standard Tank)
4.6 Mass and Balance Records

4.6.1 Mass and Balance Schedule
When a helicopter is weighed a Mass and Balance Schedule pro-forma must be
completed for the Basic Empty Mass. Both the longitudinal and lateral moments must
be calculated for each weighing point. From these details the longitudinal and lateral
arm of the CG is established. An example is shown in Figure 2.12.
4.6.2 Limiting Masses
The details derived as in Figure 2.12 are used to calculate the CG balance arm for the
Basic Empty Mass (plus any missing standard equipment), the Zero Fuel Mass and
the Operating Mass. An example is shown in Figure 2.13.
4.6.3 Record of Changes
Any changes to the original Mass and Balance details as delivered by the
manufacturer must be calculated and recorded. An example is shown in Figure 2.14.

4.7 Example Mass and Balance Schedule
HELICOPTER MODEL SERIAL NUMBER REGISTRATION NUMBER
DATE WEIGHED BY
WEIGHING POINT SCALE NET LONGIT. LATERAL LONGIT.

READING TARE WEIGHT ARM ARM MOMENT
(LB) (LB) (LB) (IN) (IN) (LB IN)
LEFT MAIN 482 1.9 480 75.6 -19.0 36288
RIGHT MAIN 500 1.9 498 75.6 +19.0 37649
AFT 148 2.9 145 271.4 +0.6 39353
TOTAL (AS WEIGHED) 1130 6.7 1123 100.9 +0.4 113290
A DISTANCE FROM STATION 100.0 TO RIGHT HAND LEFT HAND
MAIN WEIGHING POINTS IN INCHES 24.4 24.4
B AVERAGE MOMENT ARM FOR 100.0 - 24.4 = 75.6

MAIN WEIGHING POINTS (100.0A)
C MOMENT ARM FOR AFT WEIGHING 271.4

POINT IN INCHES
OIL ABOARD X YES NO
MAIN GEAR BOX X YES NO
TAIL GEAR BOX X YES NO
FULL FUEL ABOARD YES X NO
EQUIPMENT MISSING AT TIME OF WEIGHING
ITEM NUMBER WEIGHT LONGIT LATERAL LONG LATERAL
ARM ARM MOMENT MOMENT
405 FLIGHT MANUAL 1.0 48.0 0 48 0
UNUSEABLE FUEL 3.0 108.5 +17.4 325 +52
(33 gal. fuel tank)
NOTE: Removable portions of ground handling wheel installation (if so equipped) are NOT included in aircraft empty
weight
TOTAL 4.0 93.3 +13 373 +52

SURPLUS EQUIPMENT IN AIRCRAFT AT TIME OF WEIGHING
ITEM NUMBER WEIGHT LONGIT LATERAL LONG LATERAL
ARM ARM MOMENT MOMENT
TOTAL
Figure 2.12 Example Mass and Balance Schedule

4.8 Example Mass and Balance Worksheet for Limiting Masses
WEIGHT LONGIT MOMENT

ARM
BASIC WEIGHT (LB) (IN) (LB IN)
WEIGHT (AS WEIGHED) 1123 100.9 113311
SURPLUS WEIGHT
MISSING STANDARD EQUIPMENT 4.0 93.3 373
MISSING OPTIONAL EQUIPMENT
TOTAL BASIC WEIGHT (DELIVERED) 1127 100.9 113684

LATERAL CENTRE OF GRAVITY + 0.4
ARM
MOST FORWARD LOADING (LB) (IN) (LB IN)
BASIC WEIGHT 1127 100.9 113714
PILOT AND PASSENGER R.H. 340 83.2 28288
USEABLE FUEL 0 108.5 0
PASSENGER, CENTRE 170 80.0 13600
TOTAL GROSS WEIGHT 1637 95.1 155602

APPROVED FORWARD LIMIT 95 INCHES
ARM
MOST AFT LOADING (LB) (IN) (LB IN)
BASIC WEIGHT 1127 100.9 113714
PILOT 170 83.2 14144
FUEL, FULL (32.5 USEABLE GAL.) 195 108.5 21158
TOTAL GROSS WEIGHT 1492 99.9 149016

APPROVED AFT LIMIT 101 INCHES
Figure 2.13 Example Mass and Balance Worksheet for Limiting Masses

4.9
March 2009
B A S I C W E I G H T A N D B A L A N C E R E C O R D - L O N G I T U D I N A L ( L O N G . ) A N D L AT E R A L ( L AT. )
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE
AIRCRAFT MODEL SERIAL NUMBER R E G I S T R AT I O N N U M B E R PA G E OF
LONGITUDINAL LATERAL RUNNING TOTAL - EMPTY AIRCRAFT
Figure 2.14
WEIGHT ARM MOMENT ARM MOMENT WEIGHT LONGITUDINAL LATERAL
ITEM NO. +ADD + RIGHT MOMENT MOMENT
DATE IN OUT DESCRIPTION OF ARTICLE OR MODIFICATION -REMOVE - LEFT ARM LB IN ARM LB IN
TOTAL DELIVERED MASS 1127 100.9 113714 +0.4 +451
1/24/94 REMOVE 7 LBS. ITEM AT STA. 103, LBL12 -7 103 -721 -12 +84 1120 100.9 113008 +0.5 +560
1/27/94 ADD 11 LBS. ITEM AT STA. 74, RBL 6 +11 74 +814 +6 +66 1131 100.6 113779 +0.5 +566
CAP 758 – Helicopter Manual for JAR-FCL Examinations
Example Mass and Balance Record of Changes Pro-forma
Example Mass and Balance Record of Changes Pro-forma
Section 2 - SEPH Page 16

Mass and Balance – Performance – Flight Planning and Monitoring
4.10 Load Limits and Balance Criteria

NOTE: Do not exceed limitations at any time during flight.
• The delivered mass (the term ‘delivered mass’ includes oil and trapped fuel),
recorded in the Mass and Balance Record of Changes pro-forma (as shown in
Figure 2.14), shall be used to perform all mass and balance computations (see
Figures 2.12 and 2.13).
4.11 Equipment Removal or Installation
• Removal or addition of equipment must be entered in the helicopter log book and
shall become part of the helicopter file.
• The mass and balance effects of these changes must also be recorded in the Mass
and Balance Record of Changes pro-forma, as shown in Figure 2.14.
• Use the Station Diagram shown in Figure 2.10 and the Balance Diagram shown in
Figure 2.11 as an aid for mass and balance changes.
4.12 Mass and Balance Calculation – Passenger Configuration
• To determine that the gross mass and longitudinal CG (fore and aft) for a given
flight are within limits, proceed as follows:
• Obtain the helicopter delivered mass and longitudinal moment from the
Mass and Balance Record of Changes pro-forma found at the end of the
Pilot’s Flight Manual (see Figure 2.14 for an example).
• Determine mass and longitudinal moments of useful load items from Figure
2.17.
• Add the above items (see Example 1 below).
• Plot on Figure 2.9 together with associated lateral CG.
4.13 Example 1 – Longitudinal CG
Longitudinal Longitudinal
Items Mass Arm Moment
(lb) (in) (lb in)
Delivered Mass +1,127 +100.9 +113,714
Pilot - Left-Hand +170 +83.2 +14,144

Passenger - Right-Hand +170 +83.2 +14,144
Passenger - Centre +170 +80.0 +13,600
1. Sub-Total Gross Mass (Zero +1,637 +95.1 +155,602

Fuel Mass)
Fuel +195 +108.5 +21,158
2. Total Gross Mass +1,832 +96.5 +176,760

• Calculation of Longitudinal CG
• CG Zero Fuel Mass:
Moment at Zero Fuel Mass 155,602

= = 95.1 in
Zero Fuel Mass 1,637
• CG Total Gross Mass:
Moment at Gross Mass 176,760

= = 96.5 in
Gross Mass 1,832
NOTE: The CGs fall within the limits specified in Figure 2.15. Therefore, the loading meets
the longitudinal CG requirements, for full fuel as well as zero fuel.

4.14 Mass and Moment Loading Chart – Longitudinal Limitations
210
200
AFT CG LIMIT
STATION 101.0
190
180
FORWARD CG LIMIT
FULL STANDARD FUEL
170
MOMENT 1000 lb in
FORWARD CG LIMIT NO FUEL

STATION 95.0
160
150
140
130
120
110
12 13 14 15 16 17 18 19 20 21
MASS 100 lb
NOTE: This chart applies the longitudinal centre of gravity limits noted. CG limit changes or restrictions
resulting from special kit installations require that CGs be determined by dividing total moment by total
mass for both zero and full fuel conditions.
Figure 2.15 Mass and Moment Loading Chart – Longitudinal Limitations

4.15 Permissible Lateral Loadings – Passenger Configuration

For the safe operation of the helicopter, it must be flown within the established
lateral, as well as longitudinal, CG limits.
NOTE: Lateral CG must be controlled.
• All combinations of passenger loadings are permissible if gross mass, longitudinal,
and lateral CG considerations permit.
• To determine that the gross mass and lateral CG (left and right) are within limits for
a given flight, proceed as follows:
• Obtain the helicopter delivered mass and moment from the Mass and
Balance Record of Changes pro-forma found at the end of the Pilot’s Flight
Manual (see Figure 2.14 for an example).
• Determine the mass and lateral moment for various configurations (see
Figure 2.16).
• Add the above items (see Example 2 below).
• Plot on Figure 2.9 with associated longitudinal CG.
4.16 Example 2 – Lateral CG
Lateral Lateral
Items Mass Arm Moment
(lb) (in) (lb in)
Delivered Mass +1,127 +0.43 +485
Pilot - Left-Hand +170 -13.8 -2,346

Passenger - Right-Hand +170 +13.8 +2,346
Passenger - Centre +170 +0.75 +128
1. Sub-Total Gross Mass (Zero +1,637 +0.37 +613

Fuel Mass)
Fuel +195 +17.4 +3,393
2. Total Gross Mass +1,832 +2.19 +4,006
• Calculation of Lateral CG
• CG Zero Fuel Mass:
Moment at Zero Fuel Mass +613

= = +0.37 in
Zero Fuel Mass 1,637
• CG Total Gross Mass:
Moment at Gross Mass +4,006

= = 2.19 in
Gross Mass 1,832
NOTE: The determined lateral CGs of +0.37 in and +2.19 in for longitudinal CGs of 95.1 in
and 96.5 in, respectively, fall within the established CG limits. (See Figure 2.9 and
Example 1 – Longitudinal CG.)

4.17 Lateral Mass-to-Moment Calculation Chart
4000
33-GALLON
STANDARD TANK
RH PASSENGER
3000
2000
1000
MOMENT lb in
CENTRE PASSENGER
0
-1000
-2000
-3000
LH PILOT
-4000
0 50 100 150 200 250 300
LOAD MASS lb
Figure 2.16 Lateral Mass-to-Moment Calculation Chart

4.18 Longitudinal Mass-to-Moment Calculation Chart
35000
30000
25000
PILOT & PASSENGER

STANDARD FUEL AT STATION 83.2
AT STATION 108.5
20000
MOMENT lb in
15000 CENTRE PASSENGER

AT STATION 80
10000
5000
0 50 100 150 200 250 300 350 400

LOAD MASS lb
Figure 2.17 Longitudinal Mass-to-Moment Calculation Chart

5 Additional Operations and Performance Data
The information given in paragraph 5 is provided by the manufacturer to further inform

the pilot of the helicopter's capabilities. By use of the data in paragraph 5 the pilot may
obtain maximum utilisation of the helicopter.
5.1 Hover Ceiling v. Gross Mass (3,200 rpm) OGE
16
CHART BASED ON:
TAKE-OFF POWER
NO MUFFLER
14 NO BLADE ABRASION TAPE
12
TE AM
MP BIE
ER NT
AT
UR
0 Fo E
10 -18 o
20 o C
F
-7 o
40 o C
F
4 Co
60 o
F
16 o
8 80 o C
F
10 27 o
0 Fo C
38 o
C
IS
A
6 IS
A
+
36 o
F
20 o
C
0
1500 1600 1700 1800 lb 1900 2000 2100
700 750 800 kg 850 900 950

GROSS MASS
Figure 2.18 Hover Ceiling v. Gross Mass (3,200 rpm) out of Ground Effect

5.2 Rate-of-Climb Chart
16
CHART BASED ON:
ISA
NO MUFFLER
14 3200 rpm
VY 41kt 47mph
12
GROSS MASS lb
1700
10
1900
2050
ENGINE CRITICAL ALTITUDE

4
0 200 400 600 800 1000 1200 1400

RATE OF CLIMB fpm
Figure 2.19 Rate-of-Climb Chart

5.3 Fuel Flow
28
CHART BASED ON:
ISA
NO MUFFLER SEA LEVEL
26
3200 rpm
4000 ft
24
MANIFOLD PRESSURE in Hg
22
20
18
16
30 40 50 60 70 lb/hr 80 90 100 110
6 8 10 12 gal/hr 14 16 18
FUEL FLOW
Figure 2.20 Fuel Flow

5.4 Maximum Cruise Speed
16
CHART BASED ON:
NOTE:
NO MUFFLER MAXIMUM CRUISE SPEED
IS LIMITED BY VNE AT
3200 rpm
HIGHER ALTITUDES
14
12
10
6
VNE
1700
1900
GROSS MASS lb
2050
0
40 50 60 70 80 mph 90 100 110 120
40 50 60 70 kt 80 90 100
TAS
Figure 2.21 Maximum Cruise Speed

5.5
March 2009
Figure 2.22
26 MAX
CHARTS BASED ON:
9
GROSS MASS lb
ISA GROSS MASS lb
SEA LEVEL 1700 MAXIMUM RANGE
24
Cruise Chart (Sea Level)
NO MUFFLER 1900 1700 8

3200 rpm 2050 1900
2050
22 7
Cruise Chart (Sea Level)

MAXIMUM RANGE
VH 6
MAXIMUM ENDURANCE
20
SPECIFIC RANGE SM/gal
18
MAXIMUM ENDURANCE 4
16
20 40 mph 60 80 100 120 20 40 mph 60 80 100
10 20 30 40 kt 50 60 70 80 90 100 10 20 30 40 kt 50 60 70 80 90 100
TAS IAS

5.6
March 2009
Figure 2.23
26 MAX
TAKE-OFF CHARTS BASED ON: ISA, 4000ft, NO MUFFLER, 3200 rpm
GROSS MASS lb
1700 1.6
TAKE-OFF
24 1900 9
GROSS MASS lb MAXIMUM RANGE
Cruise Chart (4,000 ft)
2050 1700
1.4 1900
22 2050 8
1.2 7
Cruise Chart (4,000 ft)

MAXIMUM ENDURANCE
20 VH
MAXIMUM RANGE 1.0
SPECIFIC RANGE SM/gal
18
SPECIFIC RANGE SM/lb

5
0.8
MAXIMUM ENDURANCE
16
20 40 mph 60 80 100 120 4
10 20 30 40 kt 50 60 70 80 90 100
TAS 0.6
20 40 mph 60 80 100
10 20 30 40 kt 50 60 70 80 90 100
IAS

5.7 Sea-Level Range and Endurance (Standard Day, 3,200 Engine rpm, No Muffler)
4
MAXIMUM
ENDURANCE
ENDURANCE hr MAXIMUM
3 RANGE
TAKE-OFF
GROSS MASS lb
2
1700
1900 VH
2050
1
30 40 50 60 mph 70 80 90 100 110
30 40 50 kt 60 70 80 90
IAS
240
CHARTS BASED ON:
200
MAXIMUM ISA
TAKE-OFF RANGE SEA LEVEL
220
GROSS MASS lb NO MUFFLER
1700 3200 rpm
180
1900
200 2050
160
RANGE NM
180
RANGE SM
VH 140
160 MAXIMUM
ENDURANCE
140 120
120
100
100
80
80
30 40 50 60 mph 70 80 90 100 110
30 40 50 kt 60 70 80 90
TAS
Range and endurance includes allowance for warm-up, take-off and climb to cruise altitude
from sea level, and FAR 91.151(b) reserves. Range based on no wind.
Figure 2.24 Sea-Level Range and Endurance (Standard Day, 3,200 Engine rpm, No
Muffler)

5.8 4,000 ft Range and Endurance (Standard Day, 3,200 Engine rpm, No Muffler)
MAXIMUM
ENDURANCE
MAXIMUM
ENDURANCE hr
3
RANGE
TAKE-OFF
GROSS MASS lb
2
1700 VH
1900
2050
1
30 40 50 60 mph 70 80 90 100 110
30 40 50 kt 60 70 80 90
IAS
240
CHARTS BASED ON:
MAXIMUM 200
RANGE
ISA
220 TAKE-OFF 4000 ft
GROSS MASS lb NO MUFFLER
1700 3200 rpm
180
1900
200 2050
160
MAXIMUM
RANGE NM
180
ENDURANCE
RANGE SM
VH
140
160
140 120
120
100
100
80
80
30 40 50 60 mph 70 80 90 100 110
30 40 50 kt 60 70 80 90
TAS
Range and endurance includes allowance for warm-up, take-off and climb to cruise altitude
from sea level, and FAR 91.151(b) reserves. Range based on no wind.
Figure 2.25 4,000 ft Range and Endurance (Standard Day, 3,200 Engine rpm, No
Muffler)

5.9 Payload v. Range
1000
CHART BASED ON:
NO MUFFLER
3200 rpm
ISA
800 SEA LEVEL TO 4000 ft
TAKE-OFF
GROSS MASS lb
2050
600
PAYLOAD lb
1900
400
1700
200
0
0 50 100 SM 150 200 250 300
0 50 100 NM 150 200 250
RANGE
This chart shows the range trend that results from trading off fuel against payload, while keeping a constant gross
mass. Maximum range for each gross mass includes a full fuel load at take-off. Range includes allowance for
warmup, take-off and climb to cruise altitude from sea level with reserves. Range is based on no wind and cruise
at maximum range speed.
Figure 2.26 Payload v. Range

5.10 Rate-of-Descent Chart
2400
AUTOROTATION
ROTOR RPM 471
2200
RATE OF DESCENT fpm
2000
1800
1600
1400
20 30 40 50 mph 60 70 80 90
20 30 40 kt 50 60 70
TAS
Figure 2.27 Rate-of-Descent Chart

Section 3 Pilot’s Flight Manual – TETH
1 General
1.1 TETH – Principal Dimensions
3.051m
in)
15.600m (614 (120in)
4,950m
(195in)
5.280m (207in)
16.290m (641in)
18.700m (736in)
2.106m
3.380m (133in) (83in)
2.000m
78in
3.000m
(118in)
Figure 3.1 TETH – Principal Dimensions
March 2009 Section 3 - TETH Page 1

2 Limitations
2.1 Mass Limits

The maximum permissible mass at take-off and landing with internal loads is 8,600 kg
(18,960 lb). Depending on density altitude the maximum permissible take-off or
landing mass is determined from Figure 3.2 below.
15000 4572
4000
(ft)
(m)
10000
DENSITY ALTITUDE
3000
6200 1890
5000
1000
0 0
4500 6540 7000 7500 8000 (kg) 8600
9920 15000 16000 17000 18000 (lb) 18960

MAXIMUM GROSS MASS
Figure 3.2 Mass Limitations for Take-Off and Landing with Internal Loads
The minimum permissible mass at any time is 4,500 kg (9,920 lb).

2.2 CG Limits
2.2.1 Longitudinal CG
For fore-and-aft longitudinal CG limits, refer to Figure 3.3 below.
(kg) (lb)
9000
8600 18960
18000
8000
17000
16000
7000 15430
15000
14000
6000
13000
12000
5000 11000
10000
4.5 4.6 4.7 4.8
4000
4.40 4.52 m 4.67 4.85 4.9
173.23 177.95 in 183.86 190.9 192.91
CL
OF MAIN
ROTOR
Figure 3.3 Longitudinal CG Limits
CAUTION: ALLOW FOR CG LOCATION VARIATIONS DUE TO FUEL

CONSUMPTION AND FUEL TRANSFER (SEE FIGURE 3.23).
The CG datum is located 4.67 m (183.86 in) forward of the main rotor centreline.
2.2.2 Lateral CG Position
- LH limit: 0.08 m (3.15 in)
- RH limit: 0.09 m (3.54 in)
The CG datum is the helicopter symmetry plane.
2.3 Airspeed Limits
2.3.1 Absolute VNE: Power-On Flight
- For masses up to 8,350 kg (18,410 lb): 167 kt (310 km/h)

- For masses over 8,350 kg (18,410 lb): 150 kt (278 km/h)
2.3.2 Absolute VNE: Power-Off Flight

Absolute VNE: 145 kt (268 km/h)
Refer to Figure 3.4 for VNE variations according to helicopter mass and altitude.

55
26 MA 00
50
SS 60
00
00
26 kg
45
0
00
650
24
100
43
0
12
24
50
lb x
13
22
700
22 0
14
20 20 7500 15
18
16
18 8000

17
16
8350
16
18
MAS
14
14 ABOSES
V
8350 E
12
12
10
10
8
8
6
6
4
4
2
2
0
0 VNE
POWER OFF VNE
-2
-30 -10 0 10 30 50 40 60 80 kt 100 120 140 150 167

o
OAT C 100 150 km/h 200 250 300
VNE CAS 268 278 310
Figure 3.4 VNE Chart (Altitudes ft)
2.4 Airspeed-Height Envelope (See Figure 3.5)

The airspeed-height envelope depends on the helicopter mass and on exterior
conditions.
Figure 3.5, Graph 1 shows the airspeed-height envelope for a helicopter weighing
8,350 kg (18,410 lb) at zero pressure altitude and 15°C OAT.
Points B and C are valid for all mass, altitude and temperature conditions. Point A
must be determined from Figure 3.5, Graph 2 according to the mass, altitude and
temperature conditions.
Under mass, altitude and temperature combinations for which Point A would be
below 100 ft, the airspeed-height envelope is nil.
Example (see Figure 3.5, Graph 2)
Mass = 7,000 kg
Pressure Altitude = 0
OAT = +40°C
Solution
Height of Point A = 130 ft

ft m
200 1 60
A
AVOID AREA FOR:
50 GROSS MASS 8350kg (18410lb)

PRESSURE ALTITUDE 0
o
150 OAT +15 C
HEIGHT
40
100 B 30
20
50
10
20 C
0 0
0 10 20 30 kt
SPEED
0 10 20 30 40 50 km/h
2
0
T C
OA o
100
ft x
-40
17
0
-5
-20
14
0
-3
0
-10
12
20
15
10
40
10
30
50
8
6
4
2
0
-2
4 5 6 7 8 9 100 200 ft 300 400 500

MASS 1000 kg
9 10 11 12 13 14 15 16 17 18 19 40 60 m 80 100 120 140 160

MASS 1000 lb
HEIGHT OF POINT A
Figure 3.5 Airspeed-Height Envelope

2.5 Maximum Permissible Loading

2.5.1 Placards
Cabin floor:
A placard in the cabin specifies the maximum load-carrying capacity.
CABIN FLOOR
LOADING 1500 daN/m2

2.17 lbf/in2
Cargo bay:
Three placards specify the maximum permissible load-carrying capacities.
B
A
LUGGAGE MAX LOAD 115 daN

A MAXIMUM FLOOR LOAD 195 daN/m²
B MAXIMUM FLOOR LOAD 75 daN/m²
C MAXIMUM FLOOR LOAD 400 daN/m²
Figure 3.6 Luggage Floor Loads

3 Performance
3.1 Regulatory Performance Data
3.1.1 Introduction
The performance curves given hereafter, Figure 3.7 to Figure 3.17 inclusive, apply to
the basic helicopter version (zone not shaded on the charts).
The broken-line curves enable helicopter operation below -30°C. The shaded zone
enables helicopter operation with optional equipment.
CONDITIONS
BOTH ENGINES AT TAKE-OFF RATING OR MAX TORQUE (100%, 2235 kW)

ZERO WIND
NO P2 AIR BLEED
25
20
TE 6
MP
ER
AT
U RE o
C
-45
5
-30
PRESSURE ALTITUDE 1000 m

15 -20
-10
0 4
+1
0
+1
5
+2
0
10 3
+3
0
+4
0
1
0 0
5000 6000 7000 MASS kg 8000 8600 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.7 IGE Hover Performance – Two Engines (Height up to 15 ft)

CONDITIONS
BOTH ENGINES AT TAKE-OFF RATING OR MAX TORQUE (100%, 2235 kW)

ZERO WIND
NO P2 AIR BLEED
25
20
6
TE
MP
ER
AT
U RE o
C 5
-45

15
-30
-20
4
-10
+1
10 0
+1 3
5
+2
0
+3
0
1
+4
0
0 +5 0
0
5000 6000 7000 MASS kg 8000 8600 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.8 OGE Hover Performance – Two Engines (above 15 ft)

CONDITIONS
ENGINE AT 2.5 MINUTE RATING OR MAX TORQUE (69%, 1550 kW)

ZERO WIND
15
TE
M
PE
RA
TU
10 RE o 3

C
-4
5
-3
0
-2
0
2
-1
0
5 0
+1
0
1
+2
0
+3
0
+4
0
0 0
+5
0
5000 6000 7000 MASS kg 8000 8600 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.9 IGE Hover Performance – Single Engine (Height up to 15 ft)

CONDITIONS
ENGINE AT 2.5 MINUTE RATING OR MAX TORQUE (69%, 1550 kW)

ZERO WIND
15
TE
10 M
PE 3

RA
TU
-4
5 RE o
C
-3
0
-2
0 2
-1
0
5
0
+1
0
1
+2
0
+3
0
+4
0 0 0
+5
0
5000 6000 7000 MASS kg 8000 8600 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.10 OGE Hover Performance – Single Engine (above 15 ft)

CONDITIONS
o
BOTH ENGINES AT MAX. CONTINUOUS RATING OR MAX. TORQUE (81%, 1820 kW) OR MAX. COLL. PITCH (17.5 )
LANDING GEAR UP
NO P2 AIR BLEED
20
TE 6
M
PE
RA
TU
RE o
C
-4
5
5
15 -3
0

-2
0
4
-1
0
0
+1
10 0
3
+2
0
+3
0
2
+4
0 1
+5
0
0 0
0 0
2
500
RATE OF CLIMB fpm
RATE OF CLIMB m/s

90
80
75
60
70
65
550
85
500
4
00
00
00
00
00
00
00
kg
0kg
0
kg
kg
kg
kg
kg
kg
kg
1000
1500
8
10
2000
Figure 3.11 Rate of Climb at VY – Two Engines

CONDITIONS
ENGINE AT 30-MINUTE RATING

LANDING GEAR UP
20
6
15

TE 4
M
PE
RA
TU
RE o
C
10 -4 3
5
-3
0
-2
0
-1 2
0
5 0
+1
0
+2 1
0
+3
0
+4
0
0 +5 0
0
-500
-2
0 0
RATE OF CLIMB fpm
RATE OF CLIMB m/s
2
500 65 70 75 80 85 90
00 00 00 00 00
55
60
00
50
kg kg kg kg kg
00
kg
00
00
kg
kg
kg
1000
1500
Figure 3.12 Rate of Climb at VY – Single Engine

3.2 Additional Performance Data
CONDITIONS
o
AIRSPEED AT 16 COLLECTIVE PITCH
25
6
11
7
6.5 12
13
20 7 6
14
7.5 MAS 15
S 1
000
kg
16 5
8
15 17
8.6
DENSITY ALTITUDE 1000 m

18
9 19
20
10 3
lb
00
10
SS
MA
0 0
60 80 100 (kt) 120 140 160
120 140 160 180 200 (kmh) 220 240 260 280
TAS
Figure 3.13 Airspeed in Level Flight – Two Engines

CONDITIONS
o
COLLECTIVE PITCH 16
ISA
25
5.0 5.5
6.0
7
6.5
20 7.0
11 6
12 7.5
MASS 1000 kg
13 5
8.0

15
14
8.5
4
9.0
15
16
10 3
MASS 1000 lb
17
18 2
5 19
20
0 0
200 250 300 350 400 450 500 550 600 kg/h
300 400 500 600 700 l/h
500 600 700 800 900 1000 1100 1200 1300 lb/h
80 100 120 140 160 180 US gal/h
Figure 3.14 Hourly Fuel Consumption – Two Engines Cruise

CONDITIONS
VY
ENGINE AT 30-MINUTE RATING
RoC 150 fpm
25
20
6
TE
MP
ER
AT
URE o
C
5
-4
5

15
-3
0
-2
0
-1 4
0
+1
0
10 +2 3
0
+3
0
5 +4
0
0 +5 0
0
5000 6000 7000 MASS kg 8000 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.15 Service Ceiling – One Engine

CONDITIONS
VY = 70kt (130km/h) less 5kt (10km/h) per 5000ft (1500m)

BOTH ENGINES AT MAX CONTINUOUS RATING
o
COLLECTIVE PITCH 17.5
RoC 150 fpm
25
7
TE
MP
ER
AT
URE o
C
20
-4 6
5
-30
-20
-1 5
0

0
15
+1
0
+2 4
0
10 +3
0 3
0 0
5000 6000 7000 MASS kg 8000 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.16 Service Ceiling – Two Engines

CONDITIONS
ENGINE AT 30 MINUTE RATING

VY
ZERO WIND
22
20
6
6000
kg 5
REF
HEIGHT LINE
15 LOSS
DISTANCE
4
7000

kg
10 8000 3
kg
860
0kg
9000 2
kg
0 0
0 5 10 15 20
NM
0 10 20 30 40
km
DISTANCE SCALE
Enter at pressure altitude and move horizontally to mass line and down mass line to reference line
Move vertically down from first intercept point and horizontally to the left from the second point
Read off the height loss from the graph
Measure the distance and transfer to bottom distance scale to find distance required
EXAMPLE:
Pressure Altitude 17000 ft, Mass 6000 kg

Height Loss 3000 ft
Distance Required 11.8 NM (22 km)
Figure 3.17 Height Loss and Distance Required to Re-establish Level Flight – One
Engine

4 Mass and Balance
4.1 CG – Standard Definitions

The CG is defined by dimensions measured perpendicularly to the three basic datum
planes. These planes are as follows:
a) A horizontal plane, the cabin floor datum, is the Z datum plane.
b) A vertical plane perpendicular to the cabin floor datum. This Y datum plane is the
helicopter plane of symmetry. Dimensions to the left (port) are known as negative
and dimensions to the right (starboard) as positive.
c) A vertical plane perpendicular to the two mentioned above, situated 4.67 m
(183.86 in) forward of the centre of the main rotor. This is the X datum plane, from
which the longitudinal reference stations are measured.
NOTE 1: The cabin floor datum is materialised by the surface of the cabin floor.
NOTE 2: The helicopter centreline direction runs parallel to the line of intersection of the
Y plane and the Z plane.
6in)
Y
83.8
4.67m (1
X Z
Figure 3.18 Helicopter Datum Planes
CG location limits are never to be exceeded (see Section 3, paragraph 2.2).

CAUTION: A CG LOCATION WHICH IS CORRECT ON TAKE-OFF MAY CHANGE IN
THE COURSE OF THE MISSION, DUE TO FUEL MASS REDUCTION OR
LOADING VARIATION, AND SO EXCEED ACCEPTABLE LIMITS.
a) Longitudinal CG must be the more closely watched.
b) Lateral CG need be considered only in very asymmetric loading configurations.

Section 3 - TETH Page 19 March 2009
Figure 3.19 Helicopter Longitudinal Reference Stations
in m
-24.9 -0.635
-9.0 -0.230
DATUM
21.0 0.535
30.1 0.766
41.5 1.055
50.7 1.290
67.5 1.715
86.0 2.185
4.67m
97.6 2.480
183.86in
116.1 2.950
127.7 3.245
139.8 3.550
151.8 3.855
4.400
164.4 4.175
5
o
179.3 4.555
LIMITS 197.4 5.015
208.5 5.295
220.5 5.600
4.900
232.5 5.905
MAIN DOOR
252.2 6.405
53.1in x 53.1in
1.35m x 1.35m
268.3 6.815
284.4 7.225
300.4 7.630
314.2 7.980
327.6 8.320
340.9 8.660
354.3 9.000
368.1 9.350
383.0 9.728
399.2 10.141
415.5 10.554
431.7 10.967
448.0 11.380
464.3 11.793
480.5 12.206
496.8 12.619
510.4 12.964
554.7 14.090
CABIN FLOOR DATUM

2.645m
104.1in
Helicopter Longitudinal Reference Stations 4.2
Mass and Balance – Performance – Flight Planning and Monitoring CAP 758 – Helicopter Manual for JAR-FCL Examinations
4.3 Calculating Longitudinal CG Location

4.3.1 Method
The distance from the CG of the helicopter to the datum plane is found by means of
the following formula:
Sum of moments
= CG
Sum of masses
a) Determine the maximum permissible take-off mass.

b) Note the equipped empty mass.
c) Refer to tables given, then total masses and moments.
d) Calculate CG location.
e) Check that CG falls within permissible limits.
4.3.2 Example:
Mass (kg) CG Location Moment (kg m)
Equipped Empty Mass 4,700 4.60 21,620

Crew: Pilot + Co-pilot 160 1.28 205
Fuel: Filled up (2,367 litres) 1,870 8,241
Load: Forward pallet 400 1,556
Aft pallet 600 3,414
7,730 35,036
35,036 kg m
CG Balance Arm = = 4.53 m
7,730 m
Therefore, the CG is within permissible limits (see Section 3, paragraph 2.2).

4.4
4.4.1
March 2009
CREW - WEIGHTS & LONGITUDINAL MOMENTS
MASS kg MOMENT kg m MASS lb MOMENT lb in

DATUM A B A B
50 64 96 100 5039 7574

60 77 115 120 6047 9089
70 90 135 140 7055 10604
80 102 154 160 8062 12118
Figure 3.20 Crew Location and Moments

Longitudinal Location of Variable Loads
90 115 173 180 9070 13633

Crew – Mass and Longitudinal Moments
100 128 192 200 10078 15148

110 141 212 220 11086 16663
120 154 231 240 12093 18178
_ _
130 166 260 13101
_ _
1.280m 140 179 280 14109
A _ _
50.39in 150 192 300 15117
_ _
160 205 320 16125
_ _
1.924m 170 218 340 17137
B _ _
75.74in 180 230 360 18140
_ _
190 243 380 19148
_
400 20156
Section 3 - TETH Page 21

4.4.2 Fuel – Mass and Longitudinal Moments
487 l 405 l 236 l 1 423 l
7 2 4 246 l
324 l 6 5
246 l
3
Longitudinal
reference stations 2.850m 3.550m 4.575m 5.600m 6.340m
Quantity
Litres kg Moments kg m
(d=0.79kg/l)
50 40 114 142 183 224 253
100 79 226 280 361 442 500
150 119 340 422 544 666 754
200 158 452 560 722 884 1001
236 186 851 (Tank 1)
246 194 887 (Tank 3) 1230
250 197 563 699 1103
300 237 678 841 1327
324 256 1171 (Tank 6)
350 276 789 979 1545
400 316 904 1121 1769
405 320 1136
423 334 1870
450 355 1016
487 385 1096
Figure 3.21 Fuel Location and Moments

4.4.3 Fuel Transfer – Mass and Longitudinal Moments
FUEL - MASSES & LONGITUDINAL MOMENTS
QUANTITY CHANGES IN FLIGHT WITH TRANSFER

AS PER RECOMMENDED PROCEDURE
LITRES kg MOMENTS kg m
100 79 361
200 158 723
300 237 1084
400 316 1446
500 395 1809
600 474 2178
700 553 2549
800 632 2923
900 711 3292
1000 790 3665
1200 948 4228
1400 1106 4789
1600 1264 5397
1800 1422 6136
2000 1580 6881
2200 1738 7630
2367 1870 8241
US gal lb MOMENTS lb in
50 329.5 59346
100 659.0 119351
150 988.5 178631
200 1318.0 239731
250 1647.5 300635
300 1977.0 351036
350 2306.5 396833
400 2636.0 443137
450 2965.5 500872
500 3295.0 562357
550 3624.5 623595
600 3954.0 684951
626 4120.0 715321
Figure 3.22 Standard Tanks in 7-Tank Version (6 Tanks + Centre Tank)
NOTE: Figure 3.23 shows the fuel CG limits defining the range between fuel transfers
performed at the beginning and at the end of a flight. For fuel transfers performed
at any other time the CG falls within this range. The solid line on Figure 3.23 depicts
the recommended fuel transfer procedure.

4.4.4 Fuel Transfer – CG Balance Arm Location
500
1000
FUEL L
1500
2000
2500
4.0 4.1 4.2 4.3 4.4 4.5 4.6 4.7
DISTANCE m
160 165 170 175 180 185

DISTANCE in
Changes in CG as per recommended procedure

Transfer at the beginning of flight
Transfer at the end of flight
Figure 3.23 Changes in Fuel CG Location in 7-Tank Version

4.4.5 Balance Arms for Various Seat Layouts
LOCATIONS OF: PASSENGERS, VIPs & WOUNDED
NOTE: The total moment is calculated with a unit weight of 77kg (170lb) per passenger
15 SEAT VIP LAYOUT

B D
A = 2.54m (100in)
B = 3.75m (148in)
C = 4.43m (174in)
D = 5.57m (219in)
E = 6.50m (256in)
M = 7.98m (314in)
A C E M
Total Moment of Passengers = 5264 kg m (456932 lb in)
6 STRETCHER AMBULANCE LAYOUT
A = 2.54m (100in)
B = 3.31m (130in)
C = 4.09m (161in)
D = 6.05m (238in)
A B C D
Total Moment of Passengers + 6 Wounded = 5090 kg m (441843 lb in)
9 STRETCHER AMBULANCE LAYOUT

C
A = 2.54m (100in)
B = 3.31m (130in)
C = 3.36m (132in)
D = 4.09m (161in)
E = 6.05m (238in)
A B D E
Total Moment of Passengers + 9 Wounded = 4336 kg m (376353 lb in)
Figure 3.24 Transport of Passengers

4.4.6 Traffic Load – Mass and Longitudinal Moments
STOWING RINGS PORTABLE CRANE ATTACHMENT

FERRY TANK ATTACHMENT PASSENGER SEAT RAIL ATTACHMENT
TROOP SEAT ATTACHMENT V.I.P. SEAT ATTACHMENT
STRETCHER ATTACHMENT RINGS
CAUTION WHEN LOADING A SINGLE PALLET,

IT MUST BE INSTALLED IN THE CG NEUTRAL POSITION (DATUM + 4.700m)
3.89m (153.14in) 5.69m (224.01in)
A B
LONGITUDINAL MOMENTS
MASS kg MOMENT (kg m) MASS lb MOMENT (lb in)
A B A B
100 389 569 200 30628 44802
200 778 1138 400 61256 89604
300 1167 1707 600 91884 134406
400 1556 2276 800 122512 179208
500 1945 2845 1000 153140 224010
600 2334 3414 1200 183768 268812
700 2723 3983 1400 214396 313614
800 3112 4552 1600 245024 358416
900 3501 5121 1800 275652 403218
1000 3890 5690 2000 306288 448020
2200 336908 492822
Figure 3.25 Loads in Cabin

4.5 Longitudinal and Lateral Location of External Loads
Rescue Hoist
4.12m (162.2in)
1.40m (55in)
DATUM
Sling
4.78m (188.1in)
Figure 3.26 Longitudinal and Lateral Location of External Loads

4.6 Approximate Masses and Longitudinal Moments of Removable Optional

Equipment Items
APPROXIMATE MASSES & LONGITUDINAL MOMENTS OF

REMOVABLE OPTIONAL EQUIPMENT ITEMS
DESCRIPTION MASS MOMENT

kg lb kg m lb in
Constant-speed hydraulic hoist 38.6 85.1 160 13907

installation with fixed arm
Variable-speed hydraulic hoist 43.1 95.02 177.7 15428

installation with fixed arm
Sling installation 4.5 metric tons 22 48.8 105.8 9183
Sling installation 3 metric tons 10.8 23.8 52.6 4565
NATO type stretcher 13.7 30.2 (see Figure 3.25)
Access ladder 7 15.5 58.9 5118
Ferry tank
2 forward tanks (2 x 475 litres) 65 143 246 21337
2 aft tanks (2 x 475 litres) 65 143 374 36428
Pod mounted freon air 73.1 161.1 158 13735

conditioning unit installation
Mean seat mass
single troop seat 4 8.8

2-seat troop bench 4 8.8
4-seat troop bench 13 28.7
VIP or comfort seats:
- single seat 10 22
- 2-seat bench 15 33
Figure 3.27 Approximate Masses and Longitudinal Moments of Removable

Optional Equipment Items

5 Supplement
5.1 Flight in Icing Conditions

5.1.1 Performance Data
5.1.1.1 General
The performance values may be affected by:
• the de-icing system current draw;
• the mass of the ice built-up on the airframe;
• partial clogging of the air intake screens which reduces the engine power at the
same power rating;
• cyclic power increase during ice formation on the rotor.
The three cases described below have been considered:
Before Icing
• The de-icing system may be switched OFF or ON.
• No ice build-up on the airframe.
• No clogging of the air intake screens.
• No ice build-up on the rotor.
In Icing Conditions
• The de-icing system is switched ON.
• Ice build-up on the airframe.
• Partial clogging of the air intake screens.
• Ice build-up on the rotor with cyclic power increases.
After Icing
• The de-icing system may be switched OFF or ON.
• Residual ice build-up on the airframe.
• Residual clogging of the air intake screens.
• No ice build-up on the rotor.
NOTE 1: The penalties due to the residual ice build-up on the airframe and air intake screens
disappear after flight into temperatures above 0°C, as soon as the ice has broken
away from the airframe (in practice, when the windshield wipers and cockpit door
jettison handles are free from ice). Then use the ‘Before Icing’ performance
values.
NOTE 2: In the event of stand-by on ground in freezing fog, use performance data ‘In Icing
Conditions’.

5.1.2 Regulatory Performance Data

5.1.2.1 Hover Flight and Climbing
The following table gives the performance values for the three cases considered
during a flight in icing conditions on one and two engines.
Table 3.1 Hover Flight and Climbing
IN ICING
BEFORE ICING CONDITIONS AFTER ICING
De-icing
system OFF ON ON OFF ON
Mass BASIC with BASIC with BASIC with BASIC with

in hover BASIC o o o o o o o o o o o o
t f=t +3C t f = t + 15 C t f=t +7C t f = t + 10 C
ROC BASIC with BASIC with BASIC with BASIC with

at 45 kt BASIC o o o o o o o o o o o o
t f=t +3C t f = t + 20 C t f=t +7C t f = t + 10 C
In this table:
• The term ‘BASIC’ indicates that the corresponding basic performance chart (see
Figures 3.7 to 3.17 in Section 3, paragraph 3) can still be used.
• The term ‘BASIC with t°f = t° + n°C’ indicates that the corresponding basic
performance chart in Section 3, paragraph 3 must be used, entering the graph with
t°f (a nominal temperature) obtained by adding the n°C from Table 3.1 to t° (the
actual outside air temperature).
5.1.2.2 50-foot Clearance Distances on Take-off or on Landing
The values given in Section 3, paragraph 7 of this manual (maximum distances
effective for an authorised take-off altitude, temperature and mass conditions) can
still be used in the cases considered, i.e. ‘Before Icing’, ‘In Icing Conditions’, and
‘After Icing’.
5.1.2.3 Category A Operation
All the procedures and performance data given in Section 3, paragraph 3 of this
manual remain applicable. To enter a graph for Category A operation use a nominal
temperature, obtained by adding the values given in Table 3.2 to the actual outside
temperature.
Table 3.2 Category A Operation
IN ICING
De-icing
Determine performance BASIC with

BASIC BASIC with BASIC with BASIC with
values from charts o o o o o o o o o o o o
in Section 3, paragraph 3 t f=t +3C t f = t + 20 C t f=t +7C t f = t + 10 C
All the performance values given in Section 3, paragraph 3 of this manual are effective
for all mass, balance and temperature conditions and remain applicable in the three
situations considered, i.e. ‘Before Icing’, ‘In Icing Conditions’ and ‘After Icing’.

5.1.3 Supplementary Performance Data

The supplementary performance values are obtained from the corresponding charts
in Section 3, paragraph 3 of this manual by applying the corrections given in Table 3.3.
Table 3.3 Supplementary Performance Data
IN ICING
De-icing
Speeds in BASIC BASIC See Figure BASIC BASIC

level flight (Figure 3.13) - 1.5 kt - 1.5 kt 3.28 - 1.5 kt - 1.5 kt
Fuel consumption in BASIC BASIC BASIC BASIC BASIC

level flight (Figure 3.14) + 1% + 4 kg/h + 8% + 6 kg/h + 10 kg/h
Service ceiling BASIC with BASIC with

for 1 or 2 engines BASIC with BASIC with
BASIC o o o o o o o o o o o o
(Figures 3.15 and 3.16) t f=t +3C t f = t + 20 C t f=t +7C t f = t + 10 C

CONDITIONS
o
SPEED AT 14 COLLECTIVE PITCH
25
500
0
MA
SS
kg
7
550
0
20 11
6
600
0
12
65
00 5
13
15
DENSITY ALTITUDE 1000 m

70
00 14
4
15
75
00
16
80
10 00
3
17
86
00 18
90 2
00
19
5
20
lb
000
1
S 1
MAS
0 0
60 80 100 120 140 kt
120 140 160 180 200 220 240 260 km/h

TAS
Figure 3.28 Speed in Level Flight in Icing Conditions – Two Engines

5.2 Category A Operation
IMPORTANT NOTE
The information contained in paragraph 5.2 and its associated sub-paragraphs
supplements or supersedes the information given in Section 3, paragraphs 3 and 5.1.
5.2.1 General
The information given below applies exclusively to Category A operation of the
helicopter.
Information given in the basic Category B Flight Manual applies to Category A except
for limitations, procedures and performance particular to Category A described in this
Supplement.
Symbols and definitions given below are used in this Supplement.
Table 3.4 Supplement Symbols and Definitions

CDP Critical take-off decision point. At this point:
• Normal landing is possible on the landing area if one engine fails
BEFORE reaching this point.
• Flight continuation is possible if an engine fails AFTER this point.
The decision point is defined as CT - h1 combination or a V1 - h1
combination.
CT Critical decision time
h1 Critical decision height
LDP Critical landing decision point.
At this V1 - h1 combination point it is still possible to obtain the correct
VTOSS whenever one engine fails, at a height equal to at least 35 ft (10 m)
above the landing area.
V1 Critical decision speed
VTOSS Take-off or landing safety speed.
At that speed, the ROC is at least 100 fpm with:
• one engine inoperative;
• one engine inoperative at 2½-min rating;
• landing gear extended and air bleeds (heating, demisting, etc.) shut off.
Use Figure 3.39 to determine VTOSS (45 kt minimum)
VY Recommended ROC
This speed allows at least 150 fpm climbing up to 1,000 ft (300 m) above
take-off area with:
• one engine inoperative;
• one engine operating at 30-min rating;
• landing gear retracted;
• air bleeds shut off.

Performance and limitations are determined so as to permit:

1 Safe take-off and landing considering the ground available.
2 Climb on one engine along a predetermined path up to 1,000 ft (300 m) height
above the take-off area. Safe clearance of obstacles along the take-off path is
ensured by using the climb path data to determine the distance at which the
maximum heights along the path are attained. The same climb path data is also
used to determine the safe clearance of obstacles during the go-around procedure
following an engine failure at the CDP or LDP.
5.2.2 Operation on Clear Airfield
5.2.2.1 Limitations on Clear Airfield
Apart from the specific limitations mentioned below, the limitations given in
Section 3, paragraph 2 of this manual remain applicable.
Minimum crew
The minimum Category A crew consists of two members qualified to fly this type of
helicopter.
• VFR flight: 1 pilot + 1 qualified crew member.
• IFR flight: 2 pilots.
Approved altitude/temperature envelope
• Altitude limits
At take-off and landing:
• 8,000ft (2,440 m) density altitude.
In flight:
• 25,000 ft (7,600 m) pressure altitude for masses up to 8,350 kg (18,410 lb).
• 9,500 ft (2,895 m) pressure altitude for masses over 8,350 kg (18,410 lb).
• Temperature limits
• Maximum temperature ISA +35oC limited to +50oC

• Minimum temperature for normal operation -30oC
Maximum permissible masses

The maximum permissible take-off, final approach and landing masses are indicated
on Figure 3.29 as a function of pressure altitude and OAT.

MAXIMUM PERMISSIBLE TAKE-OFF & LANDING MASSES ON CLEAR AIRFIELD
20
6
TE
MP
ER
AT 5
-4
5 URE o
C
15
-3
0
8000ft
-2
0 DENSITY ALTITUDE
4
-1
0
+1
0
10 +2 3

+3
0
+4
0
1
+5
0 0 0
5000 6000 7000 MASS kg 8000 8600 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.29 Maximum Permissible Take-Off and Landing Masses on Clear Airfield

5.2.2.2 Take-Off Procedures on Clear Airfield

CAUTION: TAKE-OFF TO BE PERFORMED WITH NOSE WHEEL LOCKED.
• General
Two typical take-off procedures are defined:
Procedure No. 1 was designed to permit take-off from the shortest possible clear
airfield.
Procedure No. 2 is applicable to a take-off from an average length airfield; it permits
acceleration at low height up to VY and penetration (VY being higher than the
minimum IFR airspeed) at low height in IMC.
Accelerate-stop distances for aborted take-offs are given in Figure 3.40.
NOTE: Procedure Nos. 1 and 2 also apply to single-engine flight continuation after the failure
of one engine.
Procedure No. 1 – Short Field Take-off

The take-off path has been divided into four segments (see Figure 3.30):
1st segment: is defined as the take-off path section between hover and
reaching 35 ft (10 m) at the VTOSS (see Figure 3.39).
Distance D1 is associated to this segment (see Figure 3.40).
2nd segment: is defined as the take-off path section necessary to climb
from 35 ft (10 m) to 200 ft (60 m) at VTOSS.
Distance D2 is associated to this segment (see Figure 3.42).
3rd segment: is defined as the take-off path section necessary to
accelerate, in level flight at 200 ft (60 m), from the VTOSS to
VY.
Distance D3 is associated with this segment (see Figure
3.43).
4th segment: is defined as the take-off path section necessary to climb at
VY, from 200 ft (60 m) to 1,000 ft (300 m).
Distance D4 is associated with this segment (see Figure
3.44).
Procedure No. 2 – Normal Take-off

The take-off path has been divided into two segments (see Figure 3.31):
1st segment: is defined as the take-off path section between hover flight
and passage to 35 feet (10 m).
2nd segment: is defined as the climb path from 35 ft (10 m) up to 1,000ft
(300 m) at VY.
NOTE: During the complete take-off phase and up to 1,000 ft (300 m) above ground for
either of the above procedures, any equipment using bleed air (heating, air
conditioning, etc.) must be switched off.

• Normal Take-Off Procedures

If following Procedure No. 1 (see previous page):
Determine take-off mass, VTOSS, CT (CDP), and VY (see paragraph 5.2.4). Start
forward flight from hover flight at 15 ft (4.5 m) as follows:
PILOT: • Gives forward flight signal, simultaneously increases pitch by 1° (see
NOTE 2) and tilts helicopter to retain an approximately constant height
(max. nose-down attitude: 15°).
NOTE 1: These simultaneous manoeuvres must be carried out within two
seconds.
COPILOT: • Starts stopwatch on pilot’s signal and counts seconds out loud up to
the critical time.
PILOT: • Accelerates up to VTOSS and starts to climb up while increasing speed
to VY.
• Selects climbing pitch.
COPILOT: • Retracts landing gear at VY.
1000ft
NORMAL TAKE-OFF
VTOSS
200ft VY
VTOSS
35ft
CDP = Tc
HOVER
15ft
1st SEGMENT 2nd SEGMENT 3rd SEGMENT 4th SEGMENT

D1 D2 D3 D4
Figure 3.30 Normal Take-Off – Procedure No. 1
NOTE 2: To introduce forward flight progressively, the pitch may be increased to 0.5o
instead of 1o. This method is recommended in conditions where critical time is
lower than or equal to four seconds. This method requires:
• the CT to be double that given in Figure 3.40;
• the acceleration-stop distance corresponding to the new CT to be calculated;
• the distance to 35 feet (10 m) to be determined using the fictitious mass
corresponding to the new CT (see Figure 3.41).

If following Procedure No. 2 (see page 36):

Determine take-off mass and V1 (=VY). From hover flight at 15 ft (4.5 m), start forward
flight as follows:
PILOT: • Announces starting signal.
• Simultaneously increases pitch by 1° and tilts helicopter so as to retain
an approximately constant height (max. nose down attitude: 15°).
NOTE: These simultaneous manoeuvres must be carried out within two
seconds.
COPILOT: • Announces VY.
PILOT: • Starts to climb at VY.
COPILOT: • Retracts landing gear.
1000ft
FF
E-O
AK
A LT
RM VY
NO
35ft
CDP
HOVER 15ft
1st SEGMENT 2nd SEGMENT
Figure 3.31 Normal Take-Off – Procedure No. 2

• Engine Failure at Take-Off Emergency Procedures

Engine failure before CDP
If following Procedure No. 1 – Short Field Take-off (see page 36):
Any engine failure before the CDP entails IMMEDIATE LANDING. Proceed as follows:
PILOT: • Reduces pitch and speed while selecting appropriate nose-up attitude.
• Decreases attitude to 5° nose-up on ground approach and retains this
attitude until touchdown.
• After touchdown, applies brakes to stop forward run, decreases
collective pitch while resetting cyclic pitch stick to neutral.
COPILOT: • Announces rotor rpm during complete manoeuvre.
Engine failure at or after CDP

If following Procedure No. 1 – Short Field Take-off (see page 36):
From the CDP, an engine failure does not hinder take-off. Proceed as follows:
PILOT: • Selects NR = 245 rpm (92.5%) (pitch remains at 14° approx.) and
retains this rating.
COPILOT: • Announces rotor rpm.

PILOT: • Accelerates up to VTOSS.
• Retains speed up to 200 ft (60 m) above ground at minimum NR of
245 rpm (92.5%).
• At 200 ft (60 m), accelerates to Vy in forward flight.

PILOT: • Continues climb at Vy while selecting 30-minute rating.
1000ft
VTOSS
200ft VY
VTOSS
35ft
HOVER CDP
DP
15ft RC
FTE
FAILURE A
FAILURE
BEFORE CDP
Figure 3.32 Engine Failure at Take-Off – Procedure No. 1

Engine failure before CDP

NOTE: In this case, follow the steps shown under ‘Engine failure before CDP’ on the
previous page referring (accordingly) to Figure 3.32.

Whenever take-off proceeds:
PILOT: • Selects NR = 245 rpm (92.5%) (pitch = 14° approx.).
• Climbs at constant VY.

• Announces 200 ft (60 m).
PILOT: • Selects 30-minute rating and continues climb.
ING
200ft E RAT
NU T
I
30-M
N G
TI
RA
E
N UT
HOVER 15ft VY
1 2-
MI
2
Figure 3.33 Engine Failure at Take-Off – Procedure No. 2

5.2.2.3 Landing Procedures on Clear Airfield

CAUTION: LANDING TO BE PERFORMED WITH NOSE WHEEL LOCKED
The following procedure permits, whenever an engine failure occurs at the LDP,
either a safe landing on the ground or go-around at least 35 ft (10 m) above the landing
area, followed by a single-engine climb path identical to that of the Engine Failure at
Take-Off Emergency Procedure No. 1 (see page 39).
• Normal Landing Procedure
PILOT: • Determines VY.
• Proceeds with final approach to reach LDP (h1 = 100 ft (30 m)), V1 =
40 kt (74 km/h), and ROD = 300 to 500 fpm.
COPILOT: • Announces arrival at the CDP.

PILOT: • Slowly decreases speed to 30 kt (55 km/h) and reduces collective pitch
to continue descent down to 15 ft approx. at 30 kt (55 km/h) IAS.
• Increases collective pitch for smooth landing.
• After contact with ground, resets cyclic pitch stick to neutral position.
• Applies brakes normally.
NOTE: During complete landing phase and from 1,000 ft above ground, switch off all
equipment that uses bleed air from the engines.
LDP
IAS 40 kt
ROD 300-500 fpm
100 ft
Figure 3.34 Normal Landing
• Emergency Landing Procedures

Engine failure before or at LDP
As the helicopter is at the maximum permissible mass (see Figure 3.29), the pilot can
either:
• land; or
• hold VTOSS and go around.
In the go-around case:
PILOT: • Selects and holds NR at 245 rpm (92.5%) while holding VTOSS.
• Climbs to 200 ft at VTOSS.
• Accelerates in level flight to VY.

Engine failure after LDP

Engine failure after LDP during the final approach entails IMMEDIATE LANDING. In
this case proceed as follows:
PILOT: • Continues decelerating gradually, setting an appropriate nose-up
attitude.
• Holds NR above 245 rpm (92.5%) and ROD between 300 and 500 fpm.
• When near the ground, sets the helicopter in a 5° nose-up attitude
which is held until wheels touch the ground.
• Increases collective pitch to cushion touchdown.
• When helicopter is on the ground, applies wheel brakes to stop
forward run and decrease collective pitch while returning cyclic stick to
neutral.
COPILOT: • Announces rotor rpm during the complete manoeuvre.
VTOSS
200 ft VY
LDP
40 kt
100 ft
FAIL
FA UR E BE
ILU FOR VTOSS
RE E LD P 35 ft
A FT
ER
LD
P
LANDING DISTANCE (a)
Figure 3.35 Engine Failure during Final Approach
5.2.3 Operations on Clear Ground

• Take-Off Performance
Take-off performance data on clear ground are given in the following Figures:
Procedure No. 1
• Accelerate-stop distance Figures 3.40 and 3.41

• Distance to clear 35 ft (10 m) Figures 3.40 and 3.41
• Distance to climb from 35 to 200 ft (10 to 60 m) at
VTOSS and 2½-min rating Figure 3.42
• Accelerate distance from VTOSS to VY at 200 ft (60 m) Figure 3.43
• Climb gradient and distance to climb from 200 to
1,000 ft (60 to 300 m) at VY Figure 3.44
Procedure No. 2
Maximum accelerate-stop distance for any mass, CG location and temperature
condition is 800 m.

• Clearing 35 ft (10 m) is always possible on distances less than the runway length
imposed by the accelerate-stop distance. It will therefore be equal to 1,000 m or
800 m according to the CG location.
• 2nd segment VY climb gradients are given in Figure 3.44 for a speed of VY at the
30-minute rating. No consideration is given to VY at the 2½-minute rating, which
would produce a higher climb gradient and an increased safety clearing height.
The distance obtained from Figure 3.44 for this procedure is then multiplied by 1.2 to
account for the fact that Distance D2 has been omitted.
VTOSS is assumed to be the IAS and equal to 45 kt (83 km/h) for all mass, altitude and
temperature configurations.
VY is assumed to be the IAS and equal to 70 kt (130 km/h) for all altitude
configurations below 5,000 ft, with a 5 kt (9 km/h) decrease every 5,000 ft (1,525 m).
The performance calculations must show that for any take-off configuration, the
mass, altitude, temperature and wind parameters combine to ensure that the:
• distances for accelerate-stop and 35 ft (10 m) clearing distance (D1) are compatible
with the length of runway;
• single-engine path after take-off is compatible with the rules defining flight over
possible obstacles.
If compliance with these requirements is not possible then the take-off mass must
be decreased until it is possible.
• Landing Performance
The LDP is defined as a combination of h1 = 100 ft (30 m), V1 = 40 kt (74 km/h) and
ROD = 300 to 500 fpm.
• Whenever landing after an engine failure at the LDP, the horizontal projection of
the distance necessary to reach the landing point from the LDP is considered to be
constant and equal to 400 m (1,300 ft) in zero wind for any combination of mass,
altitude and temperature conditions. This distance projection corresponds to a final
approach gradient equal to 6%.
• In the event of go-around, after clearing 35 ft (10 m) at VTOSS, the paths are
identical to those used for take-off (see Figures 3.30 and 3.31).

5.2.4 Operations on Helipad

5.2.4.1 Limitations on Helipad
Apart from the particular limitations specified below, the limitations given in
Section 3, paragraph 2 of this manual remain applicable.
Minimum crew (see paragraph 5.2.2.1)
Approved altitude/temperature envelope (see paragraph 5.2.2.1)
Maximum permissible masses
• The maximum take-off mass permissible on a helipad, as a function of pressure
altitude and temperature, is given in Figure 3.36 (below).
• Upon final approach and landing, the maximum mass is that permissible at take-off
on clear ground (see Figure 3.29).
20
6
15 8000 ft
DENSITY ALTITUDE
4
TE
MP
ER
AT
U RE o
-4
5 C
10 3

-3
0
-2
0
-1
0
0
2
+1
0
5 +2
0
+3
0 1
+4
0
0 +5 0
0
5000 6000 7000 MASS kg 8000 8600 9000
12 14 16 MASS 1000 lb 18 20
Figure 3.36 Maximum Permissible Take-Off Mass on Helipad

5.2.4.2 Take-Off Procedures on Helipad

CAUTION: TAKE-OFF TO BE PERFORMED WITH NOSE WHEEL LOCKED.
These procedures allow the pilot, whenever an engine fails at the CDP, either to land
safely or to continue take-off, flying at least 35 ft (10 m) above the helipad and
following a single-engine climb path identical to that used on clear ground in Take-Off
Emergency Procedure No. 1 (see page 39).
• Normal Take-Off Procedure from Helipad
The take-off mass and associated VY must be determined before take-off. The
helicopter then takes off from the final helipad threshold.
In hover flight at 15 ft (4.5 m):
PILOT: • Progressively increases pitch (without exceeding pitch or torque limit
values) and slowly flies the helicopter slightly rearward up to 100 ft
(30 m), while keeping the take-off area in sight just below the canopy
arch member.
COPILOT: • Announces height every 20 ft (6 m) and CDP at 100 ft (30 m).

PILOT: • Tilts the helicopter so as to start forward level flight while selecting
take-off rating.
COPILOT: • Announces VTOSS.

PILOT: • Starts climb at VTOSS while increasing speed up to VY.
• Selects climb parameters.
COPILOT: • Retracts landing gear at VY.

NOTE: During the complete take-off phase and up to 1,000 ft above ground, all equipment
using bleed air (heating, air-conditioning, etc.) must be switched off.
VY
CDP -OFF
VTOSS AL TAKE
100 ft N ORM
15 ft
Figure 3.37 Normal Take-Off from Helipad

• Emergency Take-Off Procedures from Helipad

Engine Failure before CDP
Any failure of an engine before the CDP entails immediate landing, in which case:
PILOT: • Holds NR above 245 rpm (92.5%) (14o pitch approx.).
• Sets a nose-down attitude to land on the helipad. Attitude depends on
height at the time of failure: 5° approx. at 35 ft (10 m), up to 18° at
100 ft (30 m).
• Sets the helicopter in landing attitude (5° max. nose-up) between
15 and 35 ft (4.5 and 10 m) and slowly increases pitch for smooth
touchdown.
• Decreases collective pitch on touchdown and applies brakes to stop
forward run.
COPILOT: • Announces rpm during complete manoeuvre.

Failure of an engine at or after the CDP does not hinder take-off in forward flight.
In this configuration:
PILOT: • Holds NR above 245 rpm (92.5%) (14° pitch approx.).
• Sets helicopter in a 15° nose-down attitude.
• Progressively decreases nose-down attitude as a function of speed
increase up to VTOSS, in order to minimise altitude drop.
• Climbs, at VTOSS, to 200 ft (50 m) above the airfield, accelerates to VY
at this height and continues climb at VY while holding 30-min rating.
COPILOT: • Announces rpm during manoeuvre and retracts landing gear at VY.
VTOSS
200 ft VY
CDP
100 ft
GO A VTOSS
R OU
ND 35 ft
FA
ILU
RE
BE
FO
RE
HOVER CD
15 ft P
Figure 3.38 Engine Failure at Take-Off from Helipad

5.2.4.3 Landing Procedures on Helipad

CAUTION: LANDING TO BE PERFORMED WITH NOSE WHEEL LOCKED.
• Normal Landing Procedure on Helipad
The LDP is defined as: h1 = 100 ft (35 m), V1 = 74 km/h and ROD = 300 to 500 fpm.
PILOT: • Proceeds on final approach until reaching LDP.
COPILOT: • Announces decision point.

PILOT: • Decelerates and descends slowly (ROD = 300 to 500 fpm) down to
15 ft (4.5 m), vertical to and at zero speed with respect to helipad.
• Descends slowly and vertically, keeping helipad in view.
• Fully lowers collective pitch lever on touchdown.
NOTE: All equipment using bleed air (heating, air conditioning, etc.) must be switched off at
1,000 ft above the helipad and remain off for the complete landing phase.
• Emergency Landing Procedure on Helipad
Engine failure before or at LDP
Should one engine fail it is possible to go around, in which case proceed as follows:
PILOT: • Selects NR = 245 rpm (14°-pitch approx.) and holds this speed.

PILOT: • Accelerates up to VTOSS.
• Retains VTOSS up to 200 ft (60 m) above helipad at NR = 245 rpm min.
(92.5%)
PILOT: • At 200 feet (60 m), accelerates in forward flight up to VY.

PILOT: • Continues climb to VY while selecting 30-min rating.
Engine failure after LDP

Engine failure after LDP during final approach entails immediate landing, in which
case proceed as follows:
PILOT: • Decelerates gradually, setting an appropriate nose-up attitude.
• Holds NR above 245 rpm (92.5%) and ROD between 300 and 500 fpm
to fly to the landing area at zero forward speed and to a height of 15 ft.
• Monitors vertical descent of helicopter using full travel of collective
lever to cushion touchdown.
• Applies wheel brakes to stop forward movement of the helicopter and
decreases collective pitch while returning cyclic stick to neutral.
COPILOT: • Announces NRs during the complete manoeuvre.

5.2.4.4 Performance on Helipad

NOTE: The helipad minimum dimension (recommended) is 2.5 × rotor diameter i.e. approx.
37m (127 ft).
• Take-off Performance
Except for accelerate-stop distances, which are not applicable to helipad procedures,
path performance data after clearing 35 ft (10 m) at VTOSS are identical to those of
Procedure No. 1 on clear ground (see paragraph 5.2.3).
• VTOSS is be determined from Figure 3.41 (VTOSS = 45 kt minimum).
• Vy is assumed to be equal to 70 kt IAS at altitudes below 5,000 ft (1,525 m), with
a 5 kt decrease for every 5,000 ft (1,525 m) thereafter.
• The CDP shall be defined as a combination of:
h1 = 100 ft and V1 = 0.
As for the clear ground procedure, performance shall be computed so the that single-
engine path after take-off is compatible with the rules defining flight over possible
remote obstacles. If compliance with these requirements is not possible, then the
take-off mass must be reduced until it is possible.
• Landing Performance
Performance data for landing on the helipad are identical to those procedures for
landing on clear ground (see paragraph 5.2.3).
The LDP is the same as for landing on clear ground, i.e. h1 = 100 ft (30 m),
V1 = 40 kt (74 km/h), with a ROD between 300 and 500 fpm.
5.2.5 Performance Charts
Figures 3.39 to 3.44 are used to define path distances as a function of take-off mass
or to determine take-off mass as a function of path distances imposed by the
environment.
Figure 3.39: Take-Off Safety Speed (VTOSS) Determination.
Figure 3.40: Take-Off Data Determination – Example 2a.

Figure 3.41: Take-Off Data Determination – Example 2b.
Figure 3.42: Distance D2 Determination.
NOTE: The performance data given in the figures are determined from the actual wind
speed without the application of any correction factor.

5.2.5.1 Examples of Use of Performance Charts

Example 1 – VTOSS Determination (Figure 3.39)
Assuming:
• Pressure altitude = 4,500 ft (1,370 m)
• OAT = 0°C
• Gross mass = 18,960 lb (8,600 kg), which is the maximum permissible mass on a
clear airfield (see Figure 3.29).
Taking these conditions, enter the left-hand vertical axis of Figure 3.39 at 4,500 ft and
follow the example. VTOSS is 46 kt (85 km/h)
NOTE: If the graph path leads to a VTOSS below 45 kt (general case), a VTOSS of 45 kt
(minimum value) shall be adopted.
CONDITIONS
ONE ENGINE AT 2.5 MINUTE RATING

AIRSPEED PERMITTING
RATE OF CLIMB 100fpm
25
20
6
TE
MP
ER
AT
U RE o 5
C

15
-45
4
-30
-20
-10
10 0 3
+1
0
+2
0
+3
0 2
5
+4
0
1
0 +50 0
40
kt 5.5 80
45 6
VTOSS 6.5 km/h
0
00
7
x1
7.5 90
50
kg
8
8.6
9
100
Figure 3.39 Take-Off Safety Speed (VTOSS) Determination

5.2.5.2 Example 2a – Take-off Data Determination (Figure 3.40)

Using the following data:
OAT = +20°C
Aerodrome pressure altitude = 5,000 ft
Take-off mass = 7,500 kg
Headwind component = 20 kt
a) Enter the lower-left graph of Figure 3.40 on the right vertical axis at OAT = +20°C
– see point 1.
b) Travel horizontally left to intersect the Aerodrome Pressure Altitude grid line for
5,000 ft – see point 2.
NOTE: At the intersection with the horizontal axis of the upper-left graph, the Density
Altitude (6,800 ft) can be read – see point 3.
c) Continue vertically up to intersect the Take-Off Mass grid line for 7,500 kg – see
point 4.
d) At this intersection, travel horizontally right to the vertical axis of the upper left
graph to read the Corrected Take-Off Mass (9,200 kg) – see point 5.
e) Continue horizontally right to the centre graph, to intersect the OAT grid line for
+20°C – see point 6.
f) At this point, drop vertically to intersect the Headwind component grid line for
20 kt – see point 7.
g) Move horizontally right from this point to the left vertical axis of the right-hand
graph to read the Critical Time (five seconds) – see point 8.
h) Continue horizontally right to intersect the Accelerate-Stop Distance grid line (d) –
see point 10.
i) Drop vertically to read the Accelerate-Stop Distance (200 m).
j) Return to point 10 and continue horizontally right to intersect the 35 ft Clearing
Distance grid line (D1) – see point 11.
k) From point 11 drop vertically to read the distance taken to clear 35 ft, i.e. 290 m.
l) Return to point 7 and continue vertically down to intersect the appropriate
Aerodrome Pressure Altitude grid line for 5,000 ft – see point 9.
m) Now travel horizontally left to the left vertical axis of the centre graph to read the
Critical Speed (35 kt).
NOTE: If the horizontal line extension to the right of points 4 and 5 fails to intersect the OAT
grid-lines then the Critical Time is four seconds, the Critical Speed is 30 kt, the
Accelerate-Stop Distance (d) is 150 m and the 35 ft Clearing Distance (D1) is 270 m.
The corresponding procedure is shown in Example 2b.

March 2009
10
5.5 6 6.5 7 7.5 8 8.6 9 9.35 0 30 40 50
+2
to
AC
5 -50
TU
A
4 5 6
LM
9
A
kt
D
SS
IN
o
C
W
19
10
4.5
0
AD
18
OA
0k
HE
g
17
16
8
15
10
14
0
13
9
10
12
7
20
11
CORRECTED MASS
8
30
40
d
10
7
D1
MASS 1000 lb
6 6
CRITICAL TIME sec
7 5 8 10 11
4
5
100 200 300 m 400 500
Figure 3.40 Take-Off Data Graph – Example 2a

20 18 16 14 12 10 8 3 6 4 2 0 -2 -4 500 1000 ft 1500
ft

5 0
50 DISTANCES
DE RE
+50
0
1 00
00
I TU SU
T S
15 000 0
P
+40 d = ACCELERATE-STOP DISTANCE

AL RE
D1 = 35 ft (10m) CLEARING DISTANCE

+30 40
o
ISA
5C 1 +20 9
+3 2
ISA
CRITICAL SPEED kt
+10 30
-20
0
00
20
40
00
-10 NOTE 1: minimum critical time = 4 seconds
60
00
o minimum critical speed = 30 kt
80
OAT ( C)
00
10
00
12
00
-20
14
NOTE 2: it is recommended to use the
00
0
16
00
critical time method which is
18
A
-30
00
20
0
more accurate and more practical
00
P LTI
00
0
0
ESTUD -40 NOTE3: round off the critical time to
SU E
RE ft
the next higher unit

-50

Example 2b – Take-off Data Determination (Figure 3.41)

Using the following data:
OAT = +25°C
Aerodrome pressure altitude = 4,000 ft
Take-off mass = 5,000 kg
Headwind component = 30 kt
a) Enter the lower-left graph of Figure 3.41 on the right vertical axis at OAT = +25°C
– see point A.
b) Travel horizontally left to intersect the Aerodrome Pressure Altitude grid line for
4,000 ft – see point B.
NOTE: At the intersection with the horizontal axis of the upper-left graph, the Density
Altitude (6,100 ft) can be read – see point C.
c) Continue vertically up to intersect the Take-Off Mass grid line for 5,000 kg – see
point D.
d) From this intersection, travel horizontally right to the vertical axis of the upper left
graph to read the Corrected Take-Off Mass (6,050 kg).
e) Continue horizontally right to the centre graph. No intersection of the OAT grid
lines is possible. Therefore, at the left vertical axis of the graph (shown as point E),
drop vertically to the shaded portion of the graph at point F and continue
horizontally right to the right-hand graph.
f) The Accelerate-Stop Distance (d) and the 35 ft Clearing Distance (D1) are
determined by dropping vertical lines from the points where the shading intersects
the appropriate grid line. In this example d = 150 m and D1 = 270 m.
g) Return to point F and continue vertically to the carpet of the sub-graph to read the
Critical Speed (30 kt) – see point G.

March 2009
10
5.5 6 6.5 7 7.5 8 8.6 9 9.35 0 30 40 50
+2
to
AC
5 0
-5
TU
A LM
9
A
kt
D
SS
IN
o
C
19
10
4.5
T
A DW
18
00
OA
HE
kg
17
16
8
15
10
14
0
13
9
10
12
7
20
11
CORRECTED MASS
8
30
40
d
10
7
D1
MASS 1000 lb
D 6 E 6
CRITICAL TIME sec
F 4
5
100 200 300 m 400 500
Figure 3.41 Take-Off Data Graph – Example 2b

20 18 16 14 12 10 8 6 4 2 0 -2 -4 500 1000 ft 1500
ft
U
5 0
50 DISTANCES
DE RE
C DENSITY ALTITUDE 1000 ft +50

U
10 00
00
T
TI SS
15 000 0
P
+40 d = ACCELERATE-STOP DISTANCE

AL RE
D1 = 35 ft (10m) CLEARING DISTANCE

+30 40
o B ISA A
5C +20
+3
ISA
CRITICAL SPEED kt
+10 30 G
-20
0
00
20
40
00
-10 NOTE 1: minimum critical time = 4 seconds
60
00
o minimum critical speed = 30 kt
80
OAT ( C)
00
10
00
12
00
-20
14
NOTE 2: it is recommended to use the
00
0
16
00
critical time method which is
18
A
-30
00
20
0
E
more accurate and more practical
00
00
0
PRLTIT
0
-40 NOTE3: round off the critical time to
SSUDE
E
UR ft
the next higher unit

-50

Example 3 – Distance D2 Determination (Figure 3.42)

OAT = 0°C; Aerodrome Pressure Altitude = 6,000 ft; Take-off Mass = 7,000 kg;
Headwind Component = 5 kt. Enter the horizontal axis of the upper-left graph at
Pressure Altitude = 6,000 ft and follow the example line.
The resultant Distance D2 = 1,000 m (3,280 ft); Gradient = 5%.
CONDITIONS

VTOSS
LANDING GEAR EXTENDED
kg
SS
MA
00
86 00
C
RE o
80
TU
RA
00
E
MP
75
TE
00
0
+5
5
70
-4
0 -20 30
00
-
65
0
+4
-1
00
0
60
0
+1
00
0
+2
55
0
+3
00
50
00
45
20 15 10 5 0
6 5 4 3 2 1 0
REF L
INE WI
ND 5
kt
0
10
SLOPE %
5
15
10
20
30
20
2 1
DISTANCE D2 1000 m
8 6 4 2
DISTANCE D2 1000 ft
Figure 3.42 Determination of Distance D2 Required to Climb from 35 to 200 ft


OAT = +10°C; Aerodrome Pressure Altitude = 5,000 ft; Take-off Mass = 8,000 kg;
Headwind Component = 10 kt. Enter the horizontal axis of the upper-left graph at
Pressure Altitude = 5,000 ft and follow the example line.
The resultant Distance D3 = 800 m (2,624 ft).
CONDITIONS

LANDING GEAR RETRACTED
kg
SS
MA
0
C
E o
860
UR
AT
ER
0
+5
0
MP
800
TE
0
750
5
-4
0
0
-3
+4
0
700
0
-2
0
-1
6500
0
0
0
+1
+3
6000
0
+2
5500
5000
0
450
20 15 10 5 0
6 5 4 3 2 1 0
0
RE W
FL IN
IN D
E kt
10
20
30
40
1000 500 0 m
DISTANCE D3 m
4 3 2 1 0
DISTANCE D3 1000 ft
Figure 3.43 Determination of Distance D3 Required to Accelerate from VTOSS to VY

in Level Flight


OAT = -10°C; Aerodrome Pressure Altitude = 6,000 ft; Mass = 7,000 kg; Headwind
Component = 30 kt. Enter the horizontal axis of the upper-left graph at Pressure
Altitude = 6,000 ft and follow the example line.
The resultant Distance D3 = 1,100 m (3,608 ft); Gradient = 22%.
CONDITIONS
ONE ENGINE AT 30 MINUTE RATING

VY
LANDING GEAR RETRACTED
kg
SS
MA
C
RE o
TU
RA
00
E
86
MP
TE
00
80
00
5
0
-4
75
+5
00
0
-3
70
0
-2
00
0
65
-1
+4
0
00
0
+1
60
0
+2
00
0
+3
55
00
50
00
45
20 15 10 5 0
6 5 4 3 2 1 0
0
REF LINE
W
IN
D
kt
10
SLOPE %
0
10
20
20
30
40
30
16 14 12 10 8 6 4 2
DISTANCE D4 1000 m
50 40 30 20 10 0
DISTANCE D4 1000 ft
Figure 3.44 Determination of Distance D4 Required to Climb from 200 to 1,000 ft

CAP758 Helicopter Manual For Exams

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Safety Regulation Group

Helicopter Manual for JAR-FCL Examinations

Mass and Balance – Performance – Flight Planning and

Helicopter Manual for JAR-FCL Examinations

Mass and Balance – Performance – Flight Planning and

First Edition March 2009

© Civil Aviation Authority 2009

ISBN 978 0 11790 745 4

First published March 2009

Enquiries regarding the content of this publication should be addressed to:

Printed copy available from:

List of Effective Pages

Section Page Date Section Page Date

iii March 2009 Section 2 31 March 2009

March 2009 Page iii

Section Page Date Section Page Date

Section 3 45 March 2009

March 2009 Page iv

List of Effective Pages iii

Section 1 General Notes

Section 2 Pilot’s Flight Manual – SEPH

Section 3 Pilot’s Flight Manual – TETH

March 2009 Contents Page 1

INTENTIONALLY LEFT BLANK

March 2009 Contents - MEP1 Page 2

1st Edition March 2009

March 2009 Revision History Page 1

INTENTIONALLY LEFT BLANK

March 2009 Revision History - MEP1 Page 2

Section 1 General Notes

3 Layout of Data Sheets

March 2009 Section 1 – General Notes Page 1

Allowed Take-Off Mass The mass taking into consideration all

March 2009 Section 1 – General Notes Page 2

Minimum Mass The minimum permissible total mass for the

March 2009 Section 1 – General Notes Page 3

Useful Load The total mass of the passengers, baggage

5 Symbols and Abbreviations

March 2009 Section 1 – General Notes Page 4

Table 1.1 Speed

mph km/h mph km/h

9 10 17 100 115 185

10 12 19 110 127 204

1 kt = 1.15 mph or 1.85 km/h

March 2009 Section 1 – General Notes Page 5

EXAMPLE: 15oC = 59.0oF OR 15oF = -9.4oC

March 2009 Section 1 – General Notes Page 6

6.3 Liquid Measure

U.S. Gallons to Litres

0 3.785 7.571 11.356 15.142 18.927 22.713 26.498 30.283 34.069

NOTE: The horizontal "gals" column represents 1 to 9 gallons

EXAMPLE: 45 gallons = 170.34 litres

6.4 Linear Measure

Table 1.4 Linear Measure – in/cm

0 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86

NOTE: The horizontal "inches" column represents 1 to 9 inches

EXAMPLE: 45 inches = 114.30 centimetres

March 2009 Section 1 – General Notes Page 7

Table 1.5 Linear Measure – ft/m

0 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743

NOTE: The horizontal "feet" column represents 1 to 9 feet

EXAMPLE: 45 feet = 13.716 metres

6.5 Mass Measure