Beechcraft C-12C Operator And Technical Reference Manual page 705

Because the barometric pressure is lower than
ISA, the PA will be higher than field elevation. The
pressure altitude at AAA is 200 feet above field
elevation.
Pressure Altitude at AAA = Field Elevation 3800
feet + 200 feet = 4000 feet.
(4) Takeoff Configuration, Flaps 0% or 40%,
will be determined by the crew after completing this
side of the TOLD card.
(5) and (6)
achieve a single engine climb, flaps 0% and 40%.
Refer to Figures 7A-15 and 7A-16, Takeoff Weight to
Achieve Positive One Engine Inoperative Climb at
Liftoff, Flaps UP and Flaps APPROACH.
Enter each of the graphs at the pressure altitude
of 4000 ft., trace to the right until intersecting the
correct temperature line, +30 qC, then trace down
vertically and read the maximum allowable takeoff
weight for these conditions. For Flaps UP it is 14,000
pounds. For Flaps APPROACH it is 12,750 pounds.
Enter those takeoff
appropriate blocks of the TOLD card.
(7) and (8) Maximum Weight to accomplish
Accelerate and Stop distance, flaps 0% and 40%.
Refer to Figures 7A-22 and 7A-26, Accelerate – Stop,
Flaps UP and Flaps APPROACH.
Enter each of the graphs on the right vertical
scale, ACCELERATE-STOP FIELD LENGTH a FEET,
at the field length available. In this example there is
no runway overrun, therefore the field length available
is the runway length of 6000 feet. Mark that line as a
baseline, it becomes the limit for maximum allowable
takeoff weight.
Enter the left side of the graph at the OUTSIDE
AIR TEMPERATURE a qC at the forecast temperature
of +30q. Trace up vertically until intersecting the
correct PRESSURE ALTITUDE a FEET line, 4000
feet. Trace to the right until intersecting the first
REFERENCE LINE.
REFERENCE LINE for Flaps UP is above the 6000
feet runway length, maintain the same relative
distance between the guidelines and trace down until
intersecting the 6000 feet field length line. From that
point, trace down vertically to read the maximum
allowable takeoff weight that will allow accomplishment
of an acceleration to V
allowable takeoff weight is 12,800 pounds.
Using Figure 7A-26, utilize the chart in the same
manner. In this, case the point on the REFERENCE
Maximum weight allowable to
weight limitations
Because the point on the
and stop. The maximum
1
LINE for Flaps APPROACH is below the 6000 feet
field length line, the accelerate-stop distance is 5,100
feet and accelerate – stop can be accomplished at
14,000 pounds.
For Flaps UP the maximum takeoff weight to
achieve Accel/Stop is 12,800 pounds.
APPROACH it is 14,000 pounds. Enter those takeoff
weight limitations in the appropriate blocks of the
TOLD card.
(9) Maximum
Accomplish the
Gradient. Refer to Figure 7A-31 Climb – One Engine
Inoperative.
A 3.3% single engine climb gradient is required
for all IFR takeoffs. In the absence of any Departure
Procedure (DP) or other requirement, the 3.3% climb
gradient line is the baseline for determining the
maximum allowable takeoff weight in order to achieve
that single engine climb gradient.
In this example, the weather forecast for the time
of departure is 400 feet overcast and 1 mile visibility
in the
with rain and haze.
minimums for Airport A are 500 foot ceiling and 2 miles
visibility.
accomplished
minimums if a single engine climb gradient of 250 feet
per nm can be achieved. Therefore, the maximum
allowable takeoff weight to achieve a single engine
climb gradient of 250 feet per nm must be determined.
In Figure 7A-31, to use the CLIMB GRADIENT a
% scale, the required gradient of 250 feet per nautical
mile must be converted to a percentage. The method
is included in the Climb Conversion portion of the
TOLD card. The feet per nautical mile are divided by
6076 (the number of feet in a nautical mile) and
multiplied by 100, yielding the climb gradient in
percent.
For this example divide 250 feet per nautical mile
by 6076, then multiply by 100 in order to convert to a
percentage.
250 y 6076 x 100 = 4.1%
From the CLIMB GRADIENT a % scale trace
horizontally from 4.1% to the left onto the graph in
order to establish the baseline limit for maximum
takeoff weight in order to achieve the required single
engine climb gradient of 4.1%.
TM 1-1510-218-10
Weight
Required Single Engine
The non-standard takeoff
However, the departure
using standard AR
For Flaps
Allowable To
Climb
may be
95-1 takeoff
7A-3