Page 756 - POH-SUPER KING AIR B200/B200C

101-590010-469R3_text.fm Page 9 Tuesday, January 29, 2013 8:56 AM

SECTION 5 - PERFORMANCE
TAKE-OFF WEIGHT
In determining take-off weight requirements, the following variables affecting per-
formance must be taken into account.
1. The weight of the airplane at the commencement of the take-off run.
2. The pressure altitude at the airport.
3. The ambient temperature at the airport.
4. The runway surface condition and the type of runway surface.
5. The runway slope in the direction of takeoff; and
6. The headwind or tailwind. Takeoff Distance, Accelerate-Stop, and Acceler-
ate-Go graphs in the POH/AFM automatically decrease the headwind by
50% and increase the tailwind by 150%. Thus, the reported headwind or
tailwind may be used when entering the graph.
TAKE-OFF WEIGHT - FLAPS APPROACH
TO ACHIEVE EU-OPS CLIMB REQUIREMENTS
This graph presents the maximum weight allowable to achieve take-off and land-
ing climb requirements.
TAKE-OFF FLIGHT PATH
EFFECT OF BANK ANGLE ON NET TAKE-OFF FLIGHT PATH

The following provides corrections to be applied to the NET GRADIENT OF
CLIMB - FLAPS UP and NET GRADIENT OF CLIMB - FLAPS APPROACH
graphs in the POH/AFM, when turns are required.
Bank Angle Correction to be Applied
to Net Gradient of Climb
15° -0.7 Percentage Points

LANDING WEIGHT
In determining landing weight requirements, the following variables affecting per-
formance must be taken into account.
1. The weight of the airplane at the estimated time of landing.
2. The pressure altitude at the airport.
3. The ambient temperature at the airport.
4. The runway surface condition and the type of runway surface.
5. The runway slope in the direction of landing; and
6. The headwind or tailwind. The Flaps Down Landing Distance graphs in the
POH/AFM automatically decrease the headwind by 50% and increase the
tailwind by 150%. Thus, the reported headwind or tailwind may be used
when entering the graph.

Approved Performance Data
Revised: January, 2013
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