Contents. Version

Contents Functional Overview Screen Layout Menus Toolbar Fixed Wing Aircraft Helicopters Contact/Support Information Copyright Notice Terms Definitions The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA (508) 02653 255-5975 All rights reserved. Version 15.1.0

Functional Overview The Aircraft Comparator is a database program for viewing and comparing aircraft data for one or two aircraft. The aircraft data is divided into two types: Fixed wing aircraft and Helicopters. Either one or two aircraft of the same type can be displayed at the same time. The user cannot compare a fixed wing aircraft to a helicopter The aircraft can be selected from the Aircraft menu, and the user can select different tabs to display certain types of data for the aircraft. For both types of aircraft, there is an "Aircraft" and a "General" tab to display textual data. Top, Front, Side, and Interior views are displayed on tabs of the appropriate name. Graphical data is shown on the other tabs using line and bar graphs. The program will not reload the aircraft selected the last time the program was run. The INI file has a setting to enable this feature. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Screen Layout The Aircraft Comparator screen is divided into the following sections: Menus are located at the top of the Main Window A toolbar is located below the menu. Click on the appropriate button. A tab form is used for displaying the main data. Different data can be selected by clicking on the named tabs. A status bar at the bottom displays the status of the program.

Menus File Print Menu New Start a new comparison (no aircraft selected) Export Export to.bmp file (Images Only) Plot Screen Plot current view to printer Print Current Page Print page corresponding to current tab Print Page All Pages Print All pages, (images overlaid or side by side) Print Images to Scale Print Exterior and Interior images to scale Aircraft Print Aircraft page General Print General page Exterior Print Exterior images to program default scale Interior Print Interior images to program default scale

Block Fuel/Time Print Block Fuel/Time graph Balanced Field Length Print Balanced Field Length graph Take-Off/Landing Print Take-Off/Landing graph Flight Envelope Print Flight Envelope graph Payload Range Print Payload Range graph Properties Load Properties dialog Exit Exit from program Print to Scale Print Images to scale User may select scale to print exterior and interior images

Edit Menu Copy Copy currently selected aircraft names to clipboard Aircraft Menu Choose Aircraft to display User may choose up to 2 aircraft

Registration Menu Enter Registration code to enable the display of different categories of aircraft View Menu Toolbar Show Toolbar Displays the toolbar Dock Toolbar Attaches the toolbar to the main window Show Plane #1 Show/Hide Aircraft 1 Plane1 Color Allows the user to select the color for displaying Aircraft 1

Show Plane #2 Show/Hide Aircraft 2 Plane2 Color Allows the user to select the color for displaying Aircraft 2 Show Dimensions Show/Hide Dimensions Dimensions Color Set Color of Dimensions Display Metric Values Display values in Metric Units Show Grid Show a Grid Zoom All Make everything fit into the window Zoom Window Use a "rubber band" window to select what to show Zoom In Get a closer look Zoom Out Show more Zoom Previous Go back to last view Pan Change what part of the picture is centered Help Menu

Contents About Go to Contents topic Show About box The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Toolbar The toolbar provides buttons to modify the graphical views of the aircraft Dim - Show/Hide Dimensions Grid - Show/Hide Grid Zoom Extents - Show everything Zoom Window - Select what to show Zoom In - See more detail Zoom Out - See the big picture Prev - Zoom to previous setting Pan - Center view over a different point Top Visible Check Box - Enable/Disable viewing of Aircraft 1 Bottom Visible Check Box - Enable/Disable viewing of Aircraft 2 The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Fixed Wing Aircraft Fixed Wing Aircraft are sub-divided into the following categories: Jets Pistons TurboProps The Fixed Wing aircraft display information on the following tabs: Aircraft General Top Front Side Interior Block Fuel/Time Balanced Field Length Take-Off/Landing Flight Envelope Payload Range The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Aircraft Tab (Fixed Wing) The Information on this tab is as follows: Model Number Manufacturer Yr Type Certified Certification Basis RVSM Certification In Production Serial Numbers

Produced/In Service Data Valid For All Notes: The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

General Tab (Fixed Wing) WEIGHTS Maximum permitted as shown in the Limitation Section of the aircraft's Flight Manual. Ramp Weight: This weight is specified during aircraft certification. It is the maximum weight authorized for taxiing or towing an aircraft on the ground. It can be greater but is sometimes equal to the maximum takeoff weight. Take-Off Weight: This weight is specified during aircraft certification. It is the maximum weight

of the aircraft at take-off. Landing Weight: This weight is specified during aircraft certification. It is the maximum permissible weight of the aircraft at landing. Because landings place more structural stress on an aircraft, the landing weight is generally less than the take-off weight. Zero Fuel Weight (ZFW): This weight is specified during aircraft certification. The ZFW of an aircraft is the total weight of the aircraft and all its contents without any fuel on board. This is a flight manual limitation based on the aerodynamic properties of the aircraft. Some aircraft under 12,500 pounds take-off weight may not have a specified ZFW in the aircraft limitations section. Basic Operating Weight (BOW): Is the aircraft empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies. The flight crew includes the pilot(s) and flight engineer (if required). Useable Fuel: The fuel that is available for consumption by the power plant(s) and/or auxiliary power equipment. It does not include the fuel that may exist in the aircraft fuel tanks that cannot be collected by the fuel system because the fuel level in the tanks is too low. Useable Fuel is measured by its weight: U.S. gallons x 6.7 pounds for jet fuel (turbine or diesel engines) or U.S. gallons x 6 pounds for aviation gasoline (AVGAS). Useful Load: Is the Ramp Weight minus the Basic Operating Weight. Payload - Full Fuel: Is the Useful Load minus the Useable Fuel. Payload Maximum: Is the maximum Zero Fuel Weight minus the Basic Operating Weight. NBAA IFR Fuel Reserves: Turbine powered Fixed Wing aircraft with 4 passengers. Fuel for go-around at destination airport plus climb to 5,000 feet and hold for 5 minutes, fly to and land at alternate airport 200 NMi away and fuel to hold at 5,000 feet for 30 minutes. Piston powered Fixed Wing aircraft with 2 passengers: Fuel for go-around at destination airport plus climb to 5,000 feet and hold for 5 minutes, fly to and land at alternate airport 100 NM away, with enough fuel to hold at 5,000 feet for 30 minutes. POWERPLANT Thrust/Horsepower (SL. Std): The thrust or horsepower shown is maximum take-off thrust/horsepower per engine at Sea Level, 59 F/15 C with the aircraft stopped in a run-up area or on the runway. FAR 36 NOISE LEVELS The noise levels shown were obtained from manufacturer s data. In order to meet FAR 36 Stage 3 requirements, the maximum noise level permitted is:

Takeoff or Flyover: Measured by a microphone, 6500 meters forward of the airplane s brake release point, during full power climb, then during reduced power climb. Sideline: Measured by two series of microphones, 450 meters of each side of the extended runway centerline, during full power climb, then during reduced power climb. Approach: Measured by a microphone, 2000 meters from the runway touchdown zone, while the airplane, on an approach path of 3, passes 120 meters overhead. Stage 3 Restrictions: noise limit criteria required for FAA aircraft certification These noise levels shown were obtained from manufacturer s data. Transport Category and Jet Airplanes (these limits are measured in Effective Perceived Noise Level in decibels [EPNdB]). In order to meet FAR 36 Stage 3 requirements, the maximum noise level permitted in the following profiles are: Takeoff 89.0 EPNdB. Sideline 94.0 EPNdB. Approach 98.0 EPNdB. Propeller-Driven Small Airplanes and Propeller-Driven, Commuter Category Airplanes (these limits are measured in A-weighted sound level in decibels db[a]). In order to meet FAR 36 Stage 3 requirements, the maximum noise level permitted in the following profiles are set for only Takeoff or Flyover profile testing. For single-engine airplanes for which the original type certification application was received before February 3, 2006 and multi-engine airplanes, the noise level must not exceed the upper line of Figure G2, based on the takeoff weight. For single-engine airplanes for which the original type certification application was received on or after February 3, 2006, the noise level must not exceed the lower line of Figure G2, based on the takeoff weight.

Note: Individual communities and countries often establish noise level limitations and standards that differ from these. SPEED: The limitations shown are obtained from the Flight Manual Limitations section. Vmc (ground): multi-engine airplane minimum control speed, with loss of critical engine, while on the runway. Vmc (air): multi-engine airplane minimum control speed, with loss of critical engine, airborne. V2 (takeoff weight): multi-engine airplane minimum takeoff safety speed Vref: (BOW + 4 passengers + NBAA IFR Fuel Reserves): landing reference speed Cruise Speed Normal: An intermediate cruise speed at which the aircraft is typically flown, unless maximum range is needed. For a number of turboprops Cruise Speed Normal = Cruise Speed Max. Cruise Speed Max: The maximum cruise speed of the aircraft at a weight (not takeoff weight) corresponding to 4 passengers (Turbine Aircraft), 2 passengers (Piston Aircraft) and ½ of the total fuel. Cruise Speed Long Range: The manufacturer's recommended cruise speed to achieve the maximum range capable (best specific-range). Based upon a mid-weight cruise point. Stall speed: The speed at which the wing stops producing lift.

PRESSURIZATION Data is obtained from the aircraft specifications. Pressure differential: The maximum ratio of cabin pressure to outside atmospheric pressure that the aircraft s structure and pressurization system can support and supply. Sea Level Cabin to: The maximum altitude at which the aircraft s structure and pressurization system can support and supply the same atmospheric pressure as that at sea level. Cabin Alt at Max Cert. Alt.: The cabin pressure which equals the atmospheric pressure at a particular altitude, when the aircraft itself is at its maximum certified altitude. e.g.: An airplane cruising at its maximum certified altitude of 37,000 feet, could have a cabin that is pressurized so that its pressure is the same as that which exists at 7,700 feet. ACCOMMODATIONS Passenger Seating (typical): Shown for a typical corporate configuration. Seating capacity can vary significantly depending on interior layout selected. Passenger Seating (maximum): Obtained from the aircraft Flight Manual Limitations section. 19 seats is the limit to operate under Part 91 and without the required use of a flight attendant. Total Passenger Cabin Volume: Measured from the cabin/cockpit separator to the aft pressure bulkhead, without chairs and other cabin furnishings. Total Baggage Volume: Can also vary greatly depending on interior layout. The number shown is for a typical interior. Internal Baggage Percent: Indicates what portion of the baggage compartment is accessible in flight. PERFORMANCE: Rate of Climb: Shown for Sea Level, at 59 F/15 C, standard atmospheric pressure, and takeoff weight. Service Ceiling: The highest altitude at which an aircraft can maintain a steady rate of climb of 100 feet per minute. Certified Ceiling: The maximum altitude mention in the limitations section of the flight manual. Initial Cruise Altitude: Pressurized aircraft - The highest odd numbered flight level that can be reached after take-off at maximum take-off gross weight and with a rate of climb of at least 500 feet/minute. Unpressurized aircraft: 8,000 ft above sea level. Engine Out Ceiling: Determined at a mid-point gross weight and atmospheric conditions.

EQUIPMENT While new aircraft are manufactured RVSM capable, certification is the responsibility of the operator, not the manufacturer. Avionics Avionics System Cockpit Voice Rcdr Flight Data Rcdr EICAS Ground Warning System Traffic Warning System Maint Diag System VHF 8 Khz Spacing Other Aux. Power Unit Single Point Refuel External Lav. Service The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Top Tab (Fixed Wing) This tab is used to display a Top view of the aircraft. When 2 aircraft are selected images can be viewed overlaid or side by side. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Front Tab This tab is used to display a Front view of the aircraft. When 2 aircraft are selected the images can be viewed overlaid or side by side. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Side Tab (Fixed Wing) This tab is used to display a Side view of the aircraft. When 2 aircraft are selected the images can be viewed overlaid or side by side. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Interior Tab (Fixed Wing) This tab is used to display an Interior view of the aircraft. It shows the interior cross-section and a typical floor plan. When 2 aircraft are selected the images can be viewed overlaid or side by side. Seating capacity, baggage volume, dimensions, amenities, etc. are subject to large variations, depending on the way the interior is completed. Dimensions shown for the interior cross section are cabin height and width. Some cross sections also show the floor width dimension as well. The dimensions shown for the floor plan are cabin length and passenger area length. Cabin length is measured from the cockpit divider to the aft pressure bulkhead. We added the passenger area length to the jets floor plan after feedback from users

determined it is an important dimension used in the aircraft acquisition process. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Block Fuel / Time Tab (Fixed Wing) Block Fuel/Time Overview: All Block Fuel/Time data is calculated using the manufacturer s published climb, cruise and descent data. The flight profile includes the following factors: Payload Turbine Aircraft - 4 passengers at 200 lbs each unless noted otherwise. Piston Aircraft - 2 passengers at 200 lbs each unless noted otherwise.

Start/Taxi/Take-off The Block Fuel/Time graphs are calculated from take-off to touchdown + 10 minutes for the whole trip plus fuel consumed. The ten minutes is used to account for start-up, taxi to and from the runway along with the take-off/landing roll. Climb Optimum climb to initial cruise altitude. Optimum climb data is from the aircraft operating manual. Optimum climb is whatever each aircraft manufacturer determines is optimum for their aircraft using aircraft forward speed, rate of climb and fuel consumption as a basis. Cruise We calculate cruise at long range cruise, or maximum cruise thrust with step climb to higher flight levels as fuel is burned off using 500 feet/minute minimum rate of climb as a basis for step climbing to the next numbered flight level. Jet aircraft use the technique of gradually climbing in cruise altitude as fuel burns off and the aircraft becomes lighter. The altitude that provides the most fuel-efficient cruise at the start of a long flight, when the aircraft is fully loaded with fuel, is not the same as the altitude that provides the best efficiency at the end of the flight when most of the fuel aboard has been burned. The altitude at the end of a flight is usually significantly higher than at the beginning of the flight. By climbing gradually throughout the cruise phase of a flight, pilots can make the most economical use of their fuel. Descent Optimum descent to destination airport. Optimum descent data is from the aircraft operating manual. Like optimum climb, optimum descent is whatever each aircraft manufacturer determines is optimum for their aircraft using aircraft forward speed, rate of descent and fuel consumption as a basis. Reserves The NBAA Instrument Flight Rules (IFR) Reserve Standard of 200 Nautical Miles (NM) is used for all turbine aircraft. Piston aircraft are calculated with a 100 NM reserve. Other No wind, ISA conditions, and no ATC delays. Block Fuel/Time In-Depth: How much fuel does this aircraft require and how long will it take to fly a certain nautical mile trip? These are frequently asked question by aircraft buyers during the aircraft acquisition process. The Block Fuel/Time graphs answers these questions. Reading the Aircraft Performance Comparator Block Fuel/Time Graphs: Block Fuel/Time is separated into two graphs, Block Fuel and Block Time. The two graphs use an X, Y axis grid to make them easy to read. The Block Fuel graph is used to determine how much fuel in pounds (Y axis) is required for the distance shown in the Range (X axis). The Block Time graph is used to determine how long a trip (Y axis) would take using the Range (X axis). The user can see the aircraft data displayed based upon either long range cruise speed

or maximum cruise speed. Long range cruise is based on the most efficient fuel burn; the speed an aircraft must fly to achieve maximum range. Maximum cruise is based on the fastest speed the aircraft can travel from point A to point B with no regard to fuel efficiency or range. Using the Block Fuel and Block Time graph examples we can determine how much fuel and how much time is required for a 1,500 NM trip. It shows a long range cruise trip would require approximately 4,863 pounds of fuel using the Block Fuel graph and take just over 4 hours according to the Block Time graph. A max cruise trip would require approximately 4,900 pounds of fuel and take about 3.8 hours. One important factor the user could determine from these graphs is although the 1,500 NM trip takes longer to accomplish in long range cruise it also uses less fuel. If the fuel is required in gallons instead of pounds then divide the pounds of fuel by 6.7. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Balanced Field Length Tab (Fixed Wing) Balanced Field Length Overview: Conditions Take-off runway (FAR 25 Balanced Field Length) is shown for sea level, 86 F (30 C) and 5,000 feet. Weight and Fuel Reserve The Take-Off Gross Weight used is obtained by adding the Block Fuel from the preceding chart, the weight of 4 passengers for Turbine Aircraft (800 lbs), 2 passengers for Piston Aircraft (400 lbs) and the NBAA IFR reserves and Basic Operating Weight shown in the

General Data section. Other Range capability at 5,000 feet may be restricted as discussed in the "Max Take-Off Elevation" section. Maximum runway permitted is 10,000 feet. The above applies to all jets and some turboprops. Most turboprops and all pistons use the distance over a 50-foot obstacle. Also twin-engine turboprops and pistons show the accelerate-stop distance. Balanced Field Length In-Depth: The Balanced Field Length (BFL) performance of aircraft can be very confusing. Most often the confusion arises from the basic differences in operating regulations governing the types of aircraft. There are two regulations that govern runway distance requirements for jets and turboprops only. These regulations are FAR 23 (aircraft with a gross weight of 12,500 pounds and under) and FAR 25 (Air Transport Category aircraft with a gross weight over 12,500 pounds). These two regulations vary significantly. The more stringent rules of FAR 25 provide the passenger with greater safety margins than those used for FAR 23 private aircraft. The regulations do not apply to piston fixed wing aircraft because none have a gross weight that equal or exceed 12,500 pounds. For example, FAR 23 makes no allowance for loss of power or an engine or propeller failure. Additionally, the published distance requires no allowance for either being able to stop on the remaining runway or to continue the take-off on one engine after an engine failure. By contrast, FAR 25 regulations intended for Air Transport Aircraft such as business jets and large turboprops assures their passengers and crew that in the unlikely event of a loss of engine power during take-off the aircraft can either: Stop within the remaining runway length Take-off and climb on the remaining good engine. This distance is known as Balanced Field Length. BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal. Decision speed is the point where the pilot decides to either continue with the take-off or slam on the brakes and stop the aircraft. To illustrate how these regulations work let s look at a typical situation involving a small turboprop (FAR 23) and a small business jet (FAR 25), both seating six passengers. We ll assume maximum gross weight, sea level, International Standard Atmospheric (ISA) conditions and a dry, level, hard surface runway. The small turboprop can legally take-off from a 2,600-ft runway operating under FAR 23. Although it has no requirement to consider an engine failure let s assume an engine fails at its published rotation speed (Vr) of 94 knots. Rotation speed is the point when the aircraft starts to lift off the ground. Its distance to accelerate to Vr and stop is 3,400 ft, 800 ft longer than the take-off distance. If the take-off is continued after engine failure at Vr, then the runway required jumps to 4,750 ft, 82% longer than the take-off distance of 2,600 ft. Although 4,750 ft is the BFL for the turboprop it is not a legal requirement under Part 23 for runway length

decision. The small business jet has a BFL of 4,500 ft runway in the same conditions, 250 ft shorter than the turboprop under the same contingencies and with the same margin of safety. Although the small business jet could take-off or accelerate/stop like the turboprop from a shorter runway the pilot is not permitted to base the runway length decision on anything other than the BFL data while operating under FAR 25. Turboprop Jet 50 Ft 2,600 ft N/A Accelerate/Stop 3,400 Ft N/A BFL 4,750 ft 4,500 ft Although the turboprop can legally take-off on shorter runways than most jets, FAR 23 doesn t give the same safety margin as FAR 25. Reading the Aircraft Performance Comparator BFL Graphs: Our graphs show range vs. BFL. They demonstrate the range an aircraft has taking-off from a runway of x length. The Balanced Field Length data is for all jet and turboprop aircraft with a Maximum Take-off Gross Weight (MTOGW) of 12,500 pounds and greater. For twin engine turboprop and piston aircraft weighing less than 12,500 pounds we show accelerate stop/go data and take-off field length over a 50-ft obstacle data. For single engine turboprop and piston aircraft we show take-off field length over a 50-ft obstacle data. This graph was designed to answer questions the potential aircraft buyer might have: How far a particular aircraft can fly if taking off from an airport with a runway that s x amount of feet in length? These graphs were designed to represent both low altitude and high altitude airports during the summer months. The BFL Graph shown is used for jet aircraft and single engine turboprop aircraft. Note the use of two different lines. The solid line shows aircraft range/runway length requirement at sea level and 86 F (30 C). The dashed line shows aircraft range/runway length requirement at 5,000 ft and 86 F (30 C). In the graph example the range is shown using the x axis and the runway length requirement is shown using the y axis. The BFL graph used for twin engine turboprop and piston aircraft is slightly different from the BFL graph because it adds a third dashed line. The solid and dashed lines are identical to the lines in jets BFL Graph except both of these lines assume only one engine operating with take off over a 50 foot obstacle. It is assumed the aircraft will keep traveling the entire trip. The third dashed line was added to show the aircraft range/runway length requirement and clearance over a 50 foot obstacle with both engines operating. Just like the BFL graph displayed, the range is depicted using the x axis and the runway length is depicted using the y axis. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc.

TakeOff / Landing Tab (Fixed Wing) This tab contains two separate graphs, Max Take-off Elevation and Landing: Max Take-off Elevation Overview: This graph shows how variables other than runway length can affect range at an ambient

temperature of 86 F (30 C), 4 passengers for turbine aircraft and 2 passengers for piston aircraft. Included are second segment and other climb limitations, brake energy limitations and tire speed limitations. Max Take-off Elevation In-Depth: A potential aircraft buyer might ask Will this aircraft fly me non-stop from Mexico City (Elevation 7,350 ft) to San Francisco? I am based in San Francisco (Elevation 131 ft) and fly to Mexico City regularly. My current aircraft can t fly non-stop back to San Francisco from high altitude airports like Mexico City or others in South America. Although the Balanced Field Length graph shows the take-off performance of an aircraft at sea level and 5,000 feet there are limitations. As weight, altitude and temperature increase, the amount of runway required for take-off increases. At some point of altitude plus temperature, the aircraft may not have sufficient performance capability to be able to safely take-off and avoid obstacles on climb-out in the event of loss of engine power. The Max Take-off graph shows the take-off limitations of the aircraft when departing from high altitude airports at 86 F (30 C). If an aircraft operator wants to take off from a high altitude airport with a full load of passengers then it s likely weight must be removed to make up for the decrease in take off performance. Fuel and cargo are two areas weight can be removed. If fuel load is decreased then so is the range of the aircraft taking off from that airport. Landing Overview: Our landing distances are shown for a sea-level runway, 86 F (30 C) using two weights: Jets and Turboprops: - Four passengers, NBAA IFR Fuel Reserves for a 200 NM alternate - Maximum Landing Weight Pistons: - Two Passengers, IFR Fuel Reserves for a 100 NM alternate - Maximum Landing Weight Landing In-Depth: Like Balanced Field Length, the runway required for landing an aircraft can be very confusing because of the different regulations governing how the required runway length is calculated. The landing distance, as required by the regulations, is the distance needed to land and come to a complete stop from a point 50 feet above the threshold end of the runway. It includes the air distance required to travel from the 50 foot height to touchdown plus the stopping distance. (Maximum brakes, no thrust reversers) For FAR 91 operators (not for hire) there is no requirement for any additional safety margin. A different set of requirements exist for air carriers and commercial operators (FAR 121, FAR 91 subpart K and FAR 135). The required landing distance from the 50 foot height cannot exceed 60% of the actual runway length available. In all cases, the minimum airspeed allowed at the 50 foot height must be no less than 1.3 times the aircraft stall speed in the landing

configuration. This speed is commonly called the aircraft s VREF speed and will vary with landing weight. Under FAR 121, FAR 91 Subpart K and 135 the required landing distance on an optional runway (normally the planned divert airport runway) from the 50 foot height cannot exceed 80% of the actual runway length available. All landing distances are calculated assuming optimum landing conditions. No allowances are made for a variety of real world factors such as worn tires and brakes, non-optimum runway conditions, one engine inoperative, etc. No allowances are made for thrust reversers. A FAR 91 operator can legally land on a runway without requirement for any margin to be left over after stopping. Reading the Aircraft Performance Comparator Max Take - Off Elevation Graph: Using the graph above note the aircraft can t take off at any airport with an elevation over 10,000 feet. Note that once an airport altitude goes above 7,000 feet the range of the aircraft decreases. No matter how long the runway is the ranges shown on the x axis are the maximum ranges the aircraft can fly taking off from the corresponding y axis elevations with full maximum take off weight. Reading the Aircraft Performance Comparator Landing Field Length Graph: The aircraft shown in the Passenger Weight portion of the graph above requires 2,300 ft (----1----) of runway to land operating under FAR 91. This is the actual distance required to stop the aircraft with no additional margin. If the same aircraft is operating under the more stringent air carrier FAR 91 Subpart K, FAR 121 or FAR 135 regulation the requirement is 3,833 ft of runway (----3----). This is calculated by dividing 2,300 by 0.6. The alternate runway requires 2,875 ft (----2----) and is calculated by dividing 2,300 by 0.8. Aircraft landing at Max Weight always require more landing distance. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Flight Envelope Tab (Fixed Wing) Flight Envelope Overview: Max Cruise Speed This graph shows the maximum cruise speed of the aircraft at a gross weight corresponding to 4 passengers (Turbine Aircraft), 2 passengers (Piston Aircraft) and ½ of the total fuel. The maximum speed is as shown by the manufacturer in its cruise control, or equivalent manual. Max Operating Speed (Vmo / Mmo)

This graph shows the operating envelope of the aircraft, as determined by its Maximum Operating Speed (Vmo), its Maximum Operating Mach number (Mmo), and its Maximum Operating Altitude. These limits are established during certification and are a function of the aerodynamic and structural design of the aircraft. Flight Envelope In-Depth: The Flight Envelope is defined as the combination of velocity (speed) and height (altitude) at which an aircraft can safely fly. The Flight Envelope section is composed of two graphs; The Max Cruise Speed and the Max Operating Speed (Vmo/Mmo) graphs. While Vmo applies to all fixed wing aircraft, Mmo applies primarily to jet aircraft only. Very few turboprop aircraft and no piston aircraft have the capability to reach Mmo. The graphs are shown in Knots True Airspeed (KTAS) and Mach number 1.0 being the speed of sound. The Max Cruise Speed is the maximum cruise speed of the aircraft at various altitudes. Max cruise speeds are limited by the ability of the aircraft engines to propel the aircraft forward in level flight vs. drag of the airframe. Max Cruise speed should always be less than Vmo/Mmo. The Max Operating Speeds, Vmo and Mmo, are limiting speeds associated with the structure of the aircraft. Vmo and Mmo show how fast (or the never exceed speed) and high an aircraft can safely operate without becoming unstable for flight or suffering structural failure. Vmo is Maximum Operating limit speed expressed in knots indicated airspeed (KIAS). Mmo is Maximum Mach Operating Speed expressed in a Mach number (aircraft speed relative to the speed of sound). Mmo is the maximum Mach speed at which an aircraft can fly. Mmo is normally the same at all altitudes but at lower altitudes the aircraft will reach Vmo limits long before it reaches Mmo limits. This is because the aircraft reaches the maximum dynamic pressure it can withstand due to higher air density at lower altitudes. Exceeding Vmo and aircraft dynamic pressure thresholds will possibly cause structural failure. In general, the aircraft maximum speed increases as it gains altitude. The density of the air and the dynamic pressure on the aircraft decrease enabling the aircraft to travel at higher speeds safely. The maximum allowable speed will increase until the aircraft reaches Mmo. As the aircraft climbs, at some point Vmo will be equal to Mmo. This normally occurs between 20,000 30,000 feet. Because the aerodynamic properties change as the aircraft climbs above this point; the limiting speed changes from Vmo to Mmo. Reading the Aircraft Performance Comparator Flight Envelope Graphs: Maximum Cruise Speed This graph shows the maximum speed the aircraft is capable of flying based on maximum cruise thrust at the given weight and altitude. In the graph displayed note the aircraft has a maximum cruising speed of 490 Knots True Airspeed (KTAS) at 27,750 feet and 460 KTAS at 45,000 feet according to the Max Cruise Speed graph below. Max Operating Speed In the graph displayed note 30,000 feet is the point where Vmo is equal to Mmo. The aircraft can fly 490 KTAS safely in Vmo at 30,000 feet. Once in Mmo the aircraft can fly safely at Mach

0.84 at 45,000 feet. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Payload Range Tab (Fixed Wing) Payload Range Overview: Payload range is shown as a function of the typical seating capacity. The effect of any optional fuel tanks is also shown. Optional fuel tank data, if applicable, can be viewed on the Block Fuel/Time graph. The line labeled "Max Landing Wt" shows the range capability of the aircraft after a short repositioning flight. In this case, the fuel available for the coming flight (without refueling) is limited by the Maximum Landing Weight of the Aircraft. Payload Range In-Depth: An aircraft buyer might need to know if they can fly a certain nautical mile trip with a certain number of passengers. The payload range graph was created to show the range of an aircraft

with different numbers of passengers or pounds of payload. The range shown with zero passengers is the maximum (ferry range) of the aircraft. Our assumptions include a full load of fuel to include NBAA IFR reserves, two pilots (unless otherwise specified) and no headwind for all fixed wing aircraft. A potential aircraft buyer might also need to know what range a jet aircraft can fly after a short repositioning flight without refueling or adding additional passengers after landing. For example, the aircraft departs a small airport outside Sacramento, CA on an international trip. The home airport does not have customs. The aircraft lands at San Francisco solely to clear Customs. It does not refuel. How far can it fly? The maximum landing weight line was added to the Payload Range graph to show the range an aircraft could fly if it took off at maximum landing weight with varying numbers of passengers instead of taking-off at the max take-off weight (MTOW). Reading the Aircraft Performance Comparator Payload Range Graph: In the Payload Range graph displayed the aircraft shown has a ferry range of 3,270 NM. The range with eight passengers is 3,070 NM. The range taking-off at max landing weight and eight passengers is 2,070 NM. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Helicopters Helicopters display information on the following forms: Aircraft General Top Front Side Interior Block Fuel/Time Take-Off/Landing Payload Range Service Ceiling HV/Cruise Speed WAT The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Aircraft Tab (Helicopters) The Information on this tab is as follows: Model Number Manufacturer Yr Type Certified Certification Basis RVSM Certification In Production Serial Numbers

Produced/In Service Data Valid For All Notes: The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

General Tab (Helicopters) WEIGHTS Max Gross Weight (Internal) and (External): Maximum permitted as shown in the Limitation Section of the aircraft's Flight Manual. Usable Fuel: Usable fuel as shown in the Flight Manual x 6.7 lbs/gal (Jet-A) or x 6.0 lbs/gal (100LL). Optional Fuel: The capacity of any optional fuel tanks offered by the manufacturer of the aircraft, or an approved vendor. The weight is calculated at 6.7 lbs/gal (Jet-A) or x 6.0 lbs/gal

(100LL). Maximum External Load: This weight is obtained from the Limitations Section of the Flight Manual. 30-Minute Fuel Reserve: The fuel required for 30 minutes of cruise flight at 2,000 feet and long range cruise power. VFR - Utility Configuration Empty Operating Weight: The empty weight of the helicopter plus options, all trapped liquids and one pilot (200 lbs). Useful Load: Max Gross Weight (Internal) minus Empty Operating Weight Payload with Full Std Fuel: Useful Load minus Usable Fuel IFR - Corporate / EMS Configuration Empty Operating Weight: The empty weight of the helicopter plus options, all trapped liquids, and one pilot (200 lbs). Useful Load: Max Gross Weight (Internal) minus Empty Operating Weight. Payload with Full Std Fuel: Useful Load minus Usable Fuel. PROPULSION SYSTEM Engine Ratings: The maximum shaft horsepower per engine as specified by the aircraft manufacturer in the Flight Manual or Type Certificate Data Sheets. Not all engine manufacturers use the same rating limits. Each manufacturer has their own way of showing the limits on their engine. In general every engine has some sort emergency power limit with a short time limit on it and then a continuous power limit with no time limit. Some manufacturers also have intermediate limits. The rating limits shown are those used by the manufacturers. "OEI" means "One Engine Inoperative". This rating is not applicable to single engine helicopters. Airframe Rating: The "Limit Factor" shows what component limits the maximum input of engine power. The limits shown are as specified by the aircraft manufacturer in the Flight Manual or Type Certificate Data Sheets. Not all engine manufacturers use the same rating limits. Each manufacturer has their own way of showing the limits on their engine. In general every engine has some sort emergency power limit with a short time limit on it and then a continuous power limit with no time limit. Some manufacturers also have intermediate limits. The rating limits shown are those used by the manufacturers. "OEI" means "One Engine Inoperative". This rating is not applicable to single engine helicopters. AIRFRAME RATING LIMIT FACTOR Engine Rating Takeoff Max Cont. You can use this power level as long as you have fuel. OEI 2.5 Min You can use this power level for 2.5 minutes without doing damage to the engine when you are forced to operate on one engine. OEI 3.0 Min. Same as above except the limit is 3 minutes OEI Max. Cont. This power level you can use forever as long as you are operating on one

engine. FAR 36 NOISE LEVELS The noise levels shown were obtained from manufacturer s data. Also indicated is whether the helicopter meets FAR 36 Stage 2 requirements. Helicopters certificated prior to the application of FAR 36 standards need not show any noise level data. However, some manufacturers have chosen to measure the noise levels. The data obtained in this manner is marked accordingly. CERTIFICATION (FAA) VFR/IFR: This shows whether the manufacturer, or a manufacturer approved vendor, has obtained VFR and IFR certification for this model helicopter. Category A: This shows whether Category A certification has been accomplished by the manufacturer. This can only be done for twin engine helicopters. Category B WAT limits are determined by the helicopter s HIGE and HOGE capability with both engines operating. Category A, limits are much more restrictive since they are based on one-engine inoperative capability of the helicopter. Under Category A the take-off weight is limited by the helicopter s ability to either return to its point of origin or continue its flight if an engine fails at the most critical point during take-off. Minimum Crew VFR/IFR: This shows the minimum number of pilots required to fly the helicopter under VFR or IFR conditions. ACCOMMODATIONS Seats Crew/Pax (Corporate: Typical corporate seating with a minimum seat width of 19-20 inches. In general two pilots are carried on FAR 29 certificated helicopters. Seats Crew/Pax (Maximum): The maximum seating permitted on the aircraft as shown in Type Certificate Data sheets. This configuration typically has seating with a minimum seat width of 16 inches. Only one pilot is carried. Seats Crew/Litter/Attendants (EMS): Typical accommodations for patients and medical personnel. The stretchers are 18 inches wide and 72 inches long. Only one pilot is carried. A drawing of the EMS interior is available under the Interior tab. BAGGAGE: Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not available in flight (nacelle lockers, etc.) PERFORMANCE VNE : The maximum speed at Seal Level and ISA conditions as shown in the Limitations section of the aircraft Flight Manual. Rate of Climb: The maximum rate of climb with both engines operating (and with one engine inoperative for twin engine helicopters), at the Maximum Gross Weight (Internal), at Sea Level and ISA conditions.

Maximum Range (30 Min Res): The maximum range under no wind conditions using the long range cruise power setting and a 30 minute reserve. Maximum Endurance (30 Min Res): The manufacturer s recommended maximum endurance speed. Fuel reserve sufficient for 30 minutes is carried. SERVICE CEILING: Service ceiling is shown for both the Corporate and Utility configuration at ISA + 20 C and with reserve fuel for 30 minutes of cruise. Service ceiling for single engine helicopters is shown at Maximum Continuous Power (MCP). For twin engine helicopters, service ceiling is shown for both all engine and one engine inoperative conditions. AUTOROTATION: The flight condition during which no engine power is supplied to the rotor system and sustained flight is possible from the rotor blades. The pilot can use the inertia for collective pitch to slow the rate of descent and affect a safe landing. Unlike fixed wing aircraft, rotor wing aircraft are capable of controlled landings during most conditions when power is lost; assuming a suitable landing surface exists below the helicopter. Helicopter pilots often train in autorotation landings. Autorotation is the equivalent of an airplane gliding without power. In order for a helicopter to glide, its rotor blades have to be spinning. They spin without engine power as air passes through them from below during the fall towards earth. IN-GROUND EFFECT (HIGE) HIGE is a condition where the downwash of air from the main rotor is able to react with a hard surface (the ground), and give a useful reaction to the helicopter in the form of more lift force available with less engine power required. It is a condition of improved performance encountered when operating near (within 1/2 rotor diameter) the ground. HIGE is the ability to hover motionless within one blade diameter of the ground. What is occurring is the air is impacting with the ground and causing a small build up of air pressure in the region below the rotor disk. The helicopter is then "floating" on a cushion of air. This means that less power is required to maintain a constant altitude hover. IGE conditions are usually found within heights about 0.5 to 1.0 times the diameter of the main rotor. So if a helicopter has a rotor diameter of 48ft, the IGE region will be about 24-48ft above the ground. The height will vary depending on the type of helicopter, the slope and nature of the ground, and any prevailing winds. OUT OF GROUND EFFECT (HOGE) HOGE occurs when the helicopter rotor downwash is not affected by the proximity of the landing surface. In other words, OGE usually occurs when the helicopter is more than one-half of the rotor diameter above the ground. HOGE performance is particularly important when the helicopter is being utilized for utility or EMS operations. The helicopter being used for an EMS mission needs the ability to hover land on a rooftop helipad or in a confined area, many times at a high altitude. A helicopter performing a utility mission with a sling load needs the capability to hover with that load while lowering it. DENSITY ALTITUDE (PRESSURE ALTITUDE) Density Altitude is pressure altitude corrected for temperature. It is the altitude at which the aircraft thinks it is flying based on the density of the surrounding air mass.

Pilots often associate density altitude with high elevation airports only. The effects of density altitude on aircraft performance are dramatic in operations from such airports, especially when the temperature is also hot. It is important to remember that density altitude also has a negative effect on performance at low elevation airports when the temperature goes above the standard air value of 15 C at sea level. Remember, the standard air temperature value decreases with altitude. High density and low density altitude conditions High density altitude refers to thin air; low density altitude refers to dense air. The conditions that result in thin air - high elevations, high temperatures, high moisture content, or some combination thereof - are referred to as high density altitude conditions. The conditions that result in dense air - low elevations, low temperatures, low moisture content, or some combination thereof - are referred to as low density altitude conditions. High density altitudes may be present at low elevations on hot days with high moisture content in the air. EFFECT OF HIGH DENSITY ALTITUDES ON HELICOPTER PERFORMANCE High elevations, high temperatures, and high moisture content, all of which contribute to a high density altitude condition, lessen helicopter performance. Because the difference between the power available and the power required is so small for a helicopter, particularly in hovering flight, density altitude is of even greater importance to the helicopter pilot than it is to the fixed wing aircraft pilot. Helicopter performance is reduced because the thinner air at high density altitudes reduces the amount of lift of the rotor blades. Also, the engine does not develop as much power because of the thinner air and the decreased atmospheric pressure. Hovering flight High density altitudes reduce the hovering capabilities of the helicopter. No matter how much payload the helicopter is carrying, the higher the density altitude, the lower the hovering ceiling. The elevation at which the helicopter can hover lowers as the density altitude increases. Rate of climb No matter what the gross weight of the helicopter is, the higher the density altitude, the less the rate of climb for any helicopter. Although a helicopter may be able to take off and clear obstacles close by, higher obstacles farther away may not be cleared because of this reduced rate of climb. Landing Although a pilot can hover at originating airport with a certain gross weight, it doesn t mean the helicopter will be able to hover at the destination airport. If the destination airport is at a higher altitude with higher temperature and/or moisture, sufficient power may not be available to hover with the existing gross weight. If this is the case the pilot will have to make a running landing under these conditions. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc.

Top Tab (Helicopters) This tab is used to display a Top view of the aircraft. When 2 aircraft are selected images can be viewed overlaid or side by side. All overall height dimensions are using the standard skid gear. If a high skid gear is available, this is noted. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Front Tab (Helicopters) This tab is used to display a Front view of the aircraft. When 2 aircraft are selected the images can be viewed overlaid or side by side. All overall height dimensions are using the standard skid gear. If a high skid gear is available, this is noted. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Side Tab (Helicopters) This tab is used to display a Side view of the aircraft. When 2 aircraft are selected the images can be viewed overlaid or side by side. All overall height dimensions are using the standard skid gear. If a high skid gear is available, this is noted. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Interior Tab (Helicopters) This tab is used to display an Interior view of the aircraft. It shows the floor plan, cross section and side view of three typical interiors for each helicopter. When 2 aircraft are selected the images can be viewed overlaid or side by side. Seating capacity, baggage volume, equipment installed and amenities of Corporate and EMS helicopters are subject to large variations, depending on how the interior is completed. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Block Fuel / Time Tab (Helicopters) Block Fuel/Time is separated into two graphs, Block Fuel and Block Time. The two graphs use an X, Y axis grid to make them easy to read. The Block Fuel graph is used to determine how much fuel in pounds (Y axis) is required for the distance shown in the Range (X axis). The Block Time graph is used to determine how long a trip (Y axis) would take using the Range (X axis). Block fuel is calculated from overhead the origin to overhead the destination. We didn t include time and fuel to climb and descent because it isn t shown in the helicopter manuals. We also show this data if the helicopters have auxiliary tanks.

The block fuel and time are calculated using the manufacturer s published data for cruise. The flight profile includes the following factors: Payload: 400 and/or 800 lbs for single engine helicopters and 800 and/or 2,000 lbs for twin engine helicopters. Start/Take-off/Landing: 5 minutes is allowed for start-up, taxi, take-off, landing, cool down and shut down. Cruise: Long range cruise at 2,000 feet altitude at ISA + 20 C Reserves: 30 minutes of fuel at cruise altitude and power Other: No wind, no delays or ATC re-routing The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

TakeOff / Landing Tab (Helicopters) Many helicopter flight manuals show the distance required to clear a 50 foot obstacle on take-off and landing using the recommended take-off and landing flight path. We show 2 bar charts Seal level and 5,000 ft Pressure Altitude take-off and landing paths. This information is not required except for Category A. Therefore, not all manufacturers publish this data. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975

Payload Range Tab (Helicopters) An aircraft operator might need to know if they can fly a certain mission or nautical mile trip with a certain number of passengers and/or payload. The payload range graph was created to show the range of an aircraft with different payload configurations. The range shown with zero pounds of payload is the maximum (ferry range) of the aircraft. Our assumptions include a full load of fuel to include reserves, two pilots unless otherwise specified. The payload range for both the Corporate IFR and Utility VFR configurations are shown. The factors for determining the maximum range are the same as for the Block Fuel / Time graph. Unlike fixed wing aircraft, helicopters show payload in pounds instead of passengers. This is

because most helicopters are used for commercial and utility purposes. It is more practical to calculate the payload in pounds instead of people. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

Service Ceiling Tab (Helicopters) Helicopter operators/buyers need to know how high a helicopter can fly; especially those who operate in mountainous areas with a single engine helicopter. For example, an EMS operation in the western United States would need to know if the helicopter could fly from point A to point B over high mountain ranges with the standard payload and if an aircraft with two engines can make it with one engine inoperative. Utility operators need to know how high they could lift heavy payloads. Our graphs show service ceiling for both the Corporate/EMS and Utility configurations at ISA + 20 C and with reserve fuel for 30 minutes of cruise. Service ceiling for single engine helicopters is shown at Maximum Continuous Power (MCP). For twin engine helicopters,

service ceiling is shown for both all engine and one engine inoperative (OEI) conditions. For the Corporate/EMS configuration, the service ceiling is displays the range of the helicopter at various altitudes with a payload of 400, 800 or 2,000 lbs (depending on the helicopter's capabilities). For the Utility configuration, the service ceiling is displays the payload that can be carried at various altitudes with fuel for reserves (30 minutes) and 50 NM at cruise. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

HV / Cruise Speed Tab (Helicopters) HEIGHT - VELOCITY DIAGRAM This is the HV diagram as published in the FAA Approved Flight Manual. A helicopter needs a certain height above the terrain and forward velocity to successfully accomplish an auto-rotational landing. The area inside (to the left) of the HV curve defines the combinations of height and velocity for which no successful autorotational landing capability has been demonstrated. All helicopter flight manuals have a "Height-Velocity" chart. This chart indicates the speeds and altitudes that have to be maintained for a safe autorotation landing in case of a failure that causes the helicopter to lose power. This is especially important for single engine helicopters.

For this reason, the Height-Velocity Chart has been given the nickname "Dead-Man s Curve." If the helicopter loses engine power while flying inside the curve, there isn t enough forward speed or altitude to make an auto-rotational landing. There are times where there isn t a choice to fly into the shaded area. For example, instances where trees surround the lift off area. If this happens then apply full power and get outside of the shaded area as quickly as possible. VNE & MAX CRUISE SPEED Both the Vne and the Maximum Cruise Speed are computed for the following conditions - ISA, full standard fuel and half the available payload. Vne is the Never Exceed Speed which is a certification limit to prevent overstressing the airframe. The Vne graph is the same as the Vmo/Mmo graph for fixed wing aircraft. It s the speed that should never be exceeded in any type of flight. Vne is the limiting speed associated with the structure of the aircraft and shows how fast (or the never exceed speed) and high an aircraft can safely operate without becoming unstable for flight or suffer structural failure. If Vne is exceeded the helicopter can go into what is called retreating blade stall. In a retreating-blade stall only the retreating half of the helicopter's rotor disc experiences a stall. The advancing blade continues to generate lift, but the retreating blade enters a stall condition, usually resulting in an un-commanded increase in pitch of the nose and a roll in the direction of the retreating side of the rotor disc. In counter-clockwise rotating rotor systems (as in most American-made types) this is the left side. In clockwise rotating systems it is a roll to the right. Retreating blade stall is the primary limiting factor of a helicopter's airspeed, and the reason even the fastest helicopters can only fly slightly faster than 200 knots. Max Cruise Speed is the maximum cruise speed of the aircraft. The Aircraft Performance Comparator is a Trademark of Conklin & de Decker Associates, Inc. Copyright 2015 Conklin & de Decker Associates, Inc. Orleans, MA 02653 (508) 255-5975 All rights reserved.

WAT Tab (Helicopters) WAT limits are shown for both Corporate and Utility configurations under conditions of no wind and ISA + 20 C. For the Corporate configuration, the WAT limit is shown as a function of range with a payload of 400, 800 or 2,000 lbs, depending on the payload capacity of each helicopter. In all cases, the range is achieved at long range cruise at 2,000 feet pressure altitude with reserves for 30 minutes of cruise. For the Utility configuration, the WAT limit is expressed as a function of payload with sufficient fuel for 30 minute reserves and 50 NMi cruise. The WAT limits for single engine helicopters are normally determined by its HIGE and HOGE