                             POWER SETTINGS

TORQUE SETTING FOR MTOP- RTOP and MCP (Fleet Mean Engine Performance)

  The engine torque settings required for MTOP (= Maximum Take-Off Power),
  RTOP (= Reduced Take-Off Power) and MCP (= Maximum Continuous Power) are
  identified below.


       ENGINE RATING            RESERVE
                                POWER SYSTEM

       MTOP, up to 70 knots IAS Not Armed
                                or Armed

       MTOP, at 110 knots IAS   Not Armed
                                or Armed

       RTOP, at 110 knots IAS   Operating

       MCP up to 15,000 feet
       pressure altitude at
       110 knots IAS



Maximum Take-Off Power (MTOP) up to 70 KNOTS IAS (all engines)

  For take-off, advance the power lever to achieve at least 90% Ng with 1,675
  PRPM selected before releasing the brakes. Thereafter, set torque required
  for MTOP within 5 seconds of releasing brakes. If applicable, confirm that
  the reserve power system is armed. If the required torque is not achieved at
  70 knots IAS during the take-off run, the take-off may have to be abandoned
  because in this case the scheduled performance is unlikely to be achieved.
  For a rolling take-off where the power lever is advanced from Flight Idle,
  the required torque should be confirmed within 10 seconds of advancing the
  power levers.



MTOP AT 110 KNOTS IAS (all engines)

  The torque for MTOP at 110 knots, with the reserve power system armed or not
  armed as appropriate, is presented for the purpose of setting power in
  flight during normal operation at speeds in the region of 110 knots IAS.



Reduced Take-Off Power (RTOP) AT 110 KNOTS IAS

  The torque for RTOP (reserve power system operating or set manually) at 110
  knots IAS, is presented for the purpose of confirming power settings at
  speeds in the region of 110 knots IAS

MCP UP TO 15,000 FEET AT 110 KNOTS IAS (one engine inoperative)

===================================================================

SPEED LIMITS AND V-SPEEDS OF THE SHORTS S3-xx


AIR SPEED LIMITATIONS


   Vmo Maximum operating limit speed       196 knots
                                           (warning horn at 205 knots)

   This speed limit may not be deliberately exceeded in any regime of flight
   (climb, cruise or descent) unless a higher speed is authorized for flight
   test or pilot training.

   Minimum control speeds
        On ground Vmvg                      5 dgr. flaps   83 knots IAS
                                           15 dgr. flaps   82 knots IAS

        During take-off Vmca                5 dgr. flaps   83 knots IAS
                                           15 dgr. flaps   82 knots IAS

        During landing Vmcl                                85 knots IAS

   Manoeuvring speed Va                    16,000 lb. AUW 129 knots IAS
                                           26,000 lb. AUW 159 knots IAS
                                           (Linear variation between weights)

   Manoeuvers which involve full application of rudder or aileron controls, or
   angles of attack near the stall, should be confined to speeds below Va.

   Flaps extended speed Vfe                 5 dgr. flaps  150 knots IAS
                                           15 dgr. flaps  145 knots IAS
                                           30 dgr. flaps  135 knots IAS

   Landing gear operating speed Vlo                       150 knots IAS

   This is the maximum speed at which it is safe to extend or retract the
   landing gear.

   Landing gear extended speed Vle                        162 knots IAS

   This is the maximum speed at which the aircraft can be flown with the gear
   extended.

Rough air conditions

   In severe turbulence the optimum procedure is to retract the flaps to 0
   degrees, and fly at the rough air limiting speed Vra.

   Coarse elevator movements should not be made to counteract sudden airspeed
   fluctuations. Frequent trim adjustments should be avoided. The attitude
   indicator should be utilised as the primary flight instrument.

   Rough air speed Vra                     16,000 lb. AUW 148 knots IAS
                                           26,000 lb. AUW 155 knots IAS
                                           (linear variation between weights)


STALL SPEEDS

Stall speed varies with the load of the aircraft and flap settings:

   0 degrees of flaps                      16,000 lb. AUW  82 knots IAS
                                           26,000 lb. AUW  97 knots IAS

   5 degrees of flaps                      16,000 lb. AUW  76 knots IAS
                                           26,000 lb. AUW  90 knots IAS

  15 degrees of flaps                      16,000 lb. AUW  74 knots IAS
                                           26,000 lb. AUW  86 knots IAS

  30 degrees of flaps                      16,000 lb. AUW  69 knots IAS
                                           26,000 lb. AUW  81 knots IAS



TAKE-OFF SPEEDS

Vmcg:
  The minimum control speed on the ground with flaps at 5 degrees is 83
  knots IAS, and with flaps at 15 degrees is 82 knots IAS, for a continued
  take-off when engine failure occurs on the ground. This speed has been
  established without the assistance of nosewheel steering the airplane being
  rotated at the normal rotation speed Vr (see below).

Vmca:
  The minimum control speed away from ground effect with flaps at 5
  degrees is 83 knots IAS, and with flaps at 15 degrees is 82 knots IAS.

V1:
  The power failure recognition or decision speed may be less than or equal
  to Vr for this airplane depending on the take-off weight, air temperature,
  airfield altitude or runway surface condition (slope, wind, state, etc.)
  However, V1 must not be less than Vr-8 knots IAS or Vmcg.

Vr:
  The rotation speed is shown in the table below for flaps at 5 and at 15
  degrees respectively. For this airplane Vr is determined by the acceleration
  available after rotation in the single engine operating condition to achieve
  the V2 speed. The other requirements which may determine Vr are not
  critical.
  In the event of engine failure during take-off run, the airplane when
  rotated at Vr should pass through 35 feet at V2.

V2:
  The take-off safety speed is shown in the table below for flaps at 5 and
  at 15 degrees respectively. For this aircraft V2 is 20 percent higher than
  the minimum safe airspeed Vms and is limited at 92 knots IAS by directional
  trim considerations at low weights.

V3:
  The 35 feet screen speed with two engines operating is V2 + 4 knots for
  the relevant take-off flap setting and take-off weight.

V4:
  The steady initial climb speed with two engines operating for obstacle
  clearance V4 is V2 + 15 knots for the relevant take-off flap setting and
  take-off weight.



Rotation speed Vr:

   5 degrees flaps                    18,000 lb. AUW  90 knots
                                      26,000 lb. AUW 106 knots
  15 degrees flaps                    18,000 lb. AUW  90 knots
                                      26,000 lb. AUW 102 knots


Take-off safety speed V2:

   5 degrees flaps                    18,000 lb. AUW  92 knots
                                      26,000 lb. AUW 107 knots
  15 degrees flaps                    18,000 lb. AUW  92 knots
                                      26,000 lb. AUW 103 knots


Both engines operating en-route climb speeds

   0 degrees of flaps                      19,000 lb. AUW 122 knots IAS
                                           26,000 lb. AUW 137 knots IAS

   5 degrees of flaps                      19,000 lb. AUW 107 knots IAS
                                           26,000 lb. AUW 121 knots IAS


Two engines operating flap retraction speeds

   from 5 to 0 degrees                     19,000 lb. AUW 107 knots IAS
                                           26,000 lb. AUW 121 knots IAS

   from 15 to 5 degrees                    19,000 lb. AUW 106 knots IAS
                                           26,000 lb. AUW 118 knots IAS


Single Engine en-route climb speed (5 degrees flaps)
                                           18,000 lb. AUW  95 knots IAS
                                           26,000 lb. AUW 111 knots IAS


Maximum Crosswind Component

  The maximum crosswind component in which the aircraft has been demonstrated
  to be satisfactory for take-off is 30 knots at 90 degrees to the direction
  of landing. This wind speed is that measured at a height of 35 feet and is
  to be taken as the maximum value at this height. The demonstrations were
  made with both engines operating and lateral controllability on the ground
  was close to being limited.



LANDING SPEEDS

  The information in this Sub-section is provided in order that the level of
  safety implicit in the scheduled landing performance can regularly be
  achieved under normal and emergency conditions.

  The speeds quoted in these procedures are related to the Vms and Vmcl (85
  knots IAS) in the approach (15. flaps), discontinued approach (flaps 5) and
  landing (flaps 30) configurations.


Target Threshold Speed (Vato)

  This is the airspeed at which the pilot should aim to cross the runway
  threshold in the landing configuration with two engines operating.

  30 dgr. flaps                            17,000 lb. AUW  88 knots IAS
                                           26,000 lb. AUW 105 knots IAS


Maximum Threshold Speed (Vato + 15 Knots)

  Throughout the landing procedure it is assumed that the pilot will, in
  accordance with normal practice, abandon the landing whenever threshold
  speeds exceed Vato + 15 Knots or the aircraft is wrongly placed (for
  example, excessive height at the threshold, incorrect alignment etc.)

  with both engines operating:
  30 dgr. flaps                            17,000 lb. AUW 103 knots IAS
                                           26,000 lb. AUW 120 knots IAS
  with one engine operating:
  15 dgr. flaps                            17,000 lb. AUW 103 knots IAS
                                           26,000 lb. AUW 120 knots IAS


Minimum Approach Speed

  with both engines operating:
  15 dgr. flaps                            17,000 lb. AUW  93 knots IAS
                                           26,000 lb. AUW 110 knots IAS

  with one engine operating:
  15 dgr. flaps                            17,000 lb. AUW  92 knots IAS
                                           26,000 lb. AUW 109 knots IAS


Maximum Crosswind Component

  The maximum crosswind component in which the aircraft has been demonstrated
  to be satisfactory for landing is 30 knots at 90 degrees to the direction of
  landing. This wind speed is that measured at a height of 35 feet. The
  demonstrations were made with both engines operating and with the wings
  level, using rudder to correct the drift and align the aircraft with the
  runway immediately before touchdown on both main wheels. Lateral
  controllability on the ground was close to being limited.


NORMAL TAKE-OFF PROCEDURES

  The take-off flap setting may be 5 dgr. or 15 dgr., which have different
  take-off field lengths and weight limitations.

  The recommended elevator trim setting for center of gravity position is
  given in the table below:-

  _____________________________________________________________________
                  %SMC            16.0           26.0           36.0
  CG
  Position       ins about      -5.15 (Fwd)    +2.12 (aft)    +9.39 (aft)
                 trim datum*

  Trimmer        Setting        3.0 Div        2.0 Div        1.0 Div
                                nose up        nose up        nose up
  ______________________________________________________________________

            *The trim datum reference is fuselage station 271.



  For take-off, advance the power lever to achieve at least 90% Ng, with 1,675
  PRPM selected, before releasing the brakes  Thereafter, set torque required
  for MTOP , within 5 seconds of releasing brakes , observing armed torque
  limitations if applicable. Confirm that the reserve power system is armed if
  required for flight. If the required torque is not achieved at or before 70
  knots IAS during the take-off run, the take-off should be abandoned because
  in this case the scheduled performance is unlikely to be achieved. For a
  rolling take-off where the power lever is advanced from Flight Idle, the
  required torque should be confirmed within 10 seconds of advancing the power
  levers. A rolling start may be made when runway length is not limiting
  provided that the take-off run available, take-off distance available and
  accelerate-stop distance available exceed the distances required by a margin
  of at least 150 feet or 45 meters.

  After brake release directional control should be maintained by the use of
  nosewheel steering or differential braking until the rudder becomes
  effective.

  The nosewheel should not be raised from the ground until rotation speed (Vr)
  is reached, when the aircraft should be rotated to the initial climb
  attitude. After lift-off the landing gear should be retracted when a
  positive rate of climb has been established. The aircraft should be allowed
  to pass through 35 feet at approximately V2 + 4 knots (V3) accelerating to
  V2 + 15 knots (V4) by 400 ft.

  Flaps are maintained at the take-off setting 5 or 15 degrees and the climb
  is continued at V2 + 15 knots until all critical obstacles within the
  take-off flight path are cleared, or to a height of at least 400 feet if
  no obstacles exist.

  Subsequently, for a 5 dgr flap take-off, power may be reduced to en-route
  climb setting at a minimum height of 500 feet and the flaps retracted. The
  airspeed should be increased to the two engines operative en-route climb
  speed at least. For a 15 degree flap take-off, flap retraction to 5 dgr
  should be made after all critical obstacles ar cleared and the 400 feet
  point (as defined above) is reached. Thereafter the 5 dgr flap take-off
  procedure should be followed.

  This technique allows an adequate margin for obstacle clearance in the event
  of an engine failure during the initial climb.


