02-2EZII Performance CODDE 2 Supplement

PERFORMANCE
SUPP.
ORIGINAL: FEBRUARY 15, 2020
ISSUE 1: DECEMBER 01, 2020
DGAC20DSOF015
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FALCON 2000EX EASY PERFORMANCE 05-00-00
CODDE2 INSTRUCTIONS PAGE 1 / 4
DGAC20DSOF015 ISSUE 1
This supplement offers general performance information for flight planning, Take-off, Landing and
Masse and Balance calculation.
This supplement is the whole section 5 of the CODDE2 manual. It can be used as a separate
document or be manually inserted in the CODDE2, at user’s convenience.
This document will be removed from the documentation set as soon as it is edited within the
CODDE2.

REVISIONS
REVISION DATE ISSUE PURPOSE
Original February 15, 2020 Initial edition
Issue 1 December 01, 2020 - Adding LDTA information
- Adding “Reduced required landing distance “ information
- Deleting section 05-20-20 “Landing – Contaminated runways”
- Typo and minor enhancements

LIST OF EFFECTIVE SECTIONS

SECTION REFERENCE
05-00-00 INSTRUCTIONS ISSUE 1
05-05-00 FLIGHT PLANNING - INTRODUCTION ISSUE 1
05-05-05 FLIGHT PLANNING – PART 1 – REGULATION CONSTRAINTS ISSUE 1
05-05-10 FLIGHT PLANNING – PART 2 – OPERATIONAL CONSTRAINTS ISSUE 1
05-05-15 FLIGHT PLANNING – PART 3 – METHOD ISSUE 1
05-05-20 FLIGHT PLANNING – PART 4 – EXAMPLE ISSUE 1
05-10-00 LOADING - INTRODUCTION INITIAL
05-10-05 LOADING – PART 1 - GENERAL ISSUE 1
05-10-10 LOADING – PART 2 – CG POSITION DETERMINATION ISSUE 1
05-10-15 LOADING – PART 3 – ELECTRONIC METHOD INITIAL
05-15-00 TAKE-OFF - INTRODUCTION INITIAL
05-15-05 TAKE-OFF – PART 1 – CALCULATION PARAMETERS ISSUE 1
05-15-10 TAKE-OFF – PART 2 – DETERMINATION METHODS ISSUE 1
05-15-15 TAKE-OFF – PART 3 – USE OF CHARTS INITIAL
05-15-20 TAKE-OFF – PART 4 – TAKE-OFF CARD INITIAL
05-15-25 TAKE-OFF – PART 5 – PERFORMANCE OPTIMIZATION INITIAL
05-15-30 TAKE-OFF – PART 6 – CONTAMINATED RUNWAYS INITIAL
05-15-35 TAKE-OFF – PART 7 – TOSA COMPUTATION INITIAL
05-15-40 TAKE-OFF – PART 8 – BRAKE COOLING TIME INITIAL
05-15-45 TAKE-OFF – PART 9 – ELECTRONIC METHOD ISSUE 1
05-20-00 LANDING - INTRODUCTION INITIAL
05-20-05 LANDING – PART 1 – CALCULATION PARAMETERS ISSUE 1
05-20-10 LANDING – PART 2 – DETERMINATION METHOD ISSUE 1
05-20-15 LANDING – PART 3 – USE OF CHARTS INITIAL
05-20-25 LANDING – PART 4 – ELECTRONIC METHOD ISSUE 1


CODDE2 FLIGHT PLANNING PAGE 1 / 4
DGAC20DSOF015 TABLE OF CONTENT ISSUE 1
TABLE OF CONTENT
05-05-00 FLIGHT PLANNING – INTRODUCTION

05-05-05 FLIGHT PLANNING – PART 1 – REGULATION CONSTRAINTS
Alternate Aerodromes
Fuel Planning
En-Route Obstacles Clearance
Oxygen Planning
05-05-10 FLIGHT PLANNING – PART 2 – OPERATIONAL CONSTRAINTS
Climb
Cruise
Descent
Holding
05-05-15 FLIGHT PLANNING - PART 3 - METHOD
Reminder Of Weight Limitations
Fuel Planning
Oxygen Planning
05-05-20 FLIGHT PLANNING – PART 4 - EXAMPLE
Flight Information
Fuel Planning
Oxygen Planning
05-10-00 LOADING – INTRODUCTION
05-10-05 LOADING – PART 1 – GENERAL
Definitions
Weight And Balance
Weights Definition Reminder
Structural Weight Limitations
05-10-10 LOADING – PART 2 – CG POSITION DETERMINATION
Calculation Of Zero Fuel Weight And Moment
Determining The ZFW Zone
Fuel Moment Calculation Table
Calculation Of Ramp, Take-Off And Landing Weight And Moment
Calculation Of Take-Off And Landing CG Position
CG Limits
05-10-15 LOADING – PART 3 – ELECTRONIC METHOD
05-15-00 TAKE-OFF – INTRODUCTION
05-15-05 TAKE-OFF – PART 1 – CALCULATION PARAMETERS
Meteorological Parameters
Runway Characteristics
Airplane Configuration
Airplane Take-Off Distances
Terrain Characteristics

05-15-10 TAKE-OFF – PART 2 – DETERMINATION METHODS

Generic Methods
Runway Limitation
ACR Limitation
Operational Climb Gradient Requirement
05-15-15 TAKE-OFF – PART 3 – USE OF CHARTS
MTOW Runway length
Balance field length calculation (BFL)
MTOW Airworthiness climb requirement (ACR)
Initial Second Segment Gross Climb Gradient Determination (Initial 2SGCG)
MTOW Limited By A Required 2SGCG
Close-In Obstacle Clearance
Distant Obstacle Clearance (First Example)
Distant Obstacle Clearance (Second Example)
The Origin Of The Transition Segment
Length Of The Transition Segment
Climb Gradient At Final Take-Off Segment
05-15-20 TAKE-OFF – PART 4 – TAKE-OFF CARD
General
V1 And V1min
VMBE - Maximum Brake Energy Speed
VR, V2 And VFR
Recommended Pitch Angle At Lift-Off
VFTO
T/O N1
Acceleration Time And Acceleration
Example
05-15-25 TAKE-OFF – PART 5 – PERFORMANCE OPTIMIZATION
OEI Vertical Path With OBSTACLE AND SID Requirement Example
05-15-30 TAKE-OFF – PART 6 – CONTAMINATED RUNWAYS
Evaluation Of Contaminant Depth
Climb Requirements And Acceleration Limit
Runway Length Limitation
Decision Speed
05-15-35 TAKE-OFF – PART 7 – TOSA COMPUTATION

TOSA Definition
Standard TOSA
Obstacle TOSA
3 Or 4 Segments Take-Off Path TOSA
Examples
05-15-40 TAKE-OFF – PART 8 – BRAKE COOLING TIME
Introduction
Definitions
Example

05-15-45 TAKE-OFF – PART 9 – ELECTRONIC METHOD

Standard Take-Off Calculation
Brake Cooling Calculation
05-20-00 LANDING – INTRODUCTION
05-20-05 LANDING – PART 1 – CALCULTATION PARAMETERS
Definitions
Pre-flight calculation
In-flight calculations
Operational Conditions
05-20-10 LANDING – PART 2 – DETERMINATION METHOD
Generic method
Examples
05-20-15 LANDING – PART 3 – USE OF CHARTS
MLW MBE - Brake Energy Limitation
MLW ACR - Approach And Landing Climb Gradient Requirements
MLW ACG - Missed Approach Climb Gradient
MLW LCG - Climb Gradient Following A Balked Landing
05-20-25 LANDING – PART 4 – ELECTRONIC METHOD


DGAC20DSOF015 PART 1 – INTRODUCTION ISSUE 1
05-05-00 FLIGHT PLANNING – INTRODUCTION
This chapter describes Dassault Aviation recommended method for computing Falcon 2000 EX EASy
/ DX / LX / LXS / S en-route performance associated to flight planning and in compliance with
regulation and operational environment.
This method refers to the following basic documents:

- The Performance Manual DGT95353,
- The Airplane Flight Manual DGT88898,
- EASA Basic Regulation N°965/2012 including AMC and GM,
- FAA Regulation 14 CFR, Part 91 et 135.
This chapter is made of four parts:

- Part 1 - Regulation constraints, that introduces requirements associated to each regulation
listed here above and that must be taken into account to plan a flight,
- Part 2 - Operational constraints, detailing the operational constraints to be considered at
flight planning,
- Part 3 - Method, that provides a complete overview of Dassault Aviation recommended
method for computing en-route performance associated to flight planning,
- Part 4 - Example, illustrating the method to compute en-route performance for flight planning,
based on charts provided by Performance Manual.
NOTE
Data presented in this chapter do not replace or supersede any data presented in latest
versions of documents listed hereabove.
In case of discrepancy between data presented in this document and Airplane Flight Manual
and/or Performance Manual, the only reference documents are Airplane Flight Manual and
Performance Manual.

DGAC20DSOF015 PART 1 – INTRODUCTION ISSUE 1

DGAC20DSOF015 PART 1 – REGULATION CONSTRAINTS ISSUE 1
05-05-05 FLIGHT PLANNING – PART 1 – REGULATION CONSTRAINTS
According to AIR-OPS, FAR 91 and FAR 135 regulations, the constraints of following regulatory
items must be considered at flight preparation:
- Alternate aerodromes,
- Fuel policy,
- En-route obstacles clearance,
- Oxygen.
ALTERNATE AERODROMES
AIR-OPS Accessible aerodrome

An aerodrome is considered "accessible" only when complying with the following two conditions.
- According to AIR-OPS Annex 1, it must be adequate.
According to AIR-OPS Annex I, “‘adequate aerodrome’ means an aerodrome on which
the aircraft can be operated, taking account of the applicable performance
requirements and runway characteristics;”
- The weather at the aerodrome must comply with the operating minima as defined in AIR-
OPS CAT.OP.MPA.110 and CAT.OP.MPA.185.
These AIR-OPS articles define the required weather minima for selecting the departure
alternate, en-route alternate(s), destination aerodrome and/or destination alternate(s).
These weather minima must be established during a period starting 1 hour before and
ending 1 hour after the estimated time of arrival (ETA) at the aerodrome.
Departure alternate aerodrome

If it is impossible to return to the departure aerodrome due to performance or meteorological
conditions, the operator must select a take-off alternate aerodrome.
For two-engine airplanes, AIR-OPS CAT.OP.MPA.180 specifies that the take-off alternate aerodrome
must be located within:
- “(a)(1)(i)One hour flight time at a one-engine-inoperative cruising speed according to the
Aircraft Flight Manual (AFM) in still air standard conditions based on the actual take-off
mass”,
And
- “If the AFM does not contain a one-engine-inoperative cruising speed, the speed to be
used for calculation must be that which is achieved with the remaining engine(s) set at
maximum continuous power.”

The OEI speed must be computed with the tables of OEI maximum continuous thrust available in the
Performance Manual.
1 h OEI MCT
Departure airport
DEPARTURE ALTERNATE LOCATION
En-route alternate aerodrome

It is an adequate aerodrome along the route, which may be required at flight planning. For two-engine
airplanes, CAT.OP.MPA.140 specifies that the en-route alternate aerodrome must be located within:
- “(a-2) The distance flown in 120 minutes or, if approved by the Authority, up to 180 minutes
for turbo-jet aeroplanes, at the one-engine-inoperative cruise speed determined in accordance
with subparagraph (b) below;”
- “(b) An operator shall determine a speed for the calculation of the maximum distance to an
adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding
VMO, based upon the true airspeed that the aeroplane can maintain with one-engine-
inoperative.”
3 % en-route alternate aerodrome

Such alternate aerodrome is selected for the purpose of reducing contingency fuel from 5% down to 3
%.
According to AIR OPS AMC 2 CAT.OP.MPA.150(b), if the en-route alternate is located within the
circle defined by:
- A center that “lies on the planned route at a distance from the destination aerodrome of 25 %
of the total flight plan distance, or at least 20 % of the total flight plan distance plus 50 nm,
whichever is greater, all distances are to be calculated in still air conditions”, and
- A radius “equals to 20 % of the total flight plan distance”.
Then the regulatory contingency fuel (or route reserve) equals 3 % of the planned trip fuel.
Otherwise, the contingency fuel (or route reserve) is 5 % of the planned trip fuel.
All distances have to be calculated in still air.

Maximum (25 % D ; 20 % D + 50 NM)
Departure Destination
R = 20 % D
DAERODROME LOCATION
EN ROUTE ALTERNATE
Destination alternate aerodrome

According to AIR-OPS CAT.OP.MPA.180, the operator shall select ONE destination alternate
unless the destination aerodrome is isolated or all the following conditions are gathered:
- The total flight duration (or the remaining flight time to destination, in case of in-flight re-
planning) does not exceed 6 hours,
- Two separated runways are available and usable at destination, and
- For the period of time from 1 hour before ETA until 1 hour after it:
o The ceiling will be at least equal to 2,000 ft or the circling MDH + 500 ft, whichever is
the higher, and
o The visibility will be at least 5 kilometers.
According to AIR-OPS CAT.OP.MPA.180, the operator must select TWO destination alternate
aerodromes when:
- From 1 hour before ETA until 1 hour after it, the forecasted weather conditions at destination
are below the applicable planning minima, or
- Meteorological information is not available.
In this case, the alternate fuel must be sufficient to proceed to the selected alternate aerodrome that
requires the greatest alternate fuel quantity.
Isolated destination aerodrome

According to AIR-OPS CAT.OP.MPA.106 (b), “An isolated aerodrome is one for which the alternate
and final fuel reserve required to the nearest adequate destination alternate aerodrome is more than:
[…] fuel to fly for two hours at normal cruise consumption above the destination aerodrome,
including final reserve fuel.”

NOTE
If the destination aerodrome is isolated, follow the Pre-Determined Point procedure for planning fuel
according to AMC1 CAT.OP.MPA.150
AIR-OPS REGULATION FOR NON COMMERCIAL OPERATOR WITH COMPLEX MOTOR-POWERED

AIRCRAFT (NCC)
Weather-permissible aerodrome
According to AIR-OPS ANNEX 1 - Definitions, a weather-permissible aerodrome “means an adequate
aerodrome where, for the anticipated time of use, weather reports, or forecasts […] indicate that the
weather conditions will be at or above the required aerodrome operating minima, and the runway
condition reports indicate a safe landing will be possible”.
According to AIR-OPS ANNEX 1 - Definitions, an adequate aerodrome “means an aerodrome on

which the aircraft can be operated, taking account of the applicable performance requirements and
runway characteristics;”
The weather at the aerodrome must comply with the operating minima as defined in AIR-OPS
NCC.OP.150 and NCC.OP.151.
These AIR-OPS articles define the required weather minima for selecting the departure alternate,
destination aerodrome and/or destination alternate(s).

If it is impossible to return to the departure aerodrome due to performance or meteorological
conditions, the operator must select a take-off alternate aerodrome.
For two-engine airplanes, AIR-OPS NCC.OP.150 specifies that the take-off alternate aerodrome must
be located within the distance from the departure aerodrome:
- “(b)(2) not more than a distance equivalent to a flight time of 1 hours at the single
engine cruise speed in still air standard conditions”
Destination alternate aerodrome

According to AIR-OPS NCC.OP.151, the operator must select ONE weather-permissible
destination alternate aerodrome unless:
- (a) “The available current meteorological information indicates that, from the period of 1
hour before until 1 hour after the estimated time of arrival, or from the actual time of
departure to 1 hour after the estimated time of arrival, whichever is the shorter
period, the approach and landing may be made under visual meteorological
conditions (VMC);”
- (b) “the place of intended landing is isolated”, considering:
 “An instrument approach procedure is prescribed,” and

 “Available current meteorological information indicates […], from 2 hours

before to 2 hours after the ETA”:
o “A cloud base of at least 1000 ft above the minimum associated with
the instrument approach procedure”; and
o “Visibility of at least 5.5 km or of 4 km more than the minimum
associated with the procedure”.
FAR 91
Destination alternate aerodrome – weather minima
According to FAR 91.169, the conditions to free from a destination alternate aerodrome are:
- The prescription for a Standard instrument approach or a special instrument approach
procedure at the first aerodrome of intended landing, and for at least 1 hour before and for 1
hour after ETA,
o The ceiling will be at least 2,000 ft above the airport elevation, and
o The visibility will be at least 3 statute miles.
FAR 135

According to FAR 135.217, “No person may takeoff an airplane under IFR from an airport where
weather conditions are at or above takeoff minimums but are below authorized IFR landing minimums
unless there is an alternate airport within 1 hour's flying time (at normal cruising speed, in still air)
of the airport of departure.”
Alternate aerodrome
According to FAR 135.221, the weather at alternate aerodrome must comply with the landing
minima: “no person may designate an alternate airport unless […] the weather conditions will be at or
above authorized alternate airport landing minimums for that airport at the estimated time of arrival.”
Alternate aerodrome under IFR

According to FAR 135.223, the conditions to free from an alternate aerodrome are:
- A published standard instrument approach is available at destination and
- For at least 1 hour before and for 1 hour after ETA :
o The ceiling will be at least 1,500 ft above the lowest published minimum or 2,000 ft
above the airport elevation, whichever is the higher,
o The visibility will be at least 3 miles or two miles more than the lowest applicable
visibility minimums, whichever is the greater.

Destination aerodrome
According to FAR 135.219, the weather at destination aerodrome must comply with the landing
minima: “no person may take off an airplane under IFR or begin an IFR […] unless the […] weather
conditions at the estimated time of arrival at the next airport of intended landing will be at or above
authorized IFR landing minimums”.
FUEL PLANNING
Each operator must establish a fuel policy in compliance with the relevant regulation requirements.
This policy must be followed during flight preparation in order to determine the fuel quantity necessary
to safely perform the flight. This paragraph details:
- The fuel planning requirements pursuant to AIR-OPS (standard and specific procedures), FAR
91 and FAR 135
- The in-flight fuel management requirements pursuant to AIR-OPS(both FAR 91 and FAR 135
do not provide specific fuel management rule)
FUEL PLANNING - AIR-OPS (CAT): STANDARD PROCEDURE
According to AIR-OPS CAT.OP.MPA.150 (a),

“An operator must establish a fuel policy for the purpose of flight planning and in-flight re planning to
ensure that every flight carries sufficient fuel for the planned operation and reserves to cover
deviations from the planned operation.”
According to AIR-OPS CAT.OP.MPA.150 (b-2), the flight planning must take into consideration:
- The realistic airplane fuel consumption data,
- The anticipated weights,
- The expected meteorological conditions,
- The ATC procedures and restrictions.
According to AIR-OPS CAT.OP.MPA.150 (c), at flight planning, the minimum required fuel quantity is
the sum of the following quantities:
- Taxi fuel,
- Trip fuel,
- Reserve fuel:
o Contingency fuel,
o Alternate fuel,
o Final reserve fuel,
o Additional fuel, and
- Extra fuel.

According to AIR-OPS CAT.OP.MPA.150 (d), the in-flight replanning procedure for calculating usable
fuel required, when a flight is rerouted or planned to another destination aerodrome other that the one
originally planned, shall include:
- Trip fuel for the remainder of the flight,
- Reserve fuel:
o Contingency fuel
o Alternate fuel (if an alternate aerodrome is used),
o Final reserve fuel,
o Additional fuel (if required), and
- Extra fuel.
Additional fuel
+ eventually
Contingency fuel Extra fuel
+
Trip fuel
Alternate fuel
Final fuel
Taxi
reserve
fuel
Departure Destination Alternate
FUEL PLANNING
Taxi fuel
According to Appendix 1 to AIR-OPS AMC1 CAT.OP.MPA.150 (a,1), “Taxi fuel […] shall not be less
than the amount, expected to be used prior to take-off. Local conditions at the departure aerodrome
and APU consumption shall be taken into account”.
The Aircraft Manufacturers generally provide the hourly fuel consumption on the ground. The operator
should determine the minimum required taxi fuel based on statistical or average taxi times at the
frequently operated aerodromes. This fuel quantity needs adjustment depending on the operating
conditions (ATC constraint, weather, etc.).
Trip fuel
According to Appendix 1 to AIR-OPS AMC1 CAT.OP.MPA.150 (a,2), the trip fuel is the required fuel
quantity from the brake release at take-off to touchdown at destination. It comprises the following
required fuel quantities for:
- Take-off,

- Climb to the initial cruising altitude (including departure routing),

- Cruise (including step climb/descent),
- Top of descent to the point where the approach is initiated (including arrival procedure), and
- Approach and landing at destination.
Contingency fuel (or route reserve)

During flight planning, every factor influencing the fuel consumption cannot be foreseen: the actual
fuel burnt in trip can be higher than expected. Therefore, the contingency fuel enables to deal with:
- The deviation from standard fuel consumption for a given aircraft,
- The deviation from forecasted meteorological conditions, and
- The deviation from planned routings and/or cruising levels/altitudes due to ATC constraints.
According to Appendix 1 to AIR-OPS AMC1 CAT.OP.MPA.150 (a,3), the contingency fuel is the
highest of these two quantities:
- The fuel quantity necessary to fly 5 minutes at holding speed at 1,500 ft above the destination
aerodrome in standard conditions.
- One of the following quantities:
o 5 % of the planned trip fuel,
o 3 % of the planned trip fuel if an en-route alternate aerodrome is available and
complies with the conditions defined in the “3 % en-route alternate aerodrome”
paragraph,
o The fuel necessary to fly 20 minutes, based on planned trip fuel consumption,
provided that the operator has established a fuel consumption monitoring program
for individual airplanes and uses the resulting valid data for fuel calculation,
o An amount of fuel based on a statistical method approved by the authority, which
ensures an appropriate covering of the difference between the planned and the actual
trip fuel.
Alternate fuel reserve

According to Appendix 1 to AIR-OPS AMC1 CAT.OP.MPA.150 (a,4), if the operator selects one
alternate aerodrome, the alternate fuel quantity must comprise the following required fuel quantities
for:
- The missed approach procedure at destination aerodrome,
- The climb from missed approach altitude to the planned cruise level,
- The cruise from top of climb to top of descent (including step climb/descent),
- The descent from top of descent to the point where the approach procedure is initiated, and
- The approach and landing at destination alternate aerodrome.
When two destination alternate aerodromes are selected, the alternate fuel reserve should be
sufficient to proceed to the alternate aerodrome requiring the greatest fuel quantity.

Final reserve fuel

According to AMC1 CAT.OP.MPA.150 (a,5), the final reserve is the fuel necessary to fly 30 minutes
at holding speed at 1,500 ft in standard conditions above the destination alternate aerodrome, or the
destination aerodrome when no destination alternate aerodrome is required.
Additional fuel
According to Appendix 1 to AIR-OPS AMC1 CAT.OP.MPA.150 (a,6), if the sum of the previous fuel
quantities is not sufficient to face an engine failure or a depressurization, an additional fuel reserve
must be considered to cope with such events.
Minimum additional fuel must allow to fly:
- 15 minutes holding at 1,500 ft above the destination aerodrome elevation, in standard
conditions, when there is no destination alternate aerodrome, and
- In case of an engine failure or depressurization occurring at the most critical point along the
route:
o A descent, as necessary to proceed to an adequate aerodrome,
o 15 minutes holding at 1,500 ft above this aerodrome elevation in standard conditions,
o Approach and landing.
Extra fuel
Extra fuel is supplemental to all other fuel quantities required by regulation. According to AIR-OPS
AMC1 CAT.OP.MPA.150 (a,6), extra fuel is at captain’s discretion.
FUEL PLANNING - AIR-OPS (CAT): SPECIAL PROCEDURES
For a given payload and flight distance, a fuel planning based on AIR-OPS standard procedure as
detailed here before might result in a fuel quantity that exceeds fuel tank capacity or a Take-Off
Weight greater than the Maximum Take-Off Weight.
When payload cannot be reduced, two special procedures can be applied in order to plan less fuel
than quantities required by standard procedure:
- Reduced Contingency Fuel (RCF) procedure, and
- Pre-Determined Point (PDP) procedure, (which also applies for isolated destination
aerodromes).
Reduced Contingency Fuel (RCF) procedure

According to AIR-OPS AMC1 CAT.OP.MPA.150 (b), this procedure requires to determine a specific
point along the route where flight crew will have two options:
- Divert to an en-route alternate aerodrome, or
- Continue to the destination aerodrome if there is enough fuel remaining to do so.

Optional destination
alternate aerodrome
O2
Optional destination
aerodrome
O1
Destination
Departure aerodrome
aerodrome
A1
D
Decision point
Destination
P alternate aerodrome
A2
RCF PROCEDURE – AERODROMES AND DECISION POINT
According to Appendix 1 to AMC1 CAT.OP.MPA.150 (b), the fuel quantity to load for RCF procedure
is the highest of the two fuel quantities Q1 and Q2, as defined in the following table.
Q1 Q2
Taxi fuel As defined in standard procedure
Trip fuel From D to O1 via P From D to A1 via P
Contingency fuel ≥ 5 % fuel from D to O1 ≥ 5 % fuel from P to A1
Only if P -> A1 > 6 flight hours or if a
Alternate fuel Only if an alternate O2 is required
destination alternate A2 is required
Final reserve
Additional fuel As defined in standard procedure
Extra fuel
RCF PROCEDURE – FUEL CALCULATION
Pre-Determined Point (PDP) procedure

According to AIR-OPS AMC1 CAT.OP.MPA.150 (c), this procedure applies if “an operator’s fuel policy
includes planning to a destination alternate aerodrome where the distance between the destination
aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a
predetermined point to one of these aerodromes”.
In case of an isolated destination aerodrome, this procedure must be applied.
According to AIR-OPS AMC1 CAT.OP.MPA.150 (c), Pre-Determined Point procedure requires to

determine a specific point along the route where the flight crew will have to decide either:
- To divert to en-route alternate aerodrome, or
- To continue to destination aerodrome if there is enough remaining fuel remaining to do so.

Destination alternate
aerodrome
E
Departure Destination
aerodrome aerodrome
D A1
Pre-determined point
P
PDP PROCEDURE - AERODROMES AND PRE-DETERMINED POINT
Fuel quantity to load for PDP procedure is the highest of the two fuel quantities Q1 and Q2, as
detailed in the following table.
Q1 Q2
Taxi fuel As defined in standard procedure
Trip fuel From D to E via P From D to A1 via P
Contingency fuel As defined in standard procedure
If required but: If required but:
≥ 30 min at holding speed at 1,500 ft ≥ 2 hours at normal cruise speed
Additional fuel
above aerodrome elevation and consumption and
≥ final reserve ≥ final reserve
Extra fuel As defined in standard procedure
PRE-DETERMINED POINT PROCEDURE – FUEL CALCULATION

FUEL PLANNING – AIR-OPS (NCC)

According to AIR-OPS NCC.OP.130, the fuel requirements for flight in VFR conditions:
- The operator shall carry sufficient fuel for:
• (I) “By day, fly to the aerodrome of intended landing and thereafter to fly for at least
30 minutes at normal cruising altitude ; or”
• (II) “By night, to fly to the aerodrome of intended landing and thereafter to fly for at
least 45 minutes at normal cruising altitude”.
According to AIR-OPS NCC.OP.130, the fuel requirements for flight in IFR conditions:
- The operator shall carry sufficient fuel for:
o (I) “when no destination alternate is required, fly to the aerodrome of intended
landing and thereafter to fly for at least 45 minutes at normal cruising altitude ; or”
o (II) “When a destination alternate is required, to fly to the aerodrome of intended
landing then to an alternate aerodrome and thereafter to fly for at least 45 minutes at
normal cruising altitude”.
In all cases and including to the contingency, the following criteria shall be taken into account prior
departure:
- Forecast meteorological conditions;
- Anticipated ATC routings and traffic delays;
- Operators’ procedures for loss of pressurization or failure of one engine while en-route, where
this probability is considered;
- Any other situation that may delay the landing of the airplane or increase the fuel consumption.
An amendment of flight plan in-flight can be operated provided that all previous requirements can be
complied.
Beside of that, the pilot-in-command shall check at regular intervals that the amount of usable fuel
remaining in flight is not less than the fuel required to proceed to a weather-permissible aerodrome
or operating site and the planned reserve fuel defined here above.

FUEL PLANNING - FAR 91
According to FAR 91.167 - Fuel requirements for flight in IFR conditions:

- “(a) No person may operate a civil airplane in IFR conditions unless it carries enough fuel […]
to:
(1) Complete the flight to the first intended landing;
(2) Except as provided in paragraph (b) of this section, fly from that airport to the
alternate airport; and
(3) Fly after that for 45 minutes at normal cruise speed […]
- (b) Paragraph (a)(2) of this section does not apply if:

(1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or
a special instrument approach procedure has been issued by the Administrator to the
operator for, the first airport intended landing; and
(2) Appropriate weather reports or weather forecasts, or combination of them, indicate the
following:
(i) […] For at least 1 hour before and for 1 hour after the estimated time of arrival, the
ceiling will be at least 2,000 feet above the airport elevation and the visibility will be
at least 3 statute miles.”
FAR 91 fuel requirements for flight operations in IFR conditions are summarized in following chart.
FAR 91
IFR Fuel requirements
To complete the flight
"Trip fuel"
To fly from destination airport to alternate

NOT REQUIRED IF:
On alternate airport:
- a standard instrument approach procedure or
"Alternate fuel" - a special instrument approach procedure
is published
AND
For at least 1 hour before and for 1 hour after the estimated time of arrival:
- Ceiling ≥ 2,000 ft above airport elevation
-Visibility ≥ 3 statute miles
"Reserve fuel" 45 min at normal cruising speed

FUEL PLANNING - FAR 135
FAR 135 regulation is very similar to FAR 91, the only difference lies in fuel quantity required to fly
from destination to alternate aerodromes. According to FAR 135.223 IFR: Alternate airport fuel
requirements:
“b) Paragraph (a)(2) of this section does not apply if Part 97 of this chapter prescribes a standard
instrument approach procedure for the first airport of intended landing and, for at least 1 hour
before and after the estimated time of arrival, the appropriate weather reports or forecasts, or any
combination of them, indicate that:
(1) […] the ceiling will be at least 1,500 feet above the lowest circling approach MDA; or
(2) If a circling instrument approach is not authorized for the airport, the ceiling will be at
least 1,500 feet above the lowest published minimum or 2,000 feet above the airport
elevation, whichever is higher; and
(3) Visibility for that airport is forecast to be at least three miles, or two more than the
lowest applicable visibility minimums, whichever is the greater, for the instrument approach
procedure to be used at the destination airport.”
FAR 135 fuel requirements under IFR are summarized in the following table.
FAR 135
IFR Fuel requirements
"Trip fuel" To complete the flight
To fly from destination to alternate NOT REQUIRED IF:
On alternate airport:
- a standard instrument approach procedure is
published
AND
For at least ETA ± 1h00

- Ceiling ≥ :
"Alternate fuel"  1,500 ft above the lowest circling approach
MDA
 If no published circling approach, Max of:
1,500 ft above lowest published minimum
2,000 ft above airport elevation
- Visibility ≥ Max of:
 3 miles
 Lowest applicable visibly minimum + 2 miles
"Reserve fuel" 45 min at normal cruising speed

IN-FLIGHT FUEL MANAGEMENT – AIR-OPS (CAT): NORMAL OPERATIONS
The preceding chapter describes the fuel planning method. However in flight, the flight-crew will have
to manage the available fuel onboard in accordance with the requirements detailed hereunder.
In normal operations, AIR-OPS requires both:

- The minimum fuel at destination and holding fuel reserve,
- The minimum fuel at landing.
Minimum fuel at destination

The minimum fuel quantity at destination aerodrome must comply with AIR-OPS CAT.OP.MPA.280.
When an alternate aerodrome has been selected:

If an alternate aerodrome has been selected, regulation requires a minimum remaining fuel quantity at
the destination aerodrome:
If ALTERNATE, Minimum required fuel at destination RWY threshold =

ALTERNATE FUEL + FINAL RESERVE
If, an in-flight fuel check shows a remaining fuel at destination below the minimum required fuel as
defined here before, then the captain must decide whether to continue to destination or to divert,
taking into account the prevailing traffic and operational conditions at the destination aerodrome,
If no alternate aerodrome is required, the minimum fuel at destination is the final reserve.
Isolated destination aerodrome

In that case, the last point where a diversion to an en-route alternate aerodrome can be performed
must be determined. Before reaching this point, the fuel expected to remain over isolated aerodrome
and over en-route alternate aerodrome must be checked before deciding whether to proceed to the
isolated aerodrome or to divert to the en-route aerodrome.
If NO ALTERNATE, Minimum required fuel at destination RWY threshold =

FINAL RESERVE (2 flight hours at a cruising speed)

Holding time
Holding is possible as long as the remaining fuel quantity is greater than the sum of the minimum
required fuel quantity at destination runway threshold and the fuel quantity necessary to fly the
instrument approach procedure.
Available HOLDING FUEL at destination =

ALTN fuel + Final Reserve
Remaining fuel at RWY threshold - +
Fuel for APP & LDG
The holding time is given by the formula:

Holding fuel quantity (lb)
Holding Time (h) =
Fuel flow holding (lb/h)
Minimum fuel at landing

In flight, the available fuel quantity must never be lower than the final reserve.
Minimum required fuel at landing RWY threshold ≥ FINAL RESERVE
IF NOT  The Captain must declare an EMERGENCY
IN-FLIGHT FUEL MANAGEMENT – AIR-OPS (CAT): ABNORMAL OPERATIONS
Depressurization
The requirements are the same than for an engine failure. However, the minimum required fuel
quantity is generally greater than for an engine failure, mainly due to the greater fuel consumption with
both engines operative at a lower flight level.
One engine failure

At the most critical point of the intended route, the remaining fuel quantity must, at least, permit to:
- Descend to an adequate flight level,
- Fly to the alternate,
- Hold 15 minutes above the alternate,
- Fly the instrument approach procedure and land.

IN-FLIGHT FUEL MANAGEMENT – AIR-OPS (NCC)
The flight crew shall check at regular intervals that the amount of usable fuel remaining in flight is not
less than:
- The fuel required to proceed to a weather-permissible aerodrome,
- The planned reserve fuel.
EN-ROUTE OBSTACLES CLEARANCE
INTRODUCTION
Engine failure
Depending on the cruising speed, both engine available thrust enables to fly at a given flight level.
After an engine failure, the remaining engine at Maximum Continuous Thrust (MCT) delivers a lower
thrust, and
 The flight crew has to descend to a lower flight level where the remaining engine's thrust
allows maintaining the OEI cruising speed.
Depressurization
In case of depressurization, the crew members and passengers need an oxygen supply, because the
partial oxygen pressure is very low at high altitude. Due to the oxygen bottles capacity, the oxygen
system cannot supply the cabin occupants for a long time, and
 It is mandatory to descend to a safe altitude at which the occupants can breathe without
assistance.
Conclusion
For each failure, a descent must be performed. However, over mountainous area, a specific
performance study must be performed during the flight preparation to ensure that the Take-Off
Weight enables to clear the obstacles at every point of the flight path.
The route must then be analyzed to determine a safety path in case of an engine failure or
depressurization (assuming it occurs at the most critical point(s)). If a suitable safety path exists, this
route must be studied as explained in the two following paragraphs. If there is no safety path, a new
route must be planned.
This part details:

- The One Engine Inoperative (OEI) trajectory,
- The regulatory requirements for OEI en-route obstacle clearance,
- The minimum flight altitudes.

ONE ENGINE INOPERATIVE TRAJECTORY
This paragraph details:

- The drift down and drift up procedures
- The gross and net flight paths
DRIFT DOWN / DRIFT UP PROCEDURES
Vertical clearance
In case of an engine failure, the regulations require that the OEI net flight path clears the obstacles
with a given vertical margin.
The vertical clearance is the margin between the net flight path and the obstruction. In a route study,
one of the two following margins must be checked:
- 1,000 ft vertical clearance,
- 2,000 ft vertical clearance.
1,000 ft vertical clearance

This vertical margin applies when an engine fails en-route.
According to AIR-OPS CAT.POL.A.215 - One Engine Inoperative, “(b) The gradient of the net flight
path must be positive at least 1,000 ft above all terrain and obstructions along the route”
According to FAR 135.381 […] En route limitations: One engine inoperative, “(1) (a) There is a
positive slope at an altitude of at least 1,000 ft above all terrain and obstructions within 5 statute
miles on each side of the intended track, […]”

Critical point Gross flight path

Net flight path
1,000 ft minimum
1,000 ft minimum
1,000 FT CLEARANCE MARGIN - ONE ENGINE INOPERATIVE

2,000 ft vertical clearance (also known as the “Drift Down procedure”)

When the airplane is unable to maintain a 1,000 ft vertical clearance with a positive gradient, mainly
due to its actual mass, the OEI net flight path must then vertically clear the obstacles by 2,000 ft.
According to AIR-OPS CAT.POL.A.215 En-route One Engine Inoperative,“(c) The net flight path
must permit the aeroplane to continue the flight from the cruising altitude to an aerodrome where
a landing can be made […], the net flight path clearing vertically, by at least 2,000 feet, all terrain
and obstruction along the route within 9.3 km (5nm) on either side of the intended track […].”
According to FAR 135.381 [...] En route limitations: One engine inoperative,“(2) The net flight path
allows the airplane to continue flight from the cruising altitude to an airport where a landing can be
made […], clearing all terrain and obstructions within five statute miles of the intended track by at
least 2,000 feet vertically […].”
Gross flight path
Net flight path
2,000 ft minimum
DRIFT DOWN PROCEDURE
Gradient above the alternate aerodrome

After the route study, one or more alternate aerodromes are selected. The OEI net flight path must
have a positive gradient at 1,500 ft above each of these aerodromes.
According to AIR-OPS CAT.POL.A.215: “(a) The net flight path must have a positive gradient at
1,500 ft above the aerodrome where the landing is assumed to be made after engine failure.”
According to FAR 135.381: “(a) (1) […] a positive slope at 1,500 feet above the airport where the
airplane is assumed to land after an engine fails."

Gross flight path
Net flight path
1,500 ft
VERTICAL CLEARANCE ABOVE DIVERSION AERODROME - ONE ENGINE INOPERATIVE
The weather can be limiting:

- The possible use of the anti-icing must be taken into account in the performance computation,
and
- The weather must be taken into account in the landing performance calculation.
According to AIR-OPS CAT.POL.A.215, “(c) (4) The aerodrome where the aeroplane is assumed to
land after an engine failure must meet the following criteria:
- (i) The performance requirements at the expected landing mass are met; and,
- (ii) Weather reports or forecast, or any combination thereof, and field condition reports indicate
that a safe landing can be accomplished at the estimated time of landing.”

Gross and net flight paths

In drift down, the gross flight path is the actual airplane's trajectory. The regulations require this gross
path to be determined at each weight, altitude, temperature and speed.
According to CS 25.123 (a), “For the en-route configuration, the flight paths […] must be determined
at each weight, altitude, and ambient temperature within the operating limits established for the
airplane. The variations of the weight along the flight path, accounting for the progressive consumption
of fuel and oil by operating engines, may be included in the computation. The flight paths must be
determined at any selected speed, with:
- The most unfavorable center of gravity,
- The critical engine inoperative,
- The remaining engine at the available maximum continuous thrust,
- […]”
The net flight path is defined by:
Net path = Gross path - Gradient penalty
According to CS 25.123 (a), the one-engine-inoperative net flight path data must represent the
actual climb performance diminished by a gradient of climb of 1.1 % for the two-engine
airplanes.
Net path = Gross path - 1.1 %
Gross flight path
Net flight path
GROSS AND NET DRIFT DOWN / UP FLIGHT PATHS

OEI EN-ROUTE OBSTACLE CLEARANCE
The net flight path must be determined with the use of the Airplane Flight Manual, taking into account:
- The meteorological conditions (wind and temperature), and
- The airplane configuration (anti-icing system, when required).
In case of an engine failure, the OEI en-route net flight path, must comply with the conditions of:
- A lateral clearance,
- A vertical clearance, and
- A climb gradient above the alternate aerodrome.
Lateral clearance
The operator must ensure that the OEI en-route net flight path remains inside a safe lane where the
obstructions are taken into account. The regulations define the width of this lane:
According to AIR-OPS CAT.POL.A.215 En-route - One Engine Inoperative,

- “(c) The net flight path must permit the aeroplane to continue flight from the cruising altitude
to an aerodrome where a landing can be made […] clearing […]vertically, by at least
2,000ft, all terrain and obstructions along the route within 9.3 km (5 nm) on either side of
the intended track.
- (d) […] an operator must increase the width margins […] to 18.5 km (10 nm) if the
navigational accuracy does not meet the 95 % containment level. ”
FAR 91 is very similar to FAR 135 regarding the OEI En-route limitations:
- According to FAR 135.381 (a) (1), a 5 statute miles lateral margin is required on either side of
the intended track, and
- FAR 135.381 (b) (2) mentions a different procedure, requiring an approval: "it is assumed […]
the airplane passes over the critical obstruction, after engine failure at a point that is no closer
to the obstruction than the nearest approved radio navigation fix, unless the administrator
authorizes a different procedure based on adequate operational safeguards."
AIR-OPS 5 or 10 NM
Intended track
FAR 5 Statute Miles (4.34 NM)
ONE ENGINE INOPERATIVE LATERAL CLEARANCE

MINIMUM FLIGHT ALTITUDES
AIR-OPS (CAT & NCC)

According to AIR-OPS CAT.OP.MPA.145,
- “(a) The operator shall establish for all route segments to be flown:
o (1) Minimum flight altitudes that provide the required terrain clearance, […]
o (2) A method for the flight crew to determine those altitudes.
- (b) The method for establishing minimum flight altitudes shall be approved by the competent
authority”
According to GM1 CAT.OP.MPA.145, three methods are available for determining the minimum flight
altitudes:
KSS FORMULA
MOCA / MORA
Terrain / obstacle elevation Vertical clearance
Z ≤ 6,000 ft 1,000 ft
Z > 6,000 ft 2,000 ft
Lowest MOCA indicated: 2,000 ft
JEPPESEN FORMULA
MORA
Z ≤ 5,000 ft 1,000 ft
Z > 5,000 ft 2,000 ft
ATLAS FORMULA
MEA / MGA
Z ≤ 5,000 ft 1,500 ft
5,000 < Z ≤ 10,000 ft 2,000 ft
Z > 10,000 ft 10 % Z + 1,000 ft
Resulting value adjusted to the nearest 100 ft
- MOCA: Minimum Obstacle Clearance Altitude and

- MORA: Minimum Off-Route Altitude,
- MEA: Minimum safe En-route Altitude, and
- MGA: Minimum safe Grid Altitude.

FAR 91
According to FAR 91.177, “(a) […] no person may operate an airplane under IFR below […]
- (2)(i) In the case of operations over an area designated as a mountainous area in part 95,
an altitude of 2,000 feet above the highest obstacle within a horizontal distance of 4
nautical miles from the course to be flown; or
- (ii) In any other case, an altitude of 1,000 feet above the highest obstacle within a horizontal
distance of 4 nautical miles from the course to be flown.”
FAR 91
Minimum Flight Altitudes
Mountainous Area Non Mountainous Area
2,000 ft within 4 NM from the course to be flown 1,000 ft within 4 NM from the course to be flown
FAR 135
Minimum altitudes are given only for the use of the autopilot.
According to FAR 135.93 Autopilot: Minimum altitudes for use, “(a) […] (en-route), no person may use
an autopilot at an altitude above the terrain which is less than 500 feet or less than the maximum
altitude loss specified in the approved Airplane Flight Manual or equivalent for a malfunction
of the autopilot, whichever is higher.”

OXYGEN PLANNING
In case of depressurization, the cabin pressure altitude is considered equal to the airplane pressure
altitude. This paragraph details:
- The oxygen system,
- The Flight profile in case if decompression,
- The oxygen requirement in AIR-OPS, FAR 91 and FAR 135.
OXYGEN SYSTEM
When a pressurized airplane flies above 10,000 ft, it must be equipped with a supplemental oxygen
device in order to supply the flight crew and passengers with oxygen, in case of a cabin pressurization
failure:
According to AIR-OPS CAT.IDE.A.235 Supplemental oxygen – pressurized aeroplanes,“(a)

Pressurised aeroplanes operated at pressure altitudes above 10 000 ft shall be equipped with
supplemental oxygen equipment that is capable of storing and dispensing the oxygen supplies
According to FAR 135.157 Oxygen equipment requirements: “(b) Pressurized airplane. No person
may operate a pressurized airplane […] (2) Unless it is equipped with enough oxygen dispensers […]
whenever the cabin pressure altitude exceeds 10,000 feet MSL [….]”
Type
In case of a cabin pressurization failure, the system supplies each passenger through an individual
dispensing unit, which is automatically activated when pressure loss occurs. However, depending on
the type of system, its volume and its weight, the oxygen supply system is available only for a limited
period of time. There are two main types of oxygen systems: chemical and gaseous. On the Falcon,
the oxygen system is gaseous.
Description
Oxygen system sources consist of one fixed single high pressure cylinder (the second bottle is
optional), one protective breathing device (smoke hood) and one optional portable oxygen bottle.
Oxygen flow and supply time

For a gaseous system, the supply pressure and oxygen flow both depend on the altitude. The
oxygen flow decreases with altitude increasing; when the cabin pressure is 10,000 feet or below, no
oxygen flows except for first aid. That is why the supply time depends on the altitude, thus on the
flight profile.

FLIGHT PROFILE
In case of depressurization, the emergency descent permits to quickly reach a lower altitude at which
the occupants can survive before running short of oxygen. Usually, this descent consists of:
- A high rate descent at MMO/VMO down to 10,000 ft or Minimum Safe Altitude, whichever is
higher,
- A low rate descent (500 ft/min), from 10,000 ft or Minimum Safe Altitude, whichever is higher,
to the alternate aerodrome.
The subsequent cruise at 10,000 ft (or at any other selected flight level / altitude) is conducted at Long
Range for fuel saving.
OXYGEN REQUIREMENTS
This paragraph gives the regulatory oxygen requirements depending on the flight altitude.
- Z is the airplane's altitude, and
- ZCAB is the cabin pressure altitude.
AIR-OPS
This paragraph is based on the following articles:
- AIR-OPS CAT.IDE.A.230: First-aid oxygen,
- AIR-OPS CAT.IDE.A.235: Supplemental oxygen - pressurized airplanes,
- AIR-OPS CAT.OP.MPA.285: Use of supplemental oxygen,
- AIR-OPS CAT.IDE.A.245: Crew protective breathing, which is not included in oxygen
computation, as it is embedded as separate equipment.
AIR-OPS - CAT Operator

Pilots and flight deck occupants
According to AIR-OPS CAT.IDE.A.235 the operator must plan an oxygen quantity necessary for all
pilots and flight deck occupants to breathe during:
- ZCAB > 13,000 ft: the whole flight time at those altitudes,
- 10,000 ft < ZCAB ≤ 13,000 ft: the flight time at those altitudes minus 30 minutes.
According to AIR-OPS CAT.IDE.A.235 (Note 1), the total oxygen quantity computed for pilots and
flight deck occupants must not be less than the quantity necessary for:
- A 10 minutes descent from maximum certificated operating altitude down to 10,000 ft,
- A 110 minutes level flight at 10,000 ft.

Maximum certified operating altitude
10 minutes
FL 100
110 minutes
MINIMUM OXYGEN QUANTITY FOR PILOTS AND FLIGHT DECK OCCUPANTS
Cabin crew
According to Appendix 1 to AIR-OPS CAT.IDE.A.235 (Table 1), the operator must plan an oxygen
quantity necessary for all cabin crew members to breathe during:
- ZCAB > 13,000 ft: the whole flight time at those altitudes and according to Appendix 1 to
AIR-OPS CAT.IDE.A.235, the related oxygen quantity must not be less than the quantity
necessary for:
o A 10 minutes descent from maximum certificated operating altitude to 10,000 ft, and
o A 20 minutes level flight at 10,000 ft.
- 10,000 ft < ZCAB ≤ 13,000 ft: the whole flight time at those altitudes minus 30 minutes.
Passengers
According to AIR-OPS CAT.IDE.A.235 (Table 1), the operator must plan the oxygen quantity for
passengers to breathe during:
- ZCAB > 15,000 ft: for all the passengers, the entire flight time at those altitudes and the
related oxygen quantity must not be less than the quantity necessary for a 10 minutes
descent from maximum certificated operating altitude to 15,000 ft,
- 14,000 ft < ZCAB ≤ 15,000 ft: for 30 % of the passengers, the entire flight time at those
altitudes,
- 10,000 ft < ZCAB ≤ 14,000 ft: for 10 % of the passengers, the entire flight time at those
altitudes minus 30 minutes.

According to AIR-OPS CAT.IDE.A.230 – First aid oxygen, the operator must plan the oxygen quantity
necessary for:
- 8,000 ft < ZCAB ≤ 15,000 ft: one passenger to breathe first aid oxygen.
AIR-OPS CAT.IDE.A.235 & 230

Number / percentage
Supply for Z / ZCAB Duration
of occupants
ZCAB > 13,000 ft Entire flight time
Occupants of flight
deck seats on flight
deck duty All
10,000 ft < ZCAB ≤ 13,000 ft Flight time - 30 min
(1)
Entire flight time

ZCAB > 13,000 ft
Cabin crew members All (2)
10,000 ft < ZCAB ≤ 13,000 ft Flight time - 30 min

Entire flight time
All ZCAB > 15,000 ft (3)
Passengers 30 % 14,000 ft < ZCAB ≤ 15,000 ft Entire flight time

10 % 10,000 ft < ZCAB ≤ 14,000 ft Flight time - 30 min
1 passenger supposed
1 8,000 ft < ZCAB ≤ 15,000 ft to breathe first aid
oxygen
(1) Minimum quantity:

- Descent from airplane's maximum certified operating altitude to 10,000 ft: 10 minutes,
- Level flight at 10,000 ft: 110 minutes.

- Level flight at 10,000 ft: 20 minutes.


AIR-OPS - NCC operator

Pilots and Cabin crew
The operator shall carry enough breathing oxygen to supply:
- ZCAB > 14,000 ft: the whole flight time at those altitudes and never less than 10
minutes.
- 10,000 ft < ZCAB < 14,000 ft: the flight time at those altitudes minus 30 minutes.
Passenger
The operator must plan the oxygen quantity necessary for all passengers to breathe during:
- ZCAB > 15,000 ft: the entire flight time at those altitudes
When flying above 25,000 ft, the oxygen quantity necessary for all passengers to breathe during 10
minutes must be planned as additional oxygen quantity.
NCC.IDE.A.195
Number / percentage
of occupants
1 Z > 14,000 ft Entire flight time
Pilots + Cabin crew 2 10,000 ft < ZCAB ≤ 14,000 ft Flight time - 30 min
2 Z > 25,000 ft 10 min additional
ZCAB > 15000 ft Entire flight time

Passengers All
Z > 25,000 ft 10 min additional
FAR 91
This paragraph refers to FAR 91.211 - Supplemental oxygen.
Pilots
The operator must plan the oxygen quantity necessary for pilots to breathe during:
- Z > 41,000 ft: the entire flight time at those altitudes for one pilot,
- Z > 35,000 ft: during the absence of one pilot from his duty station, the remaining pilot at the
controls must wear his oxygen mask until the other pilot returns,
- ZCAB > 14,000 ft: the entire flight time at those altitudes for all pilots,
- 12,500 ft < ZCAB ≤ 14,000 ft: the flight time at those altitudes minus 30 minutes for all pilots.
When flying above 25,000 ft, the oxygen quantity necessary for all pilots to breathe during 10 minutes
must be planned as additional quantity.

Cabin crew
According to FAR 91, the cabin crew are considered as passengers for oxygen calculations, so they
are included in the passengers total number.
Passengers + Cabin crew

The operator must plan the oxygen quantity necessary for all passengers to breathe during:
- ZCAB > 15,000 ft: the entire flight time at those altitudes
When flying above 25,000 ft, the oxygen quantity necessary for all passengers to breathe during 10
minutes must be planned as additional oxygen quantity.
FAR 91
Number / percentage
of occupants
1 Z > 41,000 ft Entire flight time
During the absence of
one pilot, remaining
1 Z > 35,000 ft
pilot at controls must
Pilots breathe oxygen
2 ZCAB > 14,000 ft Entire flight time
2 12,500 ft < ZCAB ≤ 14,000 ft Flight time - 30 min
2 Z > 25,000 ft 10 min additional
Passengers + cabin ZCAB > 15000 ft Entire flight time
All
crew members Z > 25,000 ft 10 min additional
FAR 135
This paragraph is based on:
- FAR 135.89 - Pilot requirements: Use of oxygen,
- FAR 135.157 - Oxygen equipment requirements.
Pilots
The operator must plan the oxygen quantity necessary for pilots to breathe during:
- Z > 35,000 ft: the entire flight time at those altitudes for one pilot,
- Z > 25,000 ft: during the absence of one pilot from his duty station, the remaining pilot at the
controls must wear his oxygen mask until the other pilot returns,
- ZCAB > 12,000 ft: the entire flight time at those altitudes for all pilots,

- 10,000 ft < ZCAB ≤ 12,000 ft: the entire flight time at those altitudes minus 30 minutes for
all pilots.
The Oxygen quantity planned for pilots must not be less than the quantity necessary for pilots to
breathe during 2 hours.
Cabin crew
According to FAR 135 regulation, the cabin crews are considered as passengers for oxygen
calculations, so they are included in the passengers total number.
Passengers + Cabin crew

The operator must plan the oxygen quantity necessary for passengers to breathe during:
- ZCAB > 15,000 ft: For all passengers and crew members, 30 minutes minimum (as a safety
descent to 15,000 ft MSL can be performed within 4 minutes anytime),
- 10,000 ft < ZCAB ≤ 15,000 ft: flight time at those altitudes minus 30 minutes for at least 10 %
of passengers.
When flying above 25,000 ft, the oxygen quantity necessary for all passengers + Cabin crew to
breathe during 10 minutes must be planned as additional oxygen quantity.
FAR 135
Number / percentage
of occupants
1 pilot must breathe
1 Z > 35,000 ft
oxygen permanently
During the absence of
one pilot, the
Pilots (*) 1 Z > 25,000 ft
remaining pilot must
breathe oxygen
All ZCAB > 12,000 ft Entire flight time
All 10,000 ft < ZCAB ≤ 12,000 ft Flight time - 30 min
All Z > 25000 ft 10 minutes additional
Passengers + Cabin All Z > 15,000 ft 30 minutes minimum
crew members Flight time - 30
≥10 % 10,000 ft < ZCAB ≤ 15,000 ft
minutes
(*) The Minimum quantity must allow the pilots to breathe during 2 hours.
NOTE
In each case, the descent is conducted at a constant rate.

DGAC20DSOF015 PART 2 – OPERATIONAL CONSTRAINTS ISSUE 1
05-05-10 FLIGHT PLANNING – PART 2 – OPERATIONAL CONSTRAINTS
This sub-section describes the operational constraints to be considered at flight planning, for climb,
cruise, descent, and holding.
NOTE
All the examples hereafter are related to F2000LXS performance data.
CLIMB
This paragraph details the:

- Influencing parameters in climb,
- Climb modes,
- Initial cruise altitude, and
- Climb characteristics.
INFLUENCING PARAMETERS
Pressure Altitude
During climb, thrust and drag both decrease with air density reduction. Available thrust decreases at a
higher rate than drag force: as a consequence, climb gradient (%) and rate of climb (ft/min) decrease
when pressure altitude increases.
⇒
Climb gradient (%)
Pressure Altitude
Rate of Climb (ft/min)
Weight
For a given climb thrust, altitude and climb speed (TAS), climb gradient and rate of climb decrease
when the airplane’s weight increases.
⇒
Climb gradient (%)
Weight

Wind
The horizontal wind component impacts the ground speed as depicted below.
Headwind
Ground Speed
TAS Rate of Climb
γg γa
WIND, RATE OF CLIMB AND GROUND SPEED
With headwind:
Ground climb gradient (γg) > Air climb gradient (γa)
With tailwind:
Ground climb gradient (γg) < Air climb gradient (γa)
The horizontal wind component has no influence on the rate of climb; fuel burn and elapsed time to
reach the top of climb are not impacted by the wind.
Fuel and time to top of climb
Headwind
⇒ Flight path angle (γg)
Ground distance to top of climb
Fuel and time to top of climb
Tailwind
⇒ Flight path angle (γg)
Ground distance to top of climb

Anti-icing
The use of anti-icing system decreases the available thrust; therefore climb gradient and rate of climb
are reduced.
⇒
Climb gradient (%)
Anti-icing ON
Rate of climb (ft/min)
CLIMB MODES
The Performance Manual / Electronic Performance Manuals (EPM) application provides with two
preset climb speed schedules or customized climb speed:
- Normal Climb 260 kt / MI 0.75,
- Climb 300 kt / MI 0.80. This speed schedule is accounted for in MI 0.84 and Maximum Cruise
flight planning charts, or
- Custom climb speed between 260 kt / MI 0.78 and 300 kt / MI 0.80
The normal 260 kt / MI 0.75 speed schedule reaches a compromise between horizontal and vertical
speeds. The 300 kt / MI 0.80 speed schedule is used when requiring a better ground speed.
INITIAL CRUISE ALTITUDE
In the Performance Manual, section 2-05-1 (EX EASy/ DX without winglets) or section 2-050-05
(Falcon 2000DX with winglets / LX / LXS / S), the charts "INITIAL CRUISE ALTITUDE Limited - 300
ft/min CEILING" give the initial cruise altitude.
These charts allow to determine the altitude capability limited by a 300 ft/min rate of climb for a given
initial climb weight, and for both climb modes, as defined in the “Maximum cruise altitude” paragraph
(refer to section 05-05-10 page 11/26).

Input: Output:
- Climb Mode (Normal Maximum initial

or 300 kt / MI 0.80) cruise altitude
limited by a 300
- Initial climb weight (lb) ft/min rate of
climb
- ISA deviation (°C)
INITIAL CRUISE ALTITUDE
Example
- ISA + 10°C,
- Normal climb,
- Initial climb weight = 42,100 lb.
 Maximum initial cruise altitude limited by a 300 ft/min rate of climb = 42,500 ft
In the Electronic Performance Manual, section Flight Planning/Max Altitudes allows you to
determine for here below climb modes the altitude capability.
Input:
Output:
- A deviation (°C)
- Min. rate of climb - Max Altitude/FL
- Climb Mode
- Gross weight (lb)
Example
- ISA + 10°C,
- Normal climb,
- Initial climb weight = 42,100 lb.
 Maximum initial cruise altitude limited by a 300 ft/min rate of climb = 42,823 ft

CLIMB DATA TABLES
The climb figures are available in the Performance Manual, section 3-050-05 “CLIMB”. These tables
give TAT, time, distance and fuel figures from 1,500 ft AAL (end of take-off) to the cruise altitude as a
function of ISA deviation and initial climb weight.
NOTE
The take-off figures (100 lb on fuel, 1 minute, and 2 NM) have to be added to the climb table
figures.
Input:
- Climb Mode (Normal or
300 kt/ MI 0.80) Output:
- Cruise Flight Level (ft) - TAT (°C)
- Weight at the beginning - Time (min)
of climb (lb) - Distance (NM)
- ISA Temperature - Fuel used (lb)
deviation (°C)
- Anti-icing ON/OFF*
- Ice accumulation*
CLIMB CHARACTERISTICS
Note: *Anti-icing and Ice Accumulation effects on climb performance are taken into account in the PM Falcon
2000DX with winglets/LX/LXS/S only.
Example
- ISA + 10°C,
- Normal climb (260 kt / MI 0.75),
- Initial altitude = 1,500 ft,
- First cruise altitude = 41,000 ft,
- Weight at the beginning of climb = 42,000 lb,
The figures from take-off to top of climb are (refer to PM 3-050-05 page 19/22):
 22 minutes (21 minutes for climb + 1 minute for take-off),
 134 NM (132 NM for climb + 2 NM for take-off),
 1,354 lb (1,254 lb for climb + 100 lb for take-off).
In the Electronic Performance Manual, the climb figures are available in section Flight
Planning/Basic Perfo/Climb. This functionality provides with data from an initial Altitude (or take off)
to a cruise altitude.

Input:
- Initial Altitude
- Final Altitude Output:
- Min rate of climb - Final Weight (lb)
- ISA deviation - Time (min)
- Wind - Distance (NM)
- Climb speed profile - Fuel used (lb)
- ZFW
- FOB
- Gross weight
Example
- ISA + 10°C,
- Normal climb (260 kt / MI 0.75),
- First cruise altitude = 41,000 ft,
- Weight at the beginning of climb = 42,000 lb,
The results are:

 Time: 21 minutes,
 Air Distance: 132 NM,
 Final weight: 40,740 lb,
 Fuel used: 1,260 lb.

CRUISE
For most flights, the cruise consumes the majority of fuel. The cruise strategy is then the main factor
affecting the operating cost. This paragraph introduces the parameters that impact the cruise
performance and strategy, and how to optimize them.
SPECIFIC DISTANCE
The Specific Distance (SD) is the distance covered per fuel unit.
Ground Speed (NM/h)

SD (NM/lb) =
Fuel burn (lb/h)
Similarly, the Air Specific Distance is:
True Air Speed (NM/h)

SDair (NM/lb) =
Fuel burn (lb/h)
The Specific Distance depends on:

- The aerodynamic characteristics (Mach Nb and L/D ratio),
- The Thrust Specific Fuel Consumption (TSFC), which is the engine’s fuel consumption per unit
of thrust (kg/h.N),
- The airplane weight, and
- The temperature.
The influence of these parameters on the Specific Distance is:
Mach Nb × lift / drag ⇒ SD (At a given weight)
TSFC
⇒ SD
Weight
⇒ SD
 Optimizing the range of a given flight consists in maximizing the Specific Distance.

Both Air and Ground Specific Distance can be found in the Electronic Performance Manual section
Flight Management/Operating Charts as described here after.
Input: Output:
- Altitude - MI
- ISA deviation - Air SD and Ground SD
- Wind - TAT
- Anti-ice / Ice Accretion - TAS and GS
- Cruise speed - %N1
- ZFW / FOB - FF per engine
- Gross weight
Example:
- Cruise Altitude: 39,000 ft,
- ISA+0,
- 5 kt Headwind,
- Anti-ice Off,
- Cruise Speed: LR,
- Initial Gross Weight: 36,200 lb.
The results are:

 MI: 0.73,
 Air specific distance (SDair): 0.2732 NM/lb / Ground specific distance (SD): 0.2699 NM/lb,
 TAT: -33.9°C,
 TAS: 414 kt / GS: 409 kt,
 %N1: 86.3%,
 FF per engine: 757 lb/h.

CRUISE SETTINGS
Long range Cruise

At given weight and altitude, the maximum Specific Distance (SDmax) is reached when flying at Maxi
Range Mach number. However, flying this Mach Nb (MSDmax) is impossible because unstable, that is
why reducing the SDmax by 1% allows flying at Long Range Mach Nb.
In Long Range Cruise, the Specific Distance equals 99% of the Maximum Specific Distance (SDmax)
and corresponds to a higher cruise speed, as below:
SDLR = 0.99 SDmax
MLR > MSDmax
SD (NM/lb)
Given altitude
and weight
SDmax
1%
SDLR
M
MSDmax MLR
LONG RANGE CRUISE MACH NUMBER
NOTE
As the curve is very flat around MSDmax, the speed gap between MSDmax and MLR is important,
compared with the range gap.
As the airplane lightens itself during cruise:

- The Specific Distance increases at a constant Mach number,
- MSDmax and MLR both decrease, and
- SDmax and SDLR both increase.

SD (NM/lb)
Given altitude
Airplane’s weight
MLR
MSRmax W1 > W2 > W3
W3
W2
W1
M Nb
LONG RANGE CRUISE MACH NUMBER AND FUEL BURN
As a consequence, in order to maintain LRC setting when the weight is decreasing, the cruise Mach
number must decrease and then the AOA must increase.
Constant pressure altitude

MLR
Weight
The wind affects the Specific Distance as below:
SD (NM/lb)
Given altitude
MSDmax MLR and
airplane’s weight
Tailwind
No wind
Headwind
M Nb
WIND INFLUENCE ON MSDmax AND MLR
Consequently, MSDmax and MLR vary with the wind component:

Headwind MLR
Tailwind MLR
Constant Mach number

So as to avoid permanently adjusting the Mach Nb when the weight decreases, any airplane is more
often flown at a constant Mach number.
At given altitude and Mach number, when the weight decreases, MSDmax deviates from the selected
Mach Nb, and then the Specific Distance decreases, thus the fuel consumption increases.
SD (NM/lb) Given altitude

Constant Mach Nb
MLR Airplane’s weight

MSDmax W1 > W2 > W3
W3
W2
W1
Mach Nb
CONSTANT MACH NUMBER AND SPECIFIC DISTANCE
Both MSDmax and MLR decrease with the airplane’s weight decreasing.
On the other hand, at a given weight, MSDmax and MLR increase with the altitude increasing: optimizing
the fuel consumption consists in continuously flying at the optimum altitude. This strategy of
optimization named "step climb" is detailed later in the “Step Climb” paragraph CODDE 2 SECTION
05-05-10, paragraph “Step climb” hereafter).

Maximum cruise thrust

When the engines are set to Maximum Cruise Thrust, the airplane’s performance is limited, depending
on:
- The temperature,
- The airplane’s weight,
- The pressure altitude.
At Maximum Cruise Thrust, the maximum Mach number is reached at the cross-over altitude, where
VMO reaches MMO.
Pressure altitude
Constant Mach Nb
Tropopause
Cross-over altitude
Constant IAS
IAS
TAS
VMO = MMO
CROSS-OVER ALTITUDE

ALTITUDE OPTIMIZATION
This paragraph defines:

- The Maximum cruise altitude,
- The Optimum cruise altitude, and
- The Maximum cruise altitude limited by the Maximum Cruise Thrust.
Maximum cruise altitude

The maximum cruise altitude, as recommended by Dassault-Aviation, is the lower of:
- The 300 ft/mi ceiling,
- The 1.3G buffet ceiling, and
- The maximum certified altitude.
300 ft/min ceiling

By definition, a ceiling is the maximum altitude an aircraft can reach under a set of conditions. The
absolute ceiling is the highest altitude at which an airplane can maintain horizontal flight; in other
word, the altitude where the maximum available thrust equals the minimum required thrust. The
absolute ceiling is only theoretical and impossible to reach in flight, because of the climb speed being
the best Lift to Drag ratio Mach Nb, and because of the vertical speed asymptotically reaching zero. In
order to sustain a level flight, a commercial airplane must:
- Reach this altitude with a positive residual rate of climb, and
- Further maintain this altitude despite the atmospheric perturbations.
Therefore a 300 ft/min ceiling has been defined. Although no minimum rate of climb is required by
regulations, 300 ft/min is the most commonly used in the aviation industry.
Pressure Altitude
Absolute ceiling
100 ft/min ceiling
300 ft/min ceiling
Mach Number
CEILINGS

The ceilings are available in “Initial cruise altitude” charts in the Performance Manual, section 2-05
page 1 & 2 (Falcon 2000EX EASy/DX without winglets) or section 2-050-05 page 1 & 2 (Falcon
2000DX with winglets / LX / LXS / S).
1.3G Buffet ceiling

The 1G Buffet ceiling is the maximal altitude at which an airplane can maintain horizontal flight under
1g load factor (lift equals weight). Only linked to the wing’s aerodynamic characteristics, the 1G
service ceiling varies with the airplane's weight. The Mach Nb obtained at the 1G ceiling is called
Optimum Mach Nb (Mo). At lower altitudes, the Optimum Mach Nb provides with the best stall margin
(high and low buffet onset) and has to be flown in turbulence.
Should the engines be powerful enough to reach the 1G ceiling, any variation of speed or load factor
at this altitude would lead the airplane out of its flight envelop. Therefore a safety margin is necessary
to avoid stalling, expressed as a load factor: 1.3G safety margin has been widely adopted for civil
airplanes.
The 1g buffet ceilings are available in “Buffet Onset Envelope” charts in the Airplane Flight Manual,
sections 5-350-10 page 1/2.
The 1.3g buffet ceiling is the maximum altitude at which an airplane can maintain horizontal flight with
a 1.3g load factor margin.
Pressure altitude
1g buffet ceiling
Lift limit
1.3g buffet ceiling
1.3g load factor limit
Mo M
LIFT AND BUFFET CEILING

The 1.3g buffet ceiling data is available in the Performance Manual charts “Maximum altitude for buffet
onset in a 1.3g maneuver” in section 2-05 page 3 (Falcon 2000EX EASy/DX without winglets) or
section 2-050-10 page 1 (Falcon 2000DX with winglets / LX / LXS / S).
NOTE
Most commercial airplanes reach the absolute ceiling before the 1g service ceiling.
Maximum certified altitude

For commercial airplanes, the maximum certified altitude is linked to the maximum differential
pressure the airframe can withstand.
 For the Falcon 2000 EASy family, the maximum certified altitude is 47,000 ft.
Optimum altitude
At a given Mach number, the maximum SD is obtained at the optimum altitude, depending on:
- The temperature,
- The static pressure, and
- The airplane’s weight.
Being given the Mach Nb and the air temperature, the Specific Distance can be represented as a
function of the altitude and airplane’s weight:
Pressure altitude At given Mach Nb

and temperature.
Airplane’s weight:
W3 W1 > W2 > W3
W2
Optimum cruise
W1
Initial
constant FL
pressure
altitude
Δ1 = 0 Δ2 Δ3 Specific Range
OPTIMUM CRUISE

The above figure illustrates the difference in Specific Distance at a given fuel flow between the two
different strategies:
- The cruise at constant FL,
- The optimum cruise.
Step climb
As continuously climbing in cruise is not allowed by ATC, in order to fly closer to the optimal altitude,
the airplane has to climb by steps. This technique is called "step climb" cruise. There are three
possible step climb strategies:
Maximum Altitude limited by MCT
Optimum altitude
Step climb "above" optimum altitude
Step climb "around" optimum altitude
Step climb "below" optimum altitude
STEP CLIMB STRATEGIES
- Step climb "around" the optimum altitude:

On the economic point of view, the best strategy as it allows to permanently fly nearly
the optimum altitude. This is the recommended strategy to maximize the Specific
Distance.
- Step climb "above" the optimum altitude:

Flying above has not many advantages since the Specific Distance and load factor
margin decrease. However, the weather could justify this strategy.
- Step climb "below" the optimum altitude:

Flying below guarantees a greater buffet safety margin and a pretty good Specific
Distance.

The “step climb around” is below illustrated:
Maximum Altitude limited by MCT
Optimum altitude
D
C
A B
Y % of SD deviation from optimum
X % of SD deviation from optimum
STEP CLIMB METHOD
The Step climb is performed between the two dot lines, which are defined by the acceptable
deviations(X % and Y %) from the optimum Specific Distance.
Obviously, the level flight time increases with X and Y increasing. However X and Y are set so as to fly
closer to the optimum altitude. These values should be set to reach a compromise between the
number and duration of steps.
Altitude difference between two steps depends on altitude and type of airspace, as described by
following table:
Altitude increment
Above FL410 Non RVSM 4,000 ft
FL410 RVSM 2,000 ft
-
FL290 Non RVSM 4,000 ft
Under FL290 Non RVSM 2,000 ft
Wind influence
Above the optimum altitude, the Air Specific Distance decreases with the altitude increasing. Since the
headwind may be stronger at a higher flight level, the Specific Distance may be greater below the
optimum flight level.

Cruise Operating Chart can be used to find the best altitude to fly as a function of wind. Note that wind
difference must be important to make worthy a level change. Use TAS and wind to find GS and
compute the SD = GS / [2 x FF] at different altitude to select the best level.
Maximum cruise altitude limited by the Maximum Cruise Thrust

In the Performance Manual, ref. to 2-10-1 (Falcon 2000EX EASy / DX without winglets) or 2-050-15
(Falcon 2000DX with winglets / LX / LXS / S), the tables “MAXIMUM WEIGHT IN LEVEL FLIGHT
LIMITED BY THE LESSER OF MAXIMUM CRUISE THRUST OR BUFFET ONSET IN A 1.3G
MANEUVER” gives the maximum weight as a function of the Mach number and ISA deviation.
Input: Output:
- Mach Nb Max gross weight

- Press Alt (ft)
- Temperature
deviation (°C)
EPM section Flight Planning > Maximum Altitudes >Max Weight in Level” gives as a function of
Cruise Altitude, ISA Dev. Cruise Speed, ZFW and Current Altitude, the Optimum weight to climb to
the target Cruise Altitude.
Input:
Output:
- ISA deviation
- Cruise Speed - Maximum Weight
- Cruise Altitude
- ZFW
Min Rate Of
ClimbCurrent Altitude
Example
- ISA+0,
- Cruise Speed: LR,

- Cruise Altitude: 41,000 ft,

- ZFW 26200 lb,
- Min Rate of Climb: 300 ft/min,
- Load factor: 1.3G.
The results are:

 Maximum Weight: 42,545 lb
 FOB: 16,345 lb.
EN ROUTE LIMIT MANEUVRING LOAD FACTORS
Flight envelope
In level flight, the lift must equal the weight to sustain the airplane. Thus, at a given weight and load
factor, the horizontal flight is only possible in a range of Mach Nb, as depicted, in the below “doghouse
plot”:
Pressure altitude Given weight

and load factor
Zp max 1g buffet ceiling O
L Sustentation envelop
Zp H
M
ML Optimum MH
Mach Nb
The limit Mach numbers, ML and MH respectively correspond to the Low and High speed buffet.
At a given weight, when the airplane climbs up to the 1g buffet ceiling, the ML / MH range decreases
toward zero. The airplane enters the “coffin corner”, and in the end can only flies at the optimum Mach
Nb, without any buffet margin: In the coffin corner, any maneuver leads to stall.
Load factor vs. Mach Nb

At a given weight and altitude, the flight envelope can be illustrated as below:

Load Factor Given weight

and pressure
altitude
n max
Sustentation envelop
n=1
M
Mmin Mmax
V-N DIAGRAM: LOAD FACTOR VS. MACH NB

The variations of the flight envelope depending on load factor and weight can be synthesized as
follows:
1g buffet
Variation ML MH
ceiling
Weight
Altitude
Load factor
Buffet phenomenon
At limit Mach numbers (ML and MH) the buffet phenomenon appears and indicates the approach to
either the low speed stall at ML, or the high speed stall at MH.
Low speed buffet
At a high AOA, the airflow separates from the upper wing surface to become more and more
turbulent. In that case, the magnitude and distribution of lift on the wing vary very quickly and lead to
vibrations called buffeting. If AOA keeps increasing, turbulent airflow generates an important lift loss,
leading to stall.
LOW SPEED BUFFET

High speed buffet

At high speed, a shock wave appears on the upper wing due to the air compressibility. Behind this
shock wave, the airflow is turbulent and leads to the buffet phenomenon.
Shock wave
HIGH SPEED BUFFET
Turbulences
Turbulence magnitude classification
The turbulences are classified in magnitude order; being expressed as a load factor.
Turbulence
Light Moderate Severe

1 < n ≤ 1.15 1.15 < n ≤ 1.3 n > 1.3
Turbulence speed
When the airplane enters turbulence at a given altitude, it is recommended to fly at the optimum Mach
Nb in order to provide the maximum margins from low speed and high speed stalls.

Pressure altitude
Given weight
and load factor
Zpmax
Zp L O H
A B
ML Optimum MH M
Mach Nb
SPEED IN TURBULENT ATMOSPHERE
 For the Falcon 2000EX EASy, the optimum Mach Nb is around M 0.76
Altitude
In turbulence, the flight crew must fly the speed required by the "Normal-adverse weather: severe
turbulence penetration" procedure (AFM ref. 4-200-15). The maximum allowed speed in severe
turbulence is 280 KIAS / MI 0.76.
Should the turbulence persists, the pilot must descend to a lower flight level, in order to restore the
maneuvering margin, and maintain the 1.3g buffet ceiling.

DESCENT
This paragraph details influencing parameters and characteristics for descent.
INFLUENCING PARAMETERS
Weight
Absolute value of descent gradient and rate of descent increase with weight.
⇒
Descent gradient (%)
Weight
Rate of descent (ft/min)
Wind
The horizontal wind component impacts ground speed (and ground gradient) as illustrated with figure
hereafter.
γg γa
TAS Rate of Descent
Ground Speed
Headwind
RATE OF DESCENT
- With headwind:
Ground descent gradient (γg) > Air descent gradient (γa)
- With tailwind:
Ground descent gradient (γg) < Air descent gradient (γa)

Horizontal wind component has no influence on rate of descent so fuel and time to reach the end of
descent are not impacted.
⇒
Fuel and time from top of
descent to the end of
Headwind descent
Flight path angle |(γg)|
Ground distance from top of

descent

Fuel and time from top of
⇒
Tailwind descent
Flight path angle |(γg)|
Ground distance from top of

descent

DESCENT DATA
The descent modes considered depend on the type of aircraft.
Falcon 2000EX EASy / DX without winglets

Two descent modes are recommended:
- Normal descent at idle thrust:
o MI 0.80 / 250 kt down to 1500 ft
- 3° descent:
o MI 0.80 / 300 kt down to 1500ft
o 250 kt below 10,000 ft,
The Performance Manual (ref. PM 5-05-1 & 5-10-1) gives the descent data tables. These tables detail
the time, distance and fuel figures from the cruise level down to 1,500 ft AMSL, depending on the
gross weight at top of descent.
Falcon 2000DX with winglets / LX / LXS / S

Two descent modes are recommended:
- Normal descent at idle thrust:
o MI 0.80 / 250 kt down to 5,000 ft, then
o 190 kt at 1,500 ft AAL.
- 3° descent:
o MI 0.80 / 300 kt down to 12,000 ft, then
o 250 kt below 10,000 ft, then
o 190 kt at 1,500 ft AAL.
The Performance Manual (ref. PM 5-050-05 & 5-050-10) gives the descent data tables. These tables
detail the fuel, time and distance figures from the cruise level down to 1,500 ft AMSL, depending on
the gross weight at top of descent.

Input: Output:
- Descent mode, - Time (min),
- Weight at TOD (lb), - Distance (NM),
- Initial altitude (ft). - Fuel used (lb).
DESCENT DATA TABLE
Example 1
Given:
- Falcon 2000LX,
- FL350 cruise level,
- Gross weight at TOD = 34,000 lb,
- Descent mode = Normal.
- What are the descent figures from FL350 down to 1,500 ft?
Solution:
Using Performance Manual table (ref. PM 5-050-05) for a descent between 35,000 ft and 1,500 ft:
 Time = 20 minutes,
 Distance covered = 105 NM,
 Fuel used = 244 lb.
NOTE
Any descent figures between 47,000 ft and 1,500 ft can be computed with these tables.
Example 2
Given:
- Falcon 2000LX,
- Gross weight at TOD = Weight at the beginning of descent = 34,000 lb,

- Descent mode = Normal,

- What are the descent figures from FL350 down to FL250?
Solution:
For a descent between 35,000 ft and 25,000 ft, weight at 25,000 ft must be computed. This
computation is based on weight at 1,500 ft.
For a descent from 35,000 ft down to 1,500 ft, starting at 34,000 lb table provides:
 Fuel used = 244 lb
 Weight at 1,500 ft = 34,000 - 244 = 33,756 lb
Distance covered = 105 NM
FL350 34,000 lb
FL250
1,500 ft AMSL 33,756 lb
Using Performance Manual table (ref. PM 5-050-05) table by iterating on weight at top of descent
(25,000 ft) so as to get the weight at 1,500 ft (previously computed) leads to:
 Weight at 25,000 ft ≈ 33,756 + 196 = 33,952 lb ≈ 34,000 lb.
For a descent between 25,000 ft and 1,500 ft, starting at 34,000 lb, table provides:
 Distance covered = 74 NM and
 Fuel used = 196 lb.
Then, for a descent from 35,000 ft to 25,000 ft, characteristics are:

 Time = 20 - 15 = 5 minutes,
 Distance covered = 105 - 74 = 31 NM, and
 Fuel used = 244 - 196 = 48 lb.

EPM section Flight Planning > Basic Perfo > Descent gives as a function of Initial Altitude, Final
Altitude, ISA Dev., Wind, Profile, ZFW and Gross Weight, the descent profile figures.
Input:
- Initial Altitude Output:
- Final Altitude - Final Weight
- ISA Dev. - Fuel Used
- Wind - Air and Ground Distance
- Descent profile - Time
- ZFW - Final Altitude
- Gross Weight
DESCENT DATA TABLES
Example 1
- Descent mode = 0.80 MI / 250 KIAS / Idle
- What are the descent figures from FL350 down to 1,500 ft?
The results are:

 Time = 20 minutes
 Distance covered = 105 NM
Example 2
- Descent mode = 0.80 MI / 250 KIAS / Idle
- What are the descent figures from FL350 down to FL250?
The results are:

 Time = 5 minutes
 Distance covered = 31 NM

HOLDING
HOLDING SPEED AND FUEL FLOW DETERMINING
Holding flight consists in a waiting or observing area. The objective is also to minimize Fuel Flow in
order to burn a minimum fuel quantity for a given duration. By flying at 110% of minimum drag speed,
or Drift Down Index (DDI), fuel flow is minimized and so holding time is maximized.
The "Holding" chart in the Performance Manual, ref. PM 5-15-1 (for Falcon 2000EX EASy / DX without
winglets) or PM 5-100-05 (for Falcon 2000DX with winglets / LX / LXS / S), gives the recommended
holding speed (IAS) and the corresponding fuel flow (per engine) depending on the gross weight and
altitude.
Output:
Input: - Holding speed
- Weight (lb), (KIAS),
- Altitude (ft), - Fuel Flow per
- Temperature engine (lb/h),
deviation (°C). - Temperature
deviation correction
(lb/hr/°C)
HOLDING TABLE
The Fuel Flow (FF) depends on ISA deviation:
T° > ISA ⇒ FF
T° < ISA ⇒ FF
Example
- Gross weight = 34,000 lb,
- Holding pressure altitude = 15,000 ft,
- Temperature = ISA + 10°C,
- Engine and wing ice protection ON,
- NO Ice accumulation
 Holding speed = 201 kt

 Fuel Flow per engine in ISA = 701 lb/hr/eng

 Temperature correction = 2.0 lb/h/°C
With A/I and Delta ISA corrections,

 Corrected Fuel Flow per engine = 1.05 x Fuel Flow per engine without ice protection delta ISA
corrected = (701 + 2.0 x 10) = 757 lb/hr/eng
 Total Corrected Fuel Flow = 2 x 757 = 1,514 lb/hr
EPM section Flight Management > Cruise Check & Holding > Holding provides depending, on the
Gross weight and altitude: Holding time, holding speed (IAS) and the corresponding fuel flow (per
engine).
Input:
- Holding Altitude Output:
- ISA Dev. - Holding Time
- ZFW - Holding speed
- Gross Weight - Fuel Flow per engine (lb/h)
- Requested Fuel - Final Weight
after holding or
requested
holding Time
HOLDING
Example
- Holding Altitude = 15,000 ft,
- Holding time = 20 min.
The results are:

 Inititial Holding speed = 201 KIAS / Final Holding Speed = 199 KIAS
 Initial Weight = 34000 lb / Final Weight = 33524 lb
 Initial FF: 719 lb/h / Final FF: 710 lb/h

DGAC20DSOF015 PART 3 - METHOD ISSUE 1
05-05-15 FLIGHT PLANNING - PART 3 - METHOD
This sub-section details the flight planning method, which is useful when no flight planning software is
available.
REMINDER OF WEIGHT LIMITATIONS
Before starting the engines, the actual airplane's weight must be checked against all the limitations
during the various phases of flight:
- Maximum Zero Fuel Weight (MZFW),
- Maximum Ramp Weight (MRW),
- Maximum Take-Off Weight (MTOW), as detailed in the following section 05-15,
- En-route obstacles limitation: MTOW_en-route obstacle = Maximum weight over the limiting
obstacle + minimum fuel burned from brakes release to the obstacle position.
- Maximum Landing Weight (MLW), as detailed in the following section 05-20.
FUEL PLANNING
SYNTHESIS OF THE REGULATORY REQUIREMENTS
The following flow charts describe the MINIMUM fuel quantities pursuant to each regulation: EASA
AIR-OPS, FAR 91 and FAR 135. The AIR-OPS flow chart details the standard fuel planning
procedure and also mentions the Reduced Contingency fuel and Pre-Determined Point procedures.
For further information on regulatory requirements, refer to the “FUEL REQUIREMENTS” paragraph
(05-05-05).
NOTE
For each chart, refer to the related comments at the end of this paragraph.

AIR-OPS FUEL REQUIREMENTS – CAT – NO FAILURE

Normal Flight
CAT.OP.MPA
AIR-OPS

AIR-OPS FUEL REQUIREMENTS – CAT – ONE ENGINE INOPERATIVE OR DEPRESSURIZATION

One Engine Inoperative or
Depressurizzation
CAT.OP.MPA
AIR-OPS

AIR-OPS FUEL REQUIREMENTS - NCC

FAR 91 FUEL REQUIREMENTS
FAR 135 FUEL REQUIREMENTS


AIR-OPS
Normal flight
The above AIR-OPS flow chart synthesizes:
- The standard fuel policy as described in FUEL REQUIREMENTS / AIR-OPS: STANDARD
PROCEDURE (CODDE2 05-05-05), and
- The specific case where no destination alternate is required, as described in ALTERNATE
AERODROMES / AIR-OPS (CODDE2 05-05-05).
Special procedures (reduced contingency fuel and pre-determined point procedures) are not
described here. For further information, refer to FUEL REQUIREMENTS / AIR-OPS: SPECIAL
PROCEDURE (CODDE2 05-05-05).
This method provides the minimum required fuel quantity Q1. However, this quantity may be not
enough to cope with a depressurization or an engine failure at the most critical point. In this case, an
additional fuel reserve is required.
One engine failure or depressurization

At the most critical point, the remaining fuel must enable to:
- Descent,
- Fly to an alternate aerodrome,
- Hold for 15' at 1,500 ft above the alternate aerodrome elevation,
- Fly the instrument approach procedure, and land.
The flight profile obviously depends on the failure, and so does the minimum fuel quantity:
- Q2 in case of depressurization,
- Q3 in case of engine failure.
Most of the time, the decompression is more limiting than the engine failure because the all engines
operative fuel consumption at low altitude is greater than the OEI one at the OEI optimum flight level.
Consequently, the minimum fuel required is determined by:

Minimum fuel required = Max (Q1, Q2, Q3)
Then, the minimum additional fuel is determined by:

Minimum additional fuel = Minimum fuel required - Q1

FUEL PLANNING OPTIONS
Depending on the operational constraints, 3 options are proposed to the captain:

- To optimize the fuel at take-off,
- To decrease the commercial payload,
- To consider a fuel stop.
Fuel at take-off optimization

Regarding the actual payload, it is possible to compute the minimum fuel required at LRC taking into
account the actual winds aloft, ISA deviation, etc. If the minimum fuel still limits the payload, the
captain can either decrease the commercial payload or consider a fuel stop.
Payload decreasing
The maximum payload should be computed during flight planning regarding the following “Take-off
limits”:
TAKE-OFF LIMITATION TRIP FUEL LIMITATION LANDING LIMITATION (*)

Operational MTOW MZFW Operational MLW
+ Fuel at take-off + Trip fuel
= LIM #1 = LIM #2 = LLIM #3
Actual MTOW = minimum (LIM #1; LIM #2; LIM #3)
Max Payload = Actual MTOW - BOW - Fuel at T/O
(*) NOTE
During a short flight with TOW near to MTOW, the trip fuel may be less than the difference
MTOW - MLW (3,500 lb for Falcon 2000 Easy model with extended MTOW). In this case, it is
important to check that the planned landing weight:
- Allows to safely fly to the alternate aerodrome, and
- Is less than or equal to the actual maximum landing weight.

lb Basic Operational Weight

+ (BOW)
Payload lb
=
lb Zero Fuel Weight (ZFW) ≤ 29,700 lb MZFW
+
Final Reserve lb
=
+ lb Landing Weight at alternate
+ +
Alternate Fuel lb lb
= =
= MLW at
Mini Fuel reserves at lb ≤ 39,300 lb alternate
Landing Weight at destination
+ + +
Trip Fuel lb
+ + =
Contingency Fuel lb MLW at
≤ 39,300 lb
+ + destination
Additional Fuel lb
+ +
Extra Fuel lb
=
Fuel at Take-Off = lb
+ Take-Off Weight (TOW) ≤ lb MTOW

+
Taxi fuel lb
=
Ramp Fuel =
Ramp Weight ≤ 43,000 MRW

Payload
Fuel quantity values Fuel calculation
Airplane’s weight Weight calculation
FUEL PLANNING FORM (F2000LXS EXAMPLE)

OXYGEN PLANNING
INTRODUCTION
Oxygen planning consists in precisely determining the oxygen quantity to carry on board. The present
method is based on the most limiting scenario: depressurization at ETP.
After depressurization, there are two possible diversion airports (A and B in the below diagram) and
thus two possible oxygen quantities (O1 and O2 in the below diagram).
- O1 is the quantity necessary to proceed to A
- O2 is the quantity necessary to proceed to B
ETP
O1 O2
FL100 FL100
A B
The minimum required O2 = MAX (O1, O2)

O2 REQUIREMENT
The following tables extracted from PM ref. 2-50 (for Falcon 2000EX EASy / DX without winglets) or 2-
200-05 (for Falcon 2000DX with winglets / LX / LXS / S) give for Crew/Pax and Normal/Emergency
modes:
- The Flight Level O2 Consumption depending on the flight level,
- The Descent O2 Consumption.
NOTE
These tables give 2 pressure drop values: The first one for the basic cylinder (76 cubic feet)
and
The second one for the optional cylinder (115 cubic feet).
NOTE
Oxygen consumption data in NORMAL MODE ONLY
Flight Level O2 consumption
Crew (NORMAL MODE ONLY)
Cabin altitude (ft) 10,000 11,000 12,000 13,000 14,000 15,000 16,000 17,000 18,000 19,000 20,000
Cylinder basic
1.90 1.90 1.90 1.90 1.90 1.90 2.13 2.37 2.60 2.84 3.07
pressure bottle
drop optional
1.20 1.20 1.20 1.20 1.20 1.20 1.36 1.51 1.67 1.83 1.98
(psi/min) bottle
Cylinder basic
3.31 3.54 3.78 4.01 4.25 4.48 4.60 4.50 4.31 4.12 3.93
pressure bottle
drop optional
2.14 2.30 2.45 2.61 2.77 2.92 3.00 2.94 2.81 2.69 2.56
(psi/min) bottle
Cabin altitude (ft) 31,000 32,000 33,000 34,000 35,000 36,000 37,000 38,000 39,000 40,000
Cylinder basic
3.73 3.54 3.35 3.16 2.96 2.77 2.58 2.39 2.19 2.00
pressure bottle
drop optional
2.43 2.31 2.18 2.06 1.93 1.80 1.68 1.55 1.43 1.30
(psi/min) bottle

Pax (NORMAL MODE ONLY)

Cylinder basic
pressure bottle 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
drop optional
(psi/min) bottle 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60
Cylinder basic
pressure bottle 1.01 1.11 1.22 1.32 1.43 1.53 1.64 1.74 1.85 1.95 2.06
drop optional
(psi/min) bottle 0.67 0.74 0.81 0.88 0.95 1.02 1.09 1.16 1.23 1.30 1.37
Cabin altitude (ft) 32,000 33,000 34,000 35,000 36,000 37,000 38,000 39,000 40,000
Cylinder basic
pressure bottle 2.16 2.27 2.37 2.48 2.58 2.69 2.79 2.90 3.00
drop optional
(psi/min) bottle 1.44 1.51 1.58 1.65 1.72 1.79 1.86 1.93 2.00

Descent O2 consumption
The following tables give the average O2 consumption of crew and passengers (in psi/min) depending
on initial and final cabin altitude (“Basic” for 76 cu.ft bottle and “Optional” for 115 cu.ft bottle).
Crew (NORMAL MODE ONLY)
Initial cabin altitude (ft)

Bottle 10,000 11,000 12,000 13,000 14,000 15,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 30,000 32,000 34,000 36,000 38,000 40,000
BASIC 1.90 1.90 1.90 1.90 1.90 1.92 2.03 2.19 2.38 2.58 2.79 2.98 3.09 3.15 3.17 3.15 3.11 3.05
10,000
OPTIONAL 1.20 1.20 1.20 1.20 1.20 1.21 1.29 1.40 1.52 1.65 1.79 1.92 1.99 2.03 2.05 2.04 2.01 1.97
BASIC 1.90 1.90 1.90 1.90 1.92 2.05 2.23 2.42 2.63 2.85 3.04 3.15 3.21 3.22 3.20 3.15 3.09
11,000
OPTIONAL 1.20 1.20 1.20 1.20 1.22 1.30 1.42 1.55 1.69 1.83 1.96 2.04 2.07 2.08 2.07 2.04 2.00
BASIC 1.90 1.90 1.90 1.93 2.08 2.27 2.48 2.69 2.91 3.11 3.22 3.27 3.28 3.25 3.20 3.13
12,000
OPTIONAL 1.20 1.20 1.20 1.22 1.32 1.44 1.58 1.73 1.88 2.01 2.08 2.12 2.12 2.11 2.07 2.03
BASIC 1.90 1.90 1.94 2.11 2.32 2.54 2.76 2.99 3.19 3.30 3.35 3.35 3.31 3.25 3.18
13,000
OPTIONAL 1.20 1.20 1.23 1.34 1.48 1.63 1.78 1.93 2.06 2.13 2.17 2.17 2.15 2.11 2.06
BASIC 1.90 1.96 2.16 2.39 2.62 2.85 3.08 3.28 3.39 3.43 3.42 3.38 3.31 3.22
14,000
OPTIONAL 1.20 1.24 1.38 1.53 1.68 1.83 1.99 2.12 2.19 2.22 2.22 2.19 2.15 2.09
BASIC 2.02 2.25 2.49 2.72 2.96 3.19 3.39 3.49 3.52 3.50 3.45 3.37 3.28
15,000
OPTIONAL 1.28 1.44 1.59 1.75 1.90 2.06 2.19 2.26 2.28 2.27 2.24 2.19 2.13
BASIC 2.37 2.60 2.84 3.07 3.31 3.50 3.59 3.61 3.58 3.52 3.43 3.33
16,000
OPTIONAL 1.51 1.67 1.83 1.98 2.14 2.27 2.33 2.34 2.32 2.28 2.23 2.16
BASIC 2.84 3.07 3.31 3.54 3.73 3.80 3.79 3.73 3.65 3.54 3.42
18,000
Final cabin altitude (ft)
OPTIONAL 1.83 1.98 2.14 2.30 2.42 2.46 2.46 2.43 2.37 2.30 2.22
BASIC 3.31 3.54 3.78 3.95 3.99 3.94 3.86 3.75 3.62 3.47
20,000
OPTIONAL 2.14 2.30 2.45 2.57 2.59 2.57 2.51 2.44 2.35 2.26
BASIC 3.78 4.01 4.17 4.16 4.07 3.95 3.81 3.66 3.49
22,000
OPTIONAL 2.45 2.61 2.71 2.71 2.65 2.57 2.48 2.38 2.27
BASIC 4.25 4.36 4.28 4.14 3.99 3.81 3.64 3.46
24,000
OPTIONAL 2.77 2.84 2.79 2.70 2.60 2.49 2.37 2.25
BASIC 4.48 4.30 4.11 3.92 3.73 3.54 3.34
26,000
OPTIONAL 2.92 2.80 2.68 2.56 2.43 2.30 2.18
BASIC 4.12 3.93 3.73 3.54 3.35 3.16
28,000
OPTIONAL 2.69 2.56 2.43 2.31 2.18 2.06
BASIC 3.74 3.54 3.35 3.16 2.96
30,000
OPTIONAL 2.43 2.31 2.18 2.06 1.93
BASIC 3.35 3.16 2.96 2.77
32,000
OPTIONAL 2.18 2.06 1.93 1.80
BASIC 2.96 2.77 2.58
34,000
OPTIONAL 1.93 1.80 1.68
BASIC 2.58 2.39
36,000
OPTIONAL 1.68 1.55
BASIC 2.19
38,000
OPTIONAL 1.43
BASIC
40,000
OPTIONAL

Pax (NORMAL MODE ONLY)
Initial cabin altitude (ft)

Bottle 10,000 11,000 12,000 13,000 14,000 15,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 30,000 32,000 34,000 36,000 38,000 40,000
BASIC 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.92 0.96 1.02 1.09 1.16 1.24 1.33 1.42 1.51 1.60 1.60
10,000
OPTIONAL 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.61 0.64 0.68 0.72 0.78 0.83 0.89 0.94 1.01 1.07 1.07
BASIC 0.90 0.90 0.90 0.90 0.90 0.90 0.92 0.96 1.03 1.10 1.18 1.26 1.35 1.44 1.53 1.62 1.62
11,000
OPTIONAL 0.60 0.60 0.60 0.60 0.60 0.60 0.61 0.64 0.68 0.73 0.78 0.84 0.90 0.96 1.02 1.08 1.08
BASIC 0.90 0.90 0.90 0.90 0.90 0.92 0.97 1.04 1.11 1.19 1.28 1.37 1.46 1.55 1.65 1.65
12,000
OPTIONAL 0.60 0.60 0.60 0.60 0.60 0.61 0.65 0.69 0.74 0.79 0.85 0.91 0.97 1.04 1.10 1.10
BASIC 0.90 0.90 0.90 0.90 0.92 0.98 1.05 1.12 1.21 1.30 1.39 1.48 1.58 1.68 1.68
13,000
OPTIONAL 0.60 0.60 0.60 0.60 0.62 0.65 0.70 0.75 0.81 0.87 0.93 0.99 1.05 1.12 1.12
BASIC 0.90 0.90 0.90 0.93 0.98 1.06 1.14 1.23 1.32 1.41 1.51 1.61 1.71 1.71
14,000
OPTIONAL 0.60 0.60 0.60 0.62 0.66 0.71 0.76 0.82 0.88 0.94 1.01 1.07 1.14 1.14
BASIC 0.90 0.90 0.93 0.99 1.07 1.16 1.25 1.34 1.44 1.54 1.64 1.74 1.74
15,000
OPTIONAL 0.60 0.60 0.62 0.66 0.71 0.77 0.83 0.90 0.96 1.03 1.09 1.16 1.16
BASIC 0.90 0.94 1.01 1.09 1.18 1.28 1.37 1.47 1.57 1.67 1.77 1.77
16,000
OPTIONAL 0.60 0.62 0.67 0.73 0.79 0.85 0.92 0.98 1.05 1.12 1.18 1.18
BASIC 0.95 1.04 1.14 1.24 1.34 1.44 1.54 1.65 1.75 1.85 1.85
18,000
Final cabin altitude (ft)
OPTIONAL 0.64 0.69 0.76 0.82 0.89 0.96 1.03 1.10 1.17 1.24 1.24
BASIC 1.11 1.22 1.32 1.43 1.53 1.64 1.74 1.85 1.95 1.95
20,000
OPTIONAL 0.74 0.81 0.88 0.95 1.02 1.09 1.16 1.23 1.30 1.30
BASIC 1.32 1.43 1.53 1.64 1.74 1.85 1.95 2.05 2.05
22,000
OPTIONAL 0.88 0.95 1.02 1.09 1.16 1.23 1.30 1.37 1.37
BASIC 1.53 1.64 1.74 1.85 1.95 2.06 2.16 2.16
24,000
OPTIONAL 1.02 1.09 1.16 1.23 1.30 1.37 1.44 1.44
BASIC 1.74 1.85 1.95 2.06 2.16 2.26 2.26
26,000
OPTIONAL 1.16 1.23 1.30 1.37 1.44 1.51 1.51
BASIC 1.95 2.06 2.16 2.27 2.37 2.37
28,000
OPTIONAL 1.30 1.37 1.44 1.51 1.58 1.58
BASIC 2.16 2.27 2.37 2.47 2.47
30,000
OPTIONAL 1.44 1.51 1.58 1.65 1.65
BASIC 2.37 2.48 2.58 2.58
32,000
OPTIONAL 1.58 1.65 1.72 1.72
BASIC 2.58 2.68 2.68
34,000
OPTIONAL 1.72 1.79 1.79
BASIC 2.79 2.79
36,000
OPTIONAL 1.86 1.86
BASIC 2.89
38,000
OPTIONAL 1.93
BASIC
40,000
OPTIONAL

O2 PLANNING FORMS
AIR-OPS, FAR 91 and FAR 135 requirements are synthesized in the below tables.
NOTE
Oxygen consumption is expressed as pressure drop for basic bottle 76 cu.ft (and optional 115
cu.ft is written between brackets). The minimum required oxygen quantity is expressed as the
oxygen bottle’s pressure.
NOTE
The notes are appended below each table.

AIR-OPS TABLE
AIR-OPS 2
1 3 O2 consumption
Cylinder
TIME Number of (psi) =
CONDITIONS pressure drop
(min) (1) persons 1x2x3
(psi/min)
DEPRESSURIZATION AT THE MOST CRITICAL POINT
1 - SUPPLEMENTAL OXYGEN FOR PILOT
(2)
Descent 3.35 (2.17) N1
ZCAB> 13,000 ft +
(3)
Flight level cruise N1
Flight to alternate +
(3)
with 10,000 ft < ZCAB ≤ 13,000 ft Flight time - 30 min 1.90 (1.20) N1
Sum O'1 =
(4)
Minimum required = 239.50 (151.70) x N1 O''1 =
Max (O'1,O''1) O1 =
(5)
2 - SUPPLEMENTAL OXYGEN FOR CABIN CREW MEMBER
(2)
Descent 3.35 (2.17) N2
ZCAB > 13,000 ft +
(3)
Sum O'2 =
(6)
Minimum required = 68.5 (43.7) x N2 O''2=
Max (O'2,O''2)
Flight to alternate (3) +
with 10,000 ft < ZCAB ≤ 13,000 ft Flight time - 30 min 1.90 (1.20) N2
Supplemental oxygen for cabin crew members O2 =

3 - SUPPLEMENTAL OXYGEN FOR PASSENGER
(7)
Descent T1 1.74 (1.16) N3
ZCAB > 15,000 ft +
(8)
Flight level cruise T2 N3
Sum O’3 =
(9)
Minimum required = 17.40 (11.60) x N3 O’’3 =
Max (O’3, O’’3)
+
14,000 ft < ZCAB ≤ 15,000 ft (8)
30% N3
+
Flight to alternate (8)
with 10,000 ft < ZCAB ≤ 14,000 ft Flight time - 30mn 10% N3
+
8,000 ft < ZCAB ≤ 15,000 ft T3 4.40 (3.00)
(10)
1
+
Passenger controller leakage T1 + T2 + T3 0.20 (0.10) N/A (=1)
Supplemental oxygen for passengers O3 =
4 - MINIMUM OXYGEN PRESSURE REQUIRED FOR THE MISSION
O1 + O2 + O3 + 200 psi reserve O=
(11)
Ambient temperature correction
MAXIMUM PRESSURE (psi) 2,700

COMMENTS AIR-OPS
Oxygen consumption data are expressed as pressure drops and final oxygen quantity computed is a
minimal pressure to have in oxygen bottle.
1. The cylinder pressure drop data are extracted from the tables in the Performance Manual,
section 2-200-05, depending on:
- The cabin altitude,
- The type of oxygen consumption (pilot, crew member, passenger, first aid or passenger
controller leakage),
- The type of oxygen cylinder (basic or optional).
2. In order to simplify the oxygen calculation these values are given to cope with the worst O2
consumption case during a standard descent. They correspond to a standard descent from
32,000 ft down to 13,000 ft. This standard descent is designed by calculating the average
oxygen consumption on every possible descent and selecting the most limiting.
In order to compute O2 consumption during a specific descent for ONE pilot, use the table here
above mentioned in chapter “O2 CONSUMPTION”.
NOTE
Cabin crew member located in cockpit is considered as pilot.
3. In case of minimum required flight altitude > 13,000 ft, a level flight must be performed. ONE
pilot’s O2 consumption is determined with the use the table here above mentioned in chapter
“O2 CONSUMPTION”.
NOTE
4. Minimum required quantity = to supply the pilots during 10 min in descent from maximum
certificated altitude + 110 min at FL100.
When descending from 40,000 ft down to 10,000 ft:

 Average pressure drop with BASIC CYLINDER = 3.05 psi/min, and
 Average pressure drop with OPTIONAL CYLINDER = 1.97 psi/min
At flight level at 10,000 ft:


Conclusion:
 BASIC CYLINDER: Minimum Required = (10 x 3.05 + 110 x 1.90) x N1 = 239.5 x N1
 OPTIONAL CYLINDER: Minimum Required = (10 x 1.97 + 110 x 1.20) x N1 = 151.7 x N1
5. The cabin crew members are considered breathing at the same rate than pilots, which is the
most limiting assumption.
NOTE
For a specific computation, taking into account cabin crew location in airplane, cabin crew
located with passengers are breathing at the same rate (psi/min) than passengers. Data for “2-
SUPPLEMENTAL OXYGEN FOR CABIN CREW MEMBERS” must be updated according to
cabin crew distribution in airplane.
6. Minimum required quantity = to supply the flight attendant during 10 min in descent from
maximum certificated altitude + 20 min at FL100.

 Average pressure drop with BASIC CYLINDER = 3.05 psi/min and

Conclusion;
7. In order to simplify the oxygen calculation, this value is given to cope with the worst O2
consumption case during a standard descent. It corresponds to a standard descent from
In order to compute O2 consumption during a specific descent for ONE passenger, use the
table here above mentioned in chapter “O2 CONSUMPTION”.

8. In case of minimum required flight altitude > 13,000 ft, a level flight must be performed. ONE
passenger’s O2 consumption is determined with the use the table here above mentioned in
chapter “O2 CONSUMPTION”.
9. Minimum required quantity = to supply 100% of PAX during 10 min in descent from maximum
certificated altitude.
 Average pressure drop with BASIC CYLINDER = 1.74 psi/min and
Conclusion;
 Basic cylinder: Minimum Required = (10 x 1.74) x N3 = 17.40 x N3
 Optional cylinder: Minimum Required = (10 x 1.16) x N3 = 11.60 x N3
10. Consumption for passengers equipped with First Aid mask.
11. The total oxygen consumption must be temperature corrected with the use of the
“Determination of oxygen quantity required for flight planning” chart (ref. PM 2-200-05 page 4
for Falcon 2000DX with winglets/LX/LXS/S or 2-50 for Falcon 2000EX EASy/DX without
winglets refer to the pages applicable to your aircraft).

FAR 91 TABLE
FAR 91 O2
1 2 3 consumption
TIME Cylinder pressure Number of (psi)
CONDITIONS (min) drop (psi/min)
(1)
persons =
1x2x3
(2)
Zaircraft > 41,000 ft 3.00 (2.00) 1 O1 =
(3) (2)
35,000 ft < Zaircraft ≤ 41,000 ft 3.40 (2.30) 1 O2 =
DEPRESSURIZATION AT THE MOST CRITICAL POINT
(4)
Descent 3.43 (2.22) N1
ZCAB > 14,000 ft +
(5)
+
Flight time - 30 min 1.90 (1.20) N1
with 12,500 ft < ZCAB ≤ 14,000 ft
(6) +
ZCAB > 25,000 ft 10 min 3.31 (2.14) N1
Supplemental oxygen for pilots O3 =

2 - SUPPLEMENTAL OXYGEN FOR CABIN CREW MEMBER IN COCKPIT
(7)
Descent 3.52 (2.28) N2
ZCAB > 15,000 ft +
(8)
(7) +
ZCAB > 25,000 ft 10 min 3.52 (2.28) N2
Supplemental oxygen for cabin crew members O4 =

3 - SUPPLEMENTAL OXYGEN FOR CABIN OCCUPANT
(9)
Descent T1 1.74 (1.16) N3
ZCAB > 15,000 ft +
(10)
(9) +
ZCAB > 25,000 ft T3 = 10 min 1.74 (1.16) N3
Passenger controller leakage L = (T1 + T2 + T3) x 0.2 (0.1)

O1 + O2 + O3 + O4 + O5 + 200 psi reserve O=

(11)

FAR 91 COMMENTS
Oxygen consumption data are expressed in psi per minute (psi/min) and final oxygen quantity
computed is a minimal volume to have in oxygen bottle.
1. The cylinder pressure drop values are extracted from the tables in the Performance Manual,
PM 2-200-05 for Falcon 2000DX with winglets/LX/LXS/S or 2-50 for Falcon 2000EX EASy/DX
without winglets (refer to the pages aoolicable to your aircraft) .
2. In normal situation, according to NORM pressurization laws (as explained in CODDE1 02-21-
15 p7/22), the maximum O2 consumption is:
For flight above FL410:

 Average pressure drop with BASIC CYLINDER = 3.00 psi/min
For flight between FL350 and FL410:

 Average pressure drop with BASIC CYLINDER = 3.40 psi/min
3. Between FL350 and FL410, during the absence of one pilot from the cockpit, the remaining
pilot must breathe oxygen. Computing such required O2 quantity for the total time above
FL350 is very limiting. Consequently, depending on each flight, a realistic percentage of flight
time must be evaluated.
4. In order to simplify the oxygen calculation, these values are given to cope with the worst O2
5. In case of minimum required flight altitude > 12,500 ft, a level flight must be performed. Read
the O2 consumption for ONE pilot from the table here above mentioned in chapter “O2
CONSUMPTION”.
6. In order to simplify the oxygen calculation, this value is given to cope with the worst O2

7. This is the specific case of a cabin crew member sitting in the cockpit. In order to simplify the
oxygen calculation, these values are given to cope with the worst O2 consumption during a
standard descent. They correspond to a standard descent from 32,000 ft down to 15,000 ft.
This standard descent is designed by calculating the average oxygen consumption on every
possible descent and selecting the most limiting.
In order to compute O2 consumption during a specific descent for ONE crew member, use the
NOTE
8. The cabin crew members are here considered breathing O2 at the same rate (psi/min) than the
pilots, which is the most limiting assumption.
In case of minimum required flight altitude > 15,000 ft, a level flight must be performed. Read
CONSUMPTION”.
In order to compute O2 consumption during a specific descent for ONE passenger, use the
the O2 consumption for ONE passenger from the table here above mentioned in chapter “O2
CONSUMPTION”.
“Determination of oxygen quantity required for flight planning” chart, in the Performance
Manual, section 2-200-05 page 4.

FAR 135 TABLE
FAR 135 2 Cylinder 3 O2 consumption

1
pressure drop Number of (psi) =
CONDITIONS TIME (min) (1)
(psi/min) persons 1x2x3
(2)
Zaircraft > 35,000 ft 2.96 (1.93) 1 O1 =
(3) (2)
25,000 ft < Zaircraft ≤ 35,000 ft 4.60 (3.00) 1 O2 =
DEPRESSURIZATION AT THE MOST CRITICAL ETP
(4)
Descent T1 3.28 (2.12) N1
ZCAB > 12,000 ft (5) +
+
Flight time - 30 min 1.90 (1.20) N1
with 10,000 ft < ZCAB ≤ 12,000 ft
Sum O'3 =
(6)
Max (O'3,O''3) O3 =
2 - SUPPLEMENTAL OXYGEN FOR CABIN CREW MEMBER IN COCKPIT
(7)
Descent 3.52 (2.28) N2
ZCAB > 15,000 ft (8) +
Sum O'4 =
(9)
Max (O'4,O''4)
Flight time - 30 min 1.90 (1.20) 10% N2
with 10,000 ft < ZCAB ≤ 15,000 ft
ZCAB > 25,000 ft 10 min 3.52 (2.28)
(7)
N2 +
Supplemental oxygen O4 =
3 - SUPPLEMENTAL OXYGEN FOR CABIN OCCUPANT
(10)
Descent T1 1.74 (1.16) N3
ZCAB > 15,000 ft (11)
+
Sum O'5 =
(12)
Max (O'5, O''5)
Flight to alternate T3 = Flight time (11) +
0.9 (0.6) 10% N3
With 10,000 ft < ZCAB ≤ 15,000 ft - 30 min
(10) +
ZCAB > 25,000 ft T4 = 10 min 1.74 (1.16) N3
Passenger controller leakage (T1 + T2 + T3 + T4) x 0.2 (0.1)
O1 + O2 + O3 + O4 + O5 + 200 psi reserve O=
(13)
MAXIMUM PRESSURE (psi) 2.700

FAR 135 COMMENTS
1. The cylinder pressure drop values are extracted from the tables in the Performance Manual,
section 2-200-05.
2. In normal situation, according to NORM pressurization laws (as explained in CODDE1 02-21-
15 p7/22), the maximum O2 consumption is:
For flight above FL350:

 Worst average pressure drop with BASIC CYLINDER = 2.96 psi/min
 Worst average pressure drop with OPTIONAL CYLINDER = 1.93 psi/min
For flight between FL250 and FL350:

 Worst average pressure drop with BASIC CYLINDER = 4.60 psi/min
 Worst average pressure drop with OPTIONAL CYLINDER = 3.00 psi/min
3. Between FL250 and FL350, during the absence of one pilot from the cockpit, the remaining
pilot must breathe oxygen. Computing such required O2 quantity for the total time above
FL350 is very limiting. Consequently, depending on each flight, a realistic percentage of flight
time must be evaluated.
CONSUMPTION”.
6. Minimum required quantity = oxygen quantity necessary for 2 flight hours. The minimum
required quantity includes oxygen for 10 min in descent from maximum certificated altitude +
110 min cruise at 10,000 ft.



Conclusion;
7. This is the specific case of a cabin crew member sitting in the cockpit. These figures
correspond to a standard descent from 32,000 ft down to 15,000 ft. This standard descent is
designed by calculating the average oxygen consumption on every possible descent and
selecting the most limiting.
In order to compute O2 consumption during a specific descent for ONE crew member, use the
NOTE
8. The cabin crew members are here considered breathing O2 at the same rate (psi/min) than the
pilots, which is the most limiting assumption.
In case of minimum required flight altitude > 15,000 ft, a level flight must be performed. Read
CONSUMPTION”.
9. Minimum required quantity = oxygen quantity necessary for 30 minutes flight. The minimum
required quantity includes O2 for 10 min in descent from maximum certificated altitude + 20
minutes cruise at 10,000 ft.



Conclusion;
11. In case of minimum required flight altitude > 15,000 ft, a level flight must be performed.
12. Minimum required quantity = oxygen quantity necessary for 30 minutes flight. The minimum
required quantity includes 10 min in descent from maximum certificated altitude + 20 minutes
cruise at 10,000 ft.


Conclusion;
“Determination of oxygen quantity required for flight planning” chart, in the Performance
Manual, section 2-200-05 page 4.

USE OF EPM
In the Electronic Performance Manual, section Flight Planning > Fuel And Oxy Reserves > O2
Reserves allows you to compute Oxygen reserves according to following regulation:
- AIR OPS Part CAT
- FAR 91
- FAR 135
Input:
Output:
- Regulation
- O2 remaining - O2 consumption
- Cylinder temperature - Min. required O2
- Crew and passengers - Max. time at 1st step during
- Level flight before descent
depressurization - First Aid Consumption
- Descent profile
- Flight time
Example:
- Regulation: AIR-OPS Part CAT
- O2 remaining: 1850 PSI
- Cylinder temperature: 21°C
- Flight Crew: 2 / Cabin Crew: 1 / PAX: 7
- Highest level: 41,000 ft
- 1st step: 17,000 ft for 15 min
- 2nd step: 13,000 ft for 10 min
- 3rd step 10,000 ft
- Flight time between 8000 ft and 10,000 ft: 10 min
The results are:

 Min. required O2 at 21°C = 1,088 PSI


DGAC20DSOF015 PART 4 - EXAMPLE ISSUE 1
05-05-20 FLIGHT PLANNING – PART 4 - EXAMPLE
In this section, each step of flight planning for a F2000LXS flight from Denver to Honolulu is detailed.
The calculation of the minimum required fuel quantity considers:
- A normal flight,
- An engine failure at ETP,
- A depressurization at ETP,
- The calculation of en-route obstacle clearance,
- The calculation of the minimum required oxygen quantity.
NOTE
Refer to “Take-Off” and “Landing” sections to check compliance of required TOW and
required LW with regulation and environmental constraints (runway length, obstacles).
FLIGHT INFORMATION
AIRPORTS
- Departure: Denver Centennial Airport (KAPA)

- Destination: Honolulu (PHNL)
- Destination alternate: Kona (PHKA)
- En-route alternate: San-Francisco (KSFO)
GROUND DISTANCES
- Denver – Honolulu: 2,900 NM

- Honolulu – Kona: 150 NM
LOADING
- BOW: 25,000 lb
- Crew: 2 pilots + 1 flight attendant (weight included in BOW)
- Passengers: 5
- Cargo: 500 lb
- Oxygen bottle: Basic (76 cu.ft)

FLIGHT DETAILS
- Cruising speed: Mach 0.80

- ISA Dev: ISA + 10°C
- Wind: 20 kt headwind
- Anti-ice: OFF
FLIGHT PROFILE
The maximum flight level on this route is FL430, due to ATC. After depressurization, the airplane will
fly at LRC at 10,000 ft. After engine failure, airplane is assumed to fly at MCT at FL to be determined.
The maximum Grid MORA is 16,800 ft between Denver and San Francisco.
2,900 NM
830 NM 2,070 NM 150 NM
30 minutes
Denver San Francisco Honolulu Kona
NOTE
Altitudes at departure (Denver), destination (Honolulu) and alternate (Kona), are hereafter
approximated to 0 ft in order to focalize on flight plan method and compute total fuel required
for the flight.
Optimized calculation cases should be realized regarding true topographic and pressure
altitudes.

EQUI-TIME POINTS
The Equi-Time Points (ETP) is defined as:

Total Distance x Ground Speed Returning
Distance Departure to ETP =
Ground Speed Returning + Ground Speed Continuing
The Equi-Time Points (ETP) are regulatory determined by considering three different scenarios:
- ETP 1: an emergency diversion with all engines operative,
- ETP 2: a depressurization,
- ETP 3: an engine failure.
Their positions usually differ, depending on the winds and altitudes to be considered in each scenario.
In the present example, the three ETPs are very close. Since it does not impact the flight planning,
these three ETPs are considered co-located. With the following inputs:
- Distance Denver - San Francisco = 830 NM
- Distance San Francisco - Honolulu = 2,070 NM
- One engine inoperative cruise speed ≈ 350 kt
- Wind at drift down altitude = Westbound HW 20 kt
ETP OEI can be localized versus each airport:

 Distance ETP – San Francisco = 2,070 x (350 + 20) / [(350 + 20) + (350 - 20)] ≈ 1,080 NM
 Distance ETP – Honolulu ≈ 2,070 - 1,080 = 990 NM
FLIGHT FROM DENVER TO HONOLULU AND ETP BETWEEN SAN FRANCISCO AND HONOLULU

FUEL PLANNING
The AIR-OPS fuel planning form is used in the present example. This form can also be partly used
within the framework of FAR 91 and FAR 135 regulations, provided compliance with the relevant
requirements.

25,000 lb Operating Empty Weight

+
Payload lb
=
lb Zero Fuel Weight ≤ 29,700 lb MZFW
+
Final Reserve lb
+ =
lb Mini Landing Weight at alternate
+ +
= Fuel
Alternate lb
=
Mini Fuel reserves at = MLW at
lb ≤ alternate
Mini Landing Weight at destination

+ + +
Trip Fuel lb
+ + =
Contingency Fuel lb MLW at
≤
+ + destination
Additional Fuel lb
+ +
Extra Fuel lb
=
Fuel at take-off lb =
+ Take-Off Weight ≤ lb MTOW
+
Taxi / APU lb
= Fuel quantities
Ramp Fuel =
Payload Ramp Weight ≤ 43,000 MRW
Fuel quantity
FUEL PLANNING Airplane’s weight
Airplane’s weight
FORM

METHOD 1 – USING PERFORMANCE MANUAL
Payload
Payload = Cargo + Passengers
According to AIR-OPS AMC1 CAT.POL.MAB.100 e) table 2, a male passenger has a standard weight
of 200 lb (92 kg), thus:
 Payload = Cargo + Passengers weight = 500 + 5 x 200 = 1,500 lb
ZFW
- BOW = 25,000 lb
- Payload = 1,500 lb
 ZFW = BOW + Payload = 25,000 + 1,500 = 26,500 lb
Final Reserve
The final reserve is the fuel quantity necessary for a 30 minutes holding at 1,500 ft above the
destination alternate aerodrome. The holding data is available in the Performance Manual (ref. PM 5-
100-05 for Falcon 2000DX with winglets/LX/LXS/S or PM 5-15 Falcon 2000EX EASy/DX without
winglets).
Fuel burned on approach and landing is assumed equal to 100 lb.
 Aircraft weight after holding = 26,500 + 100 = 26,600 lb
Input: Output:
- Aircraft weight when - Holding speed (kt)
entering holding (lb) - Fuel flow per engine
- Pressure altitude (ft) (lb/hr)
- Correction for ISA
deviation (lb/hr/°C)
HOLDING TABLE
In order to simplify calculation of final reserve and to remain on the safe side, the airplane’s weight at
holding entrance is assumed to be approximated to 26,600 + 1,400 = 28,000 lb.
With:
- Falcon 2000LXS,
- Pressure altitude = 1,500 ft,
- Holding fuel flow per engine = 691 lb/hr,
- Temperature correction = 1.8 lb/hr/°C.

The holding table gives:

 Final reserve = ISA corrected Fuel flow per engine per hour x 2 engines x 0.5 hour
 Final reserve = (691 + 10 x 1.8) x 2 x 0.5 = 709 lb
 Landing Weight in Kona = ZFW + Final reserve = 26,500 + 709 lb,
 Landing Weight in Kona = 27,209 lb,
NOTE
28,000 lb assumption on the airplane’s weight at holding entrance introduces safety margins
in this example.
Alternate Fuel
The “Flight Planning charts – Long range cruise” chart in the Performance Manual (ref. PM 2-100-05
for Falcon 2000DX with winglets/LX/LXS/S or PM 2-15 for Falcon 2000EX EASy/DX without winglets)
allows to compute the alternate fuel (from Honolulu to Kona).
Input:
- Final altitude (ft) Output:

- Landing Weight at - Flight time (h)
alternate airport (lb) - Go around Weight
- Wind (kt) (lb) at destination
- Ground distance (NM) ARPT
ALTERNATE FUEL CALCULATION
With:
- Falcon 2000LXS
- Landing Weight in Kona = 27,209 lb,
- 20 kt Headwind,
- Final altitude = 25,000 ft,
- Ground distance = Distance Honolulu – Kona = 150 NM,
- Temperature = ISA+10°C.

The chart gives:

 Take-Off Weight = Go around weight at Honolulu = 28,150 lb
 Fuel to alternate burned in ISA = 28,150 - 27,209 = 941 lb
According to “Charts utilization procedure” from Performance Manual (ref. PM 1-050-10 for Falcon
2000DX with winglets / LX / LXS / S or PM 1-05-4 for F2000EX EASy / DX without winglets), this fuel
burn shall be increased by 0.6 % for each 5°C temperature deviation above ISA, thus:
 Fuel to alternateISA corrected = Corrected fuel burned = 941 x 1.012
 Fuel to alternateISA corrected ≈ 953 lb
As the “Flight Planning charts – Long range cruise” chart does not take into account the fuel for
approach and landing,
 Fuel to Alternate ISA corrected = 953 + 100 = 1,053 lb
NOTE
Minimum fuel remaining at Honolulu = Final reserve + Fuel to alternate (with approach and
landing fuel) = 709 + 953 + 100 = 1,752 lb
Minimum landing weight at Honolulu = 26,500 + 1,752 = 28,252 lb
Trip fuel
The “Flight Planning charts – MI = 0.80” chart (ref. PM 2-100-15 for Falcon 2000DX with
winglets/LX/LXS/S or PM 2-25 for F2000EX EASy/DX without winglets) allows to compute the trip fuel
from Denver to Honolulu.
Input:
Output:
- Final altitude (ft)
- Landing Weight (lb) - Flight time (h)
- Wind (kt) - Take-Off Weight (lb)
- Ground distance (NM)
TRIP FUEL CALCULATION

First, the cruising flight level (final altitude in the chart) must be determined by “rewinding” the flight
from Honolulu.
Step 1: Airplane's weight at Top Of Descent (TOD)

Considering a 100 lb standard fuel burn for approach and landing:
 Gross weight over IAF = Landing Weight at Honolulu + Fuel burned for approach and landing
 Gross weight over IAF = 28,252 + 100 = 28,352 lb
And the gross weight at TOD = 28,352 lb + Fuel burned during descent
The fuel burn in descent is extracted from the “Normal descent 0.80 MI / 250 kt” table in the
Performance Manual (ref. PM 5-050-05). Since the gross weight at TOD is an input into this chart, and
to avoid iterations this weight is approximated to 28,352 + 400 ≈ 28,750 lb according fuel burned in
the worst case (descent from FL470).
 Fuel burned during descent from FL470 = 262 lb.
 Gross weight at TOD = 28,352 + 262 = 28,614 lb
Step 2: Maximum final cruising flight level

In the Performance Manual (ref. PM 2-050-15) the “Maximum Weight in level Flight limited by the
lesser of Maximum Cruise Thrust or buffet onset in a 1.3 g maneuver” chart allows to determinate
Maximum final cruising FL.
Inputs:
- Mach Nb
- ISA deviation (°C) Output:
- Gross weight at TOD Cruising FL (ft)
FINAL CRUISE ALTITUDE
With:
- Mach Nb = 0.80,

 Maximum final cruise altitude = 47,000 ft
NOTE
For the Falcon 2000EX EASy / DX without winglets the Maximum Cruise Altitude is calculated
by taking the lowest of the altitudes given by the “Maximum Weight in level flight limited by
MCT” table (ref. PM 2-10) and the “Maximum Altitude for Buffet onset in a 1.3 G Maneuver”
graph (ref PM 2-05-3).
Step 3: Final cruising flight level selection

The final cruising FL can be chosen by comparing the different trip fuels at lower flight levels. The trip
fuel appears to be the lowest at FL470.
But, due to ATC, FL430 is the final cruising FL.
Step 4: Trip fuel computation

Using “Flight Planning chart – MI 0.80” chart (ref. PM 2-100-15 for Falcon 2000DX with
winglets/LX/LXS/S or PM 2-25 for Falcon 2000EX EASy/DX without winglets), with the following
inputs:
- Landing Weight at Honolulu = 28,252 lb,
- Wind = 20 kt headwind,
- Ground distance = 2,900 NM,
As per Flight Planning chart assumption, the final landing weight has to take into account 100 lb for
approach and landing at Honolulu.
 Final Landing Weight at 1,500 ft AMSL = 28,252 + 100 = 28,352 lb.
Flight planning chart provides:

 Take-Off Weight = 39,900 lb
 Trip fuel IN ISA = Take-Off Weight - Landing Weight = 39,900 - 28,352 = 11,548 lb
According to “Charts utilization procedure” in the Performance Manual (ref. PM 1-050-10 for Falcon
2000DX with winglets / LX / LXS / S or PM 1-05-4 for Falcon 2000EX EASy / DX without winglets),
this trip fuel shall be increased by 0.6 % for each 5°C above ISA. With:
 Trip fuel ISA CORRECTED = 11,548 x 1.012 = 11,687 lb

Contingency Fuel
According to AIR-OPS CAT.OP.MPA.150(b), as no en-route is available, reducing contingency fuel
procedure to 3 % is not possible. With 5 % of planned trip fuel:
 Contingency fuel = 11,687 x 0.05
 Contingency fuel = 584 lb
Taxi Fuel
The fuel consumption at taxi can be estimated at 12 lb/min (ref: PM 1-050-10 for Falcon 2000DX with
winglets / LX / LXS / S or PM 1-05-4 for Falcon 2000EX EASy / DX without winglets). Considering a
15 minutes taxi:
 Taxi fuel = 15 × 12 = 180 lb
Extra Fuel
Additional to the regulatory required fuel quantities, extra fuel is at Captain's discretion. In the present
example, no extra fuel is uplifted:
 Extra Fuel = 0 lb

METHOD 2 – USING ELECTRONIC PERFORMANCE (EPM) SOFTWARE
EPM application Flight Planning > Mission Planning enables to calculate the required fuel.
Input: Output:
- Origin / Destination / Alternate airports - Trip fuel (lb)
- ZFW (lb) - Contingency fuel (lb)
- ISA Dev (°C) - Final reserve (lb)
- Wind (kt) - Taxi fuel (lb)
- Taxi time (min) - Alternate fuel (lb)
- Cruise speed - Time
- Final altitude (ft)
- Climb/Descent profiles
MISSION PLANNING
CONCLUSION: MINIMUM REQUIRED FUEL QUANTITY – NORMAL CASE (Q1)
Let Q1 be the minimum fuel quantity required on the normal flight from origin to destination.
Using PM Using EPM software

TAXI FUEL 180 lb 180 lb
TRIP FUEL 11,687 lb 11,644 lb
ROUTE RES (5 %) 584 lb 582 lb
ALTN FUEL 1,053 lb 958 lb
FINAL RES (30’) 709 lb 682 lb
EXTRA FUEL 0 lb 0 lb
Q1 14,213 lb 14,047 lb
As a conclusion, the electronic software provides an accurate result avoiding several potential
mistakes in a very short period of time, less than 10 min. EPM may be use for single calculations, as
HOLDING, CRUISE, CLIMB, and DESCENT or for a complete mission between two points.

FUEL BURN AND AIRCRAFT WEIGHT AT ETP
Fuel from Denver to ETP (Q1Before ETP)

This partial trip fuel is computed by refering to the following Performance Manual charts and tables:
- “Flight Planning chart – MI 0.80” (ref. PM 2-100-10 for Falcon 2000DX with winglets / LX / LXS
/ S or PM 2-20 for Falcon 2000EX EASy / DX without winglets), and
- "Normal descent MI 0.80 / 250 kt " (ref. PM 5-050-05 for Falcon 2000DX with winglets / LX /
LXS / S or PM 5-05-1 for Falcon 2000EX EASy / DX without winglets).
As per Flight Planning chart assumption and data provided in Performance Manual, this partial trip
fuel must be computed simulating a virtual flight with a descent at ETP.
1,910 NM 990 NM
Q1Before ETP
ETP
FL430
Virtual Flight
Virtual Landing
Denver San Francisco QFUEL DESCENT Honolulu
TRIP FUEL BASED ON A VIRTUAL FLIGHT WITH DESCENT AT ETP
The "Flight planning chart – MI 0.80" charts (ref. PM 2-100-15 for Falcon 2000DX with winglets / LX /
LXS / S or PM 2-20 for Falcon 2000EX EASy / DX without winglets) takes into account fuel necessary
for take-off, climb, cruise, descent fuel. It gives, with:
- TOW = ZFW + QNORMAL PROFIL - Taxi = 26,500 + 14,213 - 180 = 40,553 lb,
- Final Altitude = 43,000 ft,
- Distance = 1,910 NM + 140 NM (approximated horizontal descent distance) = 2,050 NM,
- Headwind 20kt,
 Landing Weight = 32,000 lb

 Trip fuel ISA from Denver to “virtual landing point” = 40,843 - 32,000 = 8,533 lb

The "Normal descent MI 0.80 / 250 kt" chart (ref. PM 5-050-05 for Falcon 2000DX with winglets / LX /
LXS / S or PM 5-05-1 for Falcon 2000EX EASy / DX without winglets), allows the compute the fuel
used in descent:
- Descent from 43,000 to 1,500 ft,
- Gross weight at virtual TOD ≈ 32,000 + 300 ≈ 32,300 lb.
 Ground Distance = 125 NM
 Fuel used in descent = 266 lb
As a conclusion,
 Trip fuel burned from Denver to ETP = 8,533 - 266 = 8,267 lb
this trip fuel shall be increased by 0.6 % for each 5°C above ISA. Thus,
 Trip fuel ISA CORRECTED from Denver to ETP = 8,267 x 1.012 = 8,366 lb
To cope with the worst case regarding fuel planning, contingency fuel from departure to ETP is
considered burned (even if AIR-OPS gives no indication on that point):
 Q1Before ETP = Trip fuel potentially burned at ETP from Denver,
 Q1Before ETP = 1.05 x Trip fuel from Denver to ETP,
 Q1Before ETP = 1.05 x 8,366 = 8,784 lb
Fuel from ETP to Destination Alternate after 30 minutes holding (Q1)

Let be Q1After ETP the minimum fuel required from ETP to Kona.
 Q1After ETP = Q1 - Q1Before ETP - Taxi fuel
 Q1After ETP = 14,213 - 8,784 - 180 = 5,249 lb
Required Aircraft Weight at ETP

 Required Weight At ETP = ZFW + Q1 = 26,500 - 5,249 lb
 Required Weight At ETP = 31,749 lb

QNORMAL PROFILE = 14,213 lb
Q0 worst case = 8,784 lb ETP Q1 = 5,249 lb
RQD WEIGHT AT
ETP = 31,749 lb
Holding 30’
Taxi = 180 lb
Denver San Francisco Honolulu Kona

ADDITIONAL FUEL
This fuel quantity must be considered if the sum of all previous fuel quantities is not sufficient to deal
with an engine failure or a depressurization at the most critical point of the route.
As detailed in CODDE2 section 05-05-05, this fuel quantity must allow dealing with a depressurization
or an engine failure at ETP (engine failure or depressurization) and for both failures, fuel remaining at
ETP must not be less than fuel necessary for:
- Descending as necessary and proceeding to an adequate aerodrome (Honolulu or San
Francisco),
- 15 minutes holding at 1,500 ft above aerodrome elevation in standard conditions,
- Approaching and landing.

The below figure illustrates the two possible diversion profiles:
Fuel to alternate
TOW + 30 min holding
2,900 NM
ETP
1,080 NM 990 NM
MI 0.80 / FL430
Speed / FL? Speed / FL?

15 min
holding 15 min
holding
Denver San Francisco Honolulu
Normal profile Two possible profiles after failure
ABNORMAL PROFILES
The minimum required fuel is the greatest of these three quantities:

- Q1: the minimum fuel required from ETP to Kona (including 30 minutes holding),
- Q2: the minimum fuel from ETP necessary to cope with depressurization at ETP,
- Q3: the minimum fuel from ETP necessary to cope with an engine failure at ETP.
 If Max (Q1 ; Q2 ; Q3) = Q1, no additional fuel is necessary,

 Otherwise, additional fuel = Max (Q2; Q3) - Q1.

Depressurization (Q2)
By definition, the flight times from ETP to either Honolulu or San Francisco are equal. In addition,
since there is no obstacle, the diversion altitudes are equal too, so are the required fuel quantities.
Consequently, only the diversion toward Honolulu is computed in this example.
The following figure depicts the flight profile after depressurization.
2,900 NM
ETP
990 NM
QCruise QDesc 100 lb

MI 0.80 / FL430
15 min
holding
LRC / FL100
ZFW
Denver Honolulu
FLIGHT PROFILE AFTER DEPRESSURIZATION
Similarly to the computation of the required fuel Q1 on the normal flight, Q2 is determined by
“rewinding” the diversion leg from Honolulu.
ZFW = 26,500 lb.
Considering a 100 lb standard fuel burn for approach and landing,

 Gross weight at IAF = ZFW + 100 = 26,500 + 100 lb = 26,600 lb

Step 1: 15 minutes holding (paper calculation method)

In order to simplify calculation, and to avoid iterations, the gross weight at holding entrance is
assumed to be 26,600 + 500 = 27,100 lb.
The “Holding” chart in Performance Manual (ref. PM 5-100-05 for Falcon 2000DX with
winglets/LX/LXS/S or PM 5-15 Falcon 2000EX EASy/DX without winglets)gives the holding fuel at
1,500 ft in ISA + 10°C for a 27,100 lb gross weight:
 One engine’s corrected fuel flow = 678 + (10 x 1.8) = 696 lb/hr
 15’ Holding fuel = 696 x 2 engines x 15 / 60 = 696 x 2 x 15 / 60 = 338 lb
 Gross weight at holding entrance = 26,600 + 338 = 26,938 lb
Step 1bis: 15 minutes holding (EPM software method)

Flight Management > Cruise Check Holding > Holding
Input:
- Holding Altitude (ft)
- ISA Dev (°C) Output:
- ZFW (lb) - Fuel used (lb)
- FOB (lb)
- Gross Weight (lb)
- Holding Time
HOLDING
- Holding Altittude = 1,500 ft
- Temperature = ISA+10°C
- Gross Weight = 27,100 lb
- Holding time = 15 min
 15 minutes Holding fuel = 342 lb

 Airplane weight at holding entrance = 26,600 + 342 = 26,942 lb
Step 2: Descent from 10,000 ft to 1,500 ft (paper calculation method)

With the use of the "Normal descent 0.80 MI / 250 kt" table in the Performance Manual (ref. PM 5-
050-05 for Falcon 2000DX with winglets / LX / LXS / S or PM 5-05-1 for Falcon 2000EX EASy / DX
without winglets):

Input: Output:
- Initial altitude (ft), - Fuel used (lb),
- Initial weight (lb) - Distance (NM)
DESCENT DATA
With:
- Gross weight ≈ 26,938 + 100 (rough figure for landing) = 27,038 lb
 Distance = 27 NM (assumed negligible headwind)

 Gross weight at Top Of Descent = 27,038 + 88

 Gross weight at Top Of Descent = 27,126 lb
Step 2bis: Descent from 10,000 ft to 1,500 ft (EPM software method)

Flight Planning > Basic Perfo > Descent
Input:
- Initial Altitude (ft)
- Final Altitude (ft) Output:
- ISA Dev (°C) - Ground Distance (NM)
- Wind - Fuel used (lb)
- ZFW (lb) - TOD Weight (lb)
- Estimated FOB (lb)
- Gross Weight (lb)
DESCENT
- Initial Altittude = 10,000 ft
- Final Altitude = 1,500 ft
- Temperature = ISA + 10°C
- Wind = 0

 Ground Distance = 28 NM
 Airplane weight at Top Of Descent = 27,128 lb
Step 3: Long Range Cruise at FL100

Similarly, with the use of "All engine operating charts - Long Range Cruise" at 10,000 ft pressure
altitude, in Performance Manual (ref. PM 4-050-05 for Falcon 2000DX with winglets/LX/LXS/S or PM
4-05 for Falcon 2000EX EASy/DX without winglets):
Input:
Output:
- Temperature
- Specific Distance
deviation (°C),
(NM/lb)
- Initial weight at level
- True Air Speed (kt)
flight (lb)
10,000 FT LRC DATA
With:
- Approx. fuel burned during cruise ≈ 8,000 lb,
- ISA + 10°C.
 Initial weight at level flight = 27,126 + 8,000 ≈ 35,000 lb (approximate method),

 Air SD (Air Specific Distance) = 0.1549 NM/lb,
 TAS = 297 kt
Air distance (AD) can be computed from Ground distance (GD), True Air Speed (TAS) and Ground
Speed (GS):
AD GD
=
TAS GS
TAS
AD = GD ×
GS
And:
- GD (Ground Distance) from ETP to Top Of Descent = 990 - 27 = 963 NM,
- TAS = 297 kt,
- 20 kt headwind.

 GS = 297 - 20 = 277 kt
TAS
 AD = GD × = 963 × 297 / 277 ≈ 1,033 NM
GS
 LRC fuel consumption = AD / Air SD = 1,033 / 0.1519
 LRC fuel consumption = 6,666 lb
Then, to sharpen the results, this computation is made again with an average gross weight in cruise of
27,126 + 6,666 / 2 = 30,459 lb rounded to 30,500 lb.
With:
- Weight = 30,500 lb,
- ISA + 10°C,
 Air SD = 0.1630 NM/lb,

 TAS = 280 kt,
 GS = 260 kt,
 Distance of the descent = 28 NM,
 GD = 990 - 28 = 962 NM,
TAS
 AD = GD × = 962 x 280 / 260 = 1,037 NM
GS
 Fuel burn during LRC trip fuel at 10,000 ft = 1,037 / 0.1630 = 6,363 lb
NOTE
The emergency descent is considered instantaneous, thus providing with a fuel burn safety
margin.
Step 3bis: Long Range Cruise at FL100 (EPM software method)

Flight Planning > Basic Perfo > Cruise
Input:
- Cruise Altitude (ft)
- Wind - Fuel used (lb)
- ZFW (lb) - Air distance (NM)
- Gross Weight (lb)
- Ground Distance (NM)
CRUISE

- Cruise Altitude = 10,000 ft

- Temperature = ISA+10°C
- Wind = 0
- Ground Distance = 962 Nm
 Fuel used = 6,443 lb.

 Air Distance = 1,035 NM
Step 4: Minimum required fuel QUANTITY (Q2)
Using PM Using EPM

LRC TRIP FUEL AT 10,000 ft 6,363 lb 6,443 lb
FUEL BURNED DURING DESCENT 88 lb 90 lb
FINAL RESERVES (HOLDING 15’) 338 lb 342 lb
FUEL BURNED DURING APP & LDG 100 lb 100 lb
Q2 6,889 lb 6,975 lb
And,
Q2 REQUIRED WEIGHT AT ETP

= ZFW + Q2 33,389 lb 33,475 lb
NOTE: At this step, as ADDITIONAL FUEL = Max(Q1 ; Q2) - Q1 and Q2 (6,889 lb) > Q1 (5,249 lb), it is already
known that a minimum of Q2 - Q1 = 6,889 - 5,249 = 1,640 ≈ 1,600 lb has to be planned in order to optimize Q3
calculation (see chapter below).

Q2 = 6,889 lb
ETP
Q2 RQD WEIGHT AT ETP

15 min
= 33,389 lb
holding
LRC / FL100
ZFW
Denver Honolulu
One engine failure (Q3)

Same calculation as for the depressurization case, except that the OEI maximum cruise altitude must
be determined.
2,900 NM
ETP
990 NM
MI 0.80 / FL430
15 min
holding
MCT / FL ?
ZFW
Denver Honolulu
ONE ENGINE FAILURE - FLIGHT PROFILE

Step 1: OEI Maximum cruise altitude (paper calculation method)

OEI Maximum Cruise Altitude must be computed in order to select the cruise Flight Level OEI.
Maximum cruise altitude with one engine inoperative can be computed with “One engine inoperative
cruise altitude” chart from Performance Manual (ref. PM 6-050-05 for Falcon 2000DX with
winglets/LX/LXS/S or PM 6-05 for Falcon 2000EX EASy/DX without winglets).
Input: Output:
- Temperature deviation (°C), - Pressure altitude (ft)
- Airplane 's weight (lb)
OEI MAXIMUM CRUISE ALTITUDE
With an iterative method to define that Airplane weight:

- Gross weight at start of OEI cruise = Weight at ETP,
To cope with the worst case regarding OEI Maximum cruise altitude, contingency fuel from departure
to ETP is assumed not to be burned, thus:
 Weight at ETP = ZFW + Max(Q1; Q2) + Contingency fuel from departure to ETP
 Weight at ETP = 26,500 + Max(5,249 ; 6,889) + 0.05 x 8,366
 Weight at ETP = 33,807 lb
 Maximum OEI cruise altitude ≈ 26,250 ft
Step 1bis: OEI Maximum cruise altitude (EPM software method)

Flight Planning > One Engine Inoperative > Max Altitude
Input:
- ZFW (lb) - Maximum altitude (ft)
- Estimated FOB (lb) - En Route Climb Speed
- A/C Weight (lb)
MAX OEI ALTITUDE

- A/C Weight = 33,807 lb
 Maximum OEI cruise altitude = 26,324 ft

OEI cruise level must be below 26,300 ft. Let’s consider 25,000 ft.
Step 2: Cruise at FL250 with One Engine Inoperative (paper calculation method)
Fuel burned during cruise at FL250 can be computed with “One engine inoperative flight - Flight
planning: Maximum continuous thrust” charts from Performance Manual (ref. PM 6-050-15 for Falcon
2000DX with winglets/LX/LXS/S or PM 6-15-1 for Falcon 2000EX EASy/DX without winglets).
With:
- Pressure altitude = 25,000 ft,
- Ground distance = FL250 cruise distance - Estimated Descent distance = 990 - 60 = 930 NM,
- Wind = 20 kt headwind,
- Initial weight = Weight at ETP = ZFW + Max(Q1;Q2) = 26,500 + 6,889 = 33,389 lb,
 Final FL250 cruise weight = 28,250 lb

 ISA Trip fuel = 33,389 - 28,250 = 5,139 lb.
According to “Charts utilization procedure” from Performance Manual (ref. ref. PM 1-050-10 for Falcon
2000DX with winglets/LX/LXS/S or PM 1-05-4 for Falcon 2000EX EASy/DX without winglets), trip fuel
calculated in ISA condition shall be increased by 0.6% for each 5°C temperature deviation above ISA.
- Temperature deviation = ISA + 10°C,
 Corrected trip fuel = 5,139 x 1.012 = 5,201 lb
 Gross weight at TOD = 33,389 - 5,201 = 28,188 lb.
Note: “Operating Charts: Maximum Continuous Trust” chart (ref. PM 6-050-30) gives:
 Final TAS = 365 kt
NOTE
Descent to OEI cruise FL is assumed to be instantaneous which provides a fuel security

margin.
Step 2bis: Cruise at FL250 with One Engine Inoperative (EPM software method)
Flight Planning > One Engine Inoperative > Drift Down / Up & Cruise

Input:
- ZFW (lb) - Final Weight (lb)
- FOB at failure (lb) - Fuel Used (lb)
- A/C Weight (lb) - Air Distance (Nm)
- Initial Altitude (ft)
DD / DU
- A/C Weight = 33,400 lb (weight at ETP)
 Final weight = 32,542 lb

 Fuel Used = 858 lb
 Air Distance = 175 Nm
Input:
- Cruise altitude (ft) Output:
- Dev (°C) - Final Weight (lb)
- Wind (kt) - Fuel Used (lb)
- ZFW (lb)
- A/C Weight (lb)
- Gnd Dist / Time / Fuel
CRUISE

- Wind = 20 kt headwind
- Ground Distance = 930 – 175 = 755 Nm
 Final Weight = Gross Weight at TOD = 28,921 ft

 Fuel Used = 3621 lb

Step 3: Descent from 25,000 ft to 1,500 ft (paper calculation method)

Fuel burned during descent from 25,000 ft to 1,500 ft can be calculated with "One engine inoperative
chart: Descent 0.80 MI / 250 kt" chart from Performance Manual (ref. PM 6-050-35 for Falcon 2000DX
with winglets/LX/LXS/S or PM 6-30 for Falcon 2000EX EASy/DX without winglets).
With:
 Distance = 52 NM (wind effect assumed negligible)

 Fuel used during descent = 70 lb
 Gross weight after descent = 28,188 - 70 = 28,118 lb
Step 3 bis: Descent from 25,000 ft to 1,500 ft (EPM software method)

Flight Planning > One Engine Inoperative > Descent
Input:
- Initial altitude (ft)
- Final Altitude (ft)
- Wind (kt) - Final Weight (lb)
- Profile - Fuel Used (lb)
- ZFW (lb)
- A/C Weight (lb)
DESCENT
- Initial Altitude = 25,000 ft

- Wind = 20 kt headwind
 Fuel Used during descent = 73 lb

 Final Weight = 28,848 lb

Step 4: 15 minutes holding (paper calculation method)

As no chart “One Engine Inoperative – Holding” is available for Falcon 2000, and to remain on the
safety side, the “One engine inoperative charts – Long Range Cruise” chart (ref. PM 6-050-25 Falcon
2000DX with winglets/LX/LXS/S or PM 6-25 Falcon 2000EX EASy/DX without winglets) can be used:
- Gross weight after descent = 28,118 lb
- Pressure altitude = 0 ft (conservative method),
 Fuel Flow = 1,571 lb/hr/engine

 15 minutes holding fuel = 1,571 x 15 / 60 x 1 = 393 lb
Step 4bis: 15 minutes holding (EPM software method)

Flight Management > One Engine Inoperative > Holding
As there is no function for holding with one engine inoperative, the calculation can be done using all
engine operating.
Input:
- Altitude (ft) Output:
- ISA Dev (°C) - Fuel Used (lb)
- ZFW (lb) - Final Weight (lb)
- Estimated FOB (lb) - Fuel Flow (lb/h)
- A/C Weight (lb)
- Time / Fuel
DESCENT
- Altitude = 1500 ft
- Time = 15 min
 Fuel Used during holding = 312 lb

 Final Weight = 28,536 lb
 Fuel Flow = 1245 lb/h
Step 5: Approach and landing (paper calculation method)

- Gross weight after holding = 28,118 - 373 = 27,815 lb,
- Fuel burned on approach and landing is assumed equal to 100 lb.
 Landing Weight at Honolulu = 27,815 - 100 = 27,715 lb

If the landing weight here above calculated has been lower than ZFW, OEI scenario would have been
the most constraining. Thus, Additional fuel previously calculated must be increased by the difference
between ZFW and Landing Weight.
Note that if the Q3 “OEI case” calculation is the most constraining case and leads to increase
“Additional Fuel”, Q2 calculation case “Depressurization case” will remain valid.
Step 6: Minimum required fuel quantity (Q3)
Using PM Using EPM
DRIFT DOWN Not considered 858 lb
TRIP FUEL DURING OEI CRUISE AT FL250 5,201 lb 3,621 lb

FUEL BURNED DURING DESCENT 70 lb 73 lb
FINAL RESERVES (HOLDING 15’) 393 lb 312 lb
FUEL BURNED DURING APP & LDG 100 lb 100 lb
EXTRA FUEL 0 lb 0 lb
Q3 5,764 lb 4,964 lb
Q3 = 5,764 lb
ETP QCruise QDesc 100 lb
15 min
holding
MCT / FL250
ZFW
Denver Honolulu

Q0 correction
As additional fuel is required to cover Pressurization failure or OEI, the increasing trip fuel from
Denver to ETP has to be verified. The "Flight planning chart – MI 0.80" charts (ref. PM 2-100-15 for
Falcon 2000DX with winglets/LX/LXS/S or PM 2-25 for Falcon 2000EX EASy/DX without winglets)
gives:
With,
- Corrected Take-off weight = ZFW + QNORMAL PROFIL + ADDITIONAL FUEL =
- Corrected Take-off weight = 26,500 + 14,213 + 1,600 = 42,313 lb,
- Final Altitude = 43,000 ft,
The "Descent 0.80MI / 250 kt" chart (ref. PM 5-050-05) gives:

 Approx. distance of the descent ≈ 140 NM (approximated method)
And with,
- Distance = 1,910 + 140 NM (approximated horizontal descent distance) = 2,050 NM,
- Headwind 20 kt,
 Landing Weight = 33,300 lb

 Trip fuelISA from Denver to “virtual landing point” ≈ 42,313 - 33,300 = 9,013 lb.
The "Normal descent MI 0.80 / 250 kt" chart (ref. PM 5-050-05 for Falcon 2000DX with
winglets/LX/LXS/S or PM 5-05 for Falcon 2000EX EASy/DX without winglets), allows the compute the
fuel used in descent:
- Descent from 43,000 to 1,500 ft,
- Gross weight at virtual TOD ≈ 33,300 + 300 ≈ 33,600 lb.
 Fuel used in descent = 275 lb
Trip fuel from Denver to ETP can be calculated:

 Trip fuel burned from Denver to ETP = 9,013 - 275 = 8,738 lb.
this trip fuel shall be increased by 0.6 % for each 5°C above ISA. Thus,
 Trip fuelISA CORRECTED from Denver to ETP = 8,738 x 1.012 = 8,842 lb
Regarding the 5 % contingency fuel:

 Q0 worst case = Trip fuel potentially burned at ETP from Denver

 Q0 worst case = 8,842 x 1.05 = 9,284 lb,
As a conclusion:
- Transportation of additional fuel from Denver to ETP cost = 9,284 - 8,784 = 500 lb
 Final Additional Fuel = 1,600 + 500 = 2,100 lb
NOTE
Additional Fuel could also modify the “Final cruising flight level selection” (refer to Q1
calculation – Step 3). In that case, the whole fuel computation must be performed again.
Conclusion for Fuel Flight Planning (Using PM results)

- Fuel required for flight to Kona (alternate) = QNORMAL PROFIL= 14,213 lb
- Fuel required for normal flight from Denver to ETP = Q0 worst case = 8,784 lb
- Fuel required for flight from Denver to Kona = Q1 = 5,249 lb
- Fuel required to cope with a depressurization = Q2 = 6,889 lb
- Fuel required to cope with an engine failure = Q3 = 5,764 lb
 The most constraining case is the depressurization scenario.

 Additional fuel = Max (Q1, Q2, Q3) - Q1 = Q2 - Q1 = 6,889 - 5,249 = 1,640 lb
 Additional fuel = 1,640 lb
 Q0 correction = + 500 lb
 Final additional fuel = 2,140 lb

1,910 NM 990 NM 150 NM
QNORMAL PROFILE = 14,213 lb

Q1 = 5,249 lb
Q2 = 6,889 lb
Q0 worst case = 8,784 lb Q1 RQD WEIGHT AT ETP = 30,992 lb Q3 = 5,764 lb
Q2 RQD WEIGHT AT ETP = 33,389 lb
ETP
M0.80 / FL430 M0.80 / FL430
Normal flight
MCT TAS365 kt / FL250
LRC / FL250
LRC TAS280 kt / FL100 Holding 15’

Holding 15’
-- Flight to Alternate
-- Depressurization
-- OEI Holding 30’
Denver Honolulu Kona

25,000 lb Operating Empty Weight

+
Payload 1,500 lb
=
26,500 lb Zero Fuel Weight ≤ 29,700 lb MZFW
+
Final Reserve 709 lb
=
+ 27,209 lb Mini Landing Weight at alternate
+ +
Alternate Fuel 953 lb 2,724 lb
= =
= MLW at
Mini Fuel reserves at DEST 1,662 lb 29,933 lb ≤ lb alternate
28,162 lb Mini Landing Weight at destination

+ + +
Trip Fuel 11,687 lb 2,724 lb
+ +
=
Contingency fuel 584 lb
30,886 lb ≤ MLW at
lb
+ + destination
Additional Fuel 2,140 lb
+ +
Extra Fuel 0 lb
=
Fuel at Take-Off 16,073 lb =
+ 42,573 lb Take-Off Weight ≤ lb MTOW
+
Taxi / APU 180 lb
=
Ramp Fuel 16,253 lb =
42,753 lb Ramp Weight ≤ 43,000 lb MRW
Payload
Fuel quantities calculation
Fuel quantity values
Airplane’s weight values

FUEL PLANNING Airplane’s weight calculation
DOCUMENT

En-Route Obstacle Clearance

Maximum Grid MORA encountered during flight is assumed equal to 16,800 ft.
In order to check en-route obstacle clearance, maximum cruise altitude considering one engine
inoperative can be computed with “One engine inoperative cruise altitude” charts from Performance
Manual (ref. PM 6-050-05 for Falcon 2000DX with winglets / LX / LXS / S or PM 6-05 for Falcon
2000EX EASy / DX without winglets).
Input: Output:
- Airplane's Weight (lb) Maximum cruise
- Temperature (°C) altitude limited by
- Ice protection 1.1% (ft)
(ON/OFF)
MAXIMUM CRUISE ALTITUDE OEI LIMITED BY 1.1 %
With:
- Airplane’s weight = TOW = 42,743 lb,
- Ice protection = OFF,
 Maximum cruise altitude limited by 1.1 % = 19,000 ft > 16,800 ft
Take-Off Weight is not limitative regarding en-route obstacle clearance: airplane is able, with one
engine inoperative, to clear all en-route obstacles.
If Take-Off Weight had been limitative, it would have been necessary to compute airplane’s weight
above limiting obstacle.

OXYGEN PLANNING
Considering flight characteristics detailed here before, this paragraph details oxygen planning based
on method detailed in section 05-05-15 of here document.
Example is provided for:

- A/C equipped with optional 115 cu.ft bottle,
- AIR-OPS regulation and for FAR 135 regulation in order to illustrate FAR specific requirements
such as:
o Specific oxygen quantities required for pilots in normal conditions,
o Supplemental oxygen quantities related to operations above 25,000 ft.
NOTE
Mission is performed with one cabin crew member. Method detailed in section 05-05-15 of here
document considers the most restrictive case: cabin crew member is assumed to breathe
oxygen from a mask located in the flight deck.
BETWEEN SAN FRANCISCO AND HONOLULU

AIR-OPS 2 O2 consumption
1 3
Cylinder (psi)
TIME Number of
CONDITIONS pressure drop =
(min) persons
(psi/min) 1x2x3
(1)
Descent 3 2.17 2 13.02
ZCAB> 13,000 ft +
(1)
Flight level cruise 0 2 0
+
with 10,000 ft < ZCAB ≤ 13,000 ft 0 2 0
Sum O'1 = 13.02

Minimum required = 151.70 x 2 O''1 = 303.40
Max (O'1,O''1) O1 =
(1)
Descent 3 2.17 1 6.51
ZCAB > 13,000 ft +
(1)
Sum O'2 = 6.51
Max (O'2,O''2) 43.7
Flight to alternate
+
(2)
with 10,000 ft < ZCAB ≤ 13,000 ft 0 1 0
Supplemental oxygen for cabin crew members O2 = 43.7

(3)
Descent T1 = 3 1.16 5 17.40
ZCAB > 15,000 ft +
(3)
Flight level cruise T2 = 0 5 0
Sum O’3 = 17.40
Minimum required = 11.60 x 5 O’’3 = 0
Max (O’3, O’’3) 17.40
+
14,000 ft < ZCAB ≤ 15,000 ft 1
(4)
0.60 30 % x 5 = 2 1.20
+
with 10,000 ft < ZCAB ≤ 14,000 ft 0 10 % x 5 = 1 0
8,000 ft< ZCAB ≤15,000 ft (6) +

T3 = 226 3.00 10 % x 5 = 1 678.00
+
Passenger controller leakage T1 + T2 + T3 = 229 0.10 1 22.90
Supplemental oxygen for passengers O3 = 760.10
O1 + O2 + O3 + 200 psi reserve O = 1,307.20
(7)
Ambient temperature correction 1,390

AIR-OPS COMMENTS
1. At ETP, airplane altitude is 43,000 ft. Assuming a 10,000 ft per minute emergency descent
rate, and a direct descent as there is no obstacle, time to reach FL130 is around 3 minutes.
2. As there is no obstacle, time required to descend from 13,000 ft to 10,000 ft is less than 30
minutes: time that has to be taken into account is 0 minute.
Note: it is assumed that the cruise after emergency descent is realized in NORMAL O2
CONSUMPTION MODE.
3. At ETP, airplane altitude is 43,000 ft. Assuming a 10,000 ft per minute emergency descent
rate, and a direct descent as there is no obstacle, time to reach FL150 is around 3 minutes.
4. Assuming a 10,000 ft per minute emergency descent rate, time to descend from FL150 to
FL140 is around 6 seconds. In order to be conservative, time is set at 1 minute.
5. As there is no obstacle, time required to descend from 14,000 ft to 10,000 ft is less than 30
minutes: time that has to be taken into account is 0 minute.
6. According to “Depressurization” paragraph, FL100 cruise characteristics are:

- Ground distance = 990 - 28 = 962 NM
- Ground speed = 280 - 20 = 260 kt
 Flight duration at FL100 = 962 / 260 x 60

 Flight duration at FL100 ≈ 222 minutes.
4 minutes must be added for the descent between 10,000 ft and 8,000 ft (assuming a 500
ft/min descent rate).
 Flight duration between 15,000 ft and 8,000 ft = 222 + 4 = 226 minutes.
7. As detailed in section 05-05-15 of here document, temperature correction can be computed

with “Oxygen cylinder pressure / Ambient Temperature correction” chart from Performance
Manual (ref. PM 2-200-05 for Falcon 2000DX with winglets/LX/LXS/S or PM 2-50 for Falcon
2000EX EASy/DX without winglets) depending on ambient temperature. Ambient temperature
at preflight check is assumed to be equal to 40°C.
With:
- Ambient temperature = 40°C,
- Minimum required oxygen pressure = 1,307.20 psi,
 Cylinder pressure must be at least = 1,390 psi.

FAR 135 2 O2 consumption

3
1 Cylinder (psi)
Number of
CONDITIONS TIME (min)
pressure drop =
persons
(psi/min) 1x2x3
1- SUPPLEMENTAL OXYGEN FOR PILOT
(1)
Zaircraft > 35,000 ft 230 2.00 1 O1 = 575.00
(2)
25,000 ft < Zaircraft ≤ 35,000 ft 7 2.30 1 O2 = 17.50
PRESSURIZATION FAILURE AT THE MOST CRITICAL ETP
(3)
Descent 4 2.12 2 26.16
ZCAB > 12,000 ft (3) +
+
0 2 0
with 10,000 ft < ZCAB ≤ 12,000 ft
Sum O'3 = 26.16
Max (O'3,O''3) O3 = 303.40
(3)
Descent 4 2.28 1 9.12
ZCAB > 15,000 ft (3) +
Sum O'4 = 9.12
Max (O'4,O''4) 68.50
+
0 1 0
with 10,000 ft < ZCAB ≤ 15,000 ft
+
ZCAB > 25,000 ft 10 2.28 1 22.80
Supplemental oxygen O4 = 91.30
(3)
Descent T1 = 3 1.16 5 17.40
ZCAB > 15,000 ft +
(3)
Flight level cruise T2 = 0 5 0
Sum O'5 = 17.40
Max (O'5, O''5) 113.50
Flight to alternate
+
(3)
T3 = 0 10 % x 5 = 1 0
With 10,000 ft < ZCAB ≤ 15,000 ft
+
ZCAB > 25,000 ft T4 = 10 1.16 5 58
+
Passenger controller leakage (T1 + T2 + T3 + T4) x 0.1 1.3
4 - MINIMUM OXYGEN PRESSURE REQUIRED FOR MISSION
O1 + O2 + O3 + O4 + O5 + 200 psi reserve O = 1,360
(3)

FAR 135 COMMENTS
1. Figure here after illustrates flight profile before depressurization. Airplane is assumed to have a
first cruise step at 43,000 ft.
1,910 NM
Flight time?
Flight time? MI 0.80 / FL430
ETP
FL350
FL250
1,500 ft
Take-Off
FLIGHT PROFILE FROM TAKE-OFF TO ETP
Flight time from Take-off to ETP can be computed by using the "Flight Planning charts MI
0.80” from Performance Manual (ref. PM 2-100-15 for Falcon 2000DX with
winglets/LX/LXS/S or PM2-15 for Falcon 2000EX EASy/DX without winglets).
With:
- 1,910 NM,
- 20 kt headwind,
- ISA + 10°C conditions,
 Total Flight time (T/O + Climb + Cruise + Descent) = 4h34 - 0.12 x 4.5 x 10 = 274 - 5.4 =
269 minutes
In order to be conservative, the quickest descent must be considered. “Operating charts –

Descent 0.80 MI / 300 kt” chart (ref PM 5-050-10 for Falcon 2000DX with winglets/LX/LXS/S
or PM 5-10-1 for Falcon 2000EX EASy/DX without winglets) provides a 21 minutes descent.
 Flight time from T/O to ETP at FL430 = 271 - 23 = 248 minutes

Flight time from 1,500 ft to FL350 can be computed by using "All engine operating charts –
Normal Climb” chart (ref. PM 3-050-05 for Falcon 2000DX with winglets/LX/LXS/S or PM 3-
10 Falcon 2000EX EASy/DX without winglets). With:
- Initial weight = TOW - 100 = 42,783 - 100 = 42,683 lb,
 Flight time from 1,500 ft to FL350 = 17 minutes
And, Flight time for take-off to 1,500 ft = 1 minute

 Flight time from take-off to FL350 = 17 + 1 = 18 minutes
The flight time above FL350 to ETP is equal to:

 Flight time from FL350 to ETP = 248 - 18 = 230 minutes.
2. Flight time from 1,500 ft to FL250 can be computed by using Normal Climb” chart (ref. PM 3-
050-05 for Falcon 2000DX with winglets/LX/LXS/S or PM 3-10 for Falcon 2000EX EASy/DX
without winglets).
With:
- Initial weight = TOW - T/O Fuel = 42,783 - 100 = 42,683 lb
 Flight time = 10 minutes,
As Flight time from 1,500 ft to FL350 = 17 minutes,

 Flight time between FL250 to FL350 = 17 -10 = 7 minutes
3. These values are computed on the same principle detailed in AIR-OPS computation.

BETWEEN DENVER AND SAN FRANCISCO
Actually, as Maximum Grid MORA is encountered between Denver and San Francisco and is equal to
16,800 ft, airplane is not allowed to descent to FL100 between Denver and San Francisco.
A depressurization between Denver and San Francisco could be more limiting, as an oxygen point of
view, than depressurization between San Francisco and Honolulu: an additional study must be
performed to cope with this failure scenario and oxygen necessary to go back to Denver with a flight
level at 17,000 ft must be computed.
For that scenario, results are detailed for AIR-OPS regulation only.
Flight profile characteristics
ETP2 between Denver and San Francisco is assumed to be at 450 NM from Denver.
In order to be conservative, Flight Level after depressurization at ETP2 is assumed to be at 17,000 ft

until descent, approach and landing at Denver.
450 NM
ETP2
FL 430
Before depressurization
FL 170 After depressurization

FL 150
FL 130
FL 100
TO LD
Denver

AIR-OPS 2 O2 consumption
1 3
Cylinder (psi)
TIME Number of
CONDITIONS pressure drop =
(min) persons
(psi/min) 1x2x3
1 - SUPPLEMENTAL OXYGEN FOR PILOTS
(1)
Descent 3 2.17 2 13.02
ZCAB> 13,000 ft +
(1)
Flight level cruise 75 1.51 2 226.50
+
with 10,000 ft < ZCAB ≤ 13,000 ft 0 2 0
Sum O'1 = 239.52

Max (O'1,O''1) O1 = 303.40
2 - SUPPLEMENTAL OXYGEN FOR CABIN CREW MEMBERS
(1)
Descent 3 2.17 1 6.51
ZCAB >13,000 ft +
(2)
Flight level cruise 75 1.51 1 113.25
Sum O'2 = 119.76
Max (O'2,O''2) 119.76
Flight to alternate +
(1)
with 10,000 ft < ZCAB ≤ 13,000 ft 0 1 0
Supplemental oxygen for cabin crew members O2 = 119.76

3 - SUPPLEMENTAL OXYGEN FOR PASSENGERS
(1)
Descent T1 = 3 1.16 5 17.40
ZCAB > 15,000 ft +
(2)
Flight level cruise T2 = 75 1.58 5 592.50
Sum O’3 = 609.90
Minimum required = 11.60 x 5 O’’3 = 58
Max (O’3, O’’3) 609.90
+
14,000 ft < ZCAB ≤ 15,000 ft 1
(1)
0.60 2 1.20
Flight to alternate
+
(1)
with 10,000 ft < ZCAB ≤ 14,000 ft 0 1 0
+
8,000 ft < ZCAB ≤ 15,000 ft T3 = 5
(1)
3.00 1 15
+
Passenger controller leakage T1 + T2 + T3 = 83 0.10 1 8.30
O1 + O2 + O3 + 200 psi reserve O = 1,257.56


AIR-OPS COMMENTS
1. In that scenario, descents are not direct but total descent time values are the same as
calculated in case of depressurization between San Francisco and Honolulu.
450 NM
ETP2
FL450
Before depressurization
FL170 After depressurization
FL150
FL130
FL100
TO LD
Denver
DEPRESSURIZATION BETWEEN DENVER AND SAN FRANCISCO
2. As Maximum Grid MORA between Denver and San Francisco is equal to 16,800 ft, flight level
cruise at FL170 is required.
As no data are published at M0.80 below 20,000 ft, in order to be conservative trip time at
FL170 is computed with "Flight Planning charts - Long Range Cruise” from Performance
Manual (for Final Altitude 15,000 ft and 20,000 ft ref. PM 2-100-05 for Falcon 2000DX with
winglets/LX/LXS/S or PM 2-15 for Falcon 2000EX EASy/DX without winglets).
With:
- 450 NM,
- 20 kt tailwind,
 Trip time in ISA ≈ 85 minutes,
 Corrected trip time = 85 - 0.12 x 85 / 60 ≈ 85 minutes
As “Planning charts” take into account Take-Off, Climb, Cruise and descent and in order to be
conservative, the quickest descent must be considered. “Operating charts – Descent” 0.80 MI
/300 kt” chart (ref. ref PM 5-050-10 for Falcon 2000DX with winglets/LX/LXS/S or PM 5-10-1
for Falcon 2000EX EASy/DX without winglets) provides a 10 minutes descent.
 Flight time at 17,000 ft = 85 - 10 = 75 minutes

CONCLUSION FOR OXYGEN PLANNING
Depressurization between San Francisco and Honolulu is the most limiting scenario


CODDE2 LOADING PAGE 1 / 2
DGAC20DSOF015 INTRODUCTION INITIAL ISSUE
05-10-00 LOADING – INTRODUCTION
This chapter describes Dassault Aviation recommended method to determine Falcon 2000 Series
Center of Gravity (CG) position in accordance with applicable regulation.
This operational method uses data from:

- Loading Manual, DTM 656,
- Airplane Flight Manual (AFM Section 1&5, DGT 88898),
- The Dassault Falcon 2000 Weight and Balance (W&B) Report.
Method and data presented in section 05-10 takes into account Modification and / or Service
Bulletin (SB) as follows:
- M3390 (SB F2000EX-253): Increased MRW and MTOW.
The data presented in this chapter do not replace or supersede any data presented in any previous
version of the above listed manuals.
Regulation defines the requirements in terms of loading. According to CAT.POL.MAB.100(a):

“An operator shall ensure that during any phase of operation, the loading, mass and center of gravity
comply with the limitations specified in the approved Airplane Flight Manual”.
Consequently, this chapter describes how to compute the weight and CG position in compliance with
the loading limitations for each phase of flight.
NOTE
All the examples hereafter are related to F2000LXS performance data.


DGAC20DSOF015 PART 1 - GENERAL ISSUE 1
05-10-05 LOADING – PART 1 – GENERAL
DEFINITIONS
STABILITY
Stability is the tendency of an aircraft to return to its original attitude after being deflected, without any
pilot’s action.
STABILIZER FUNCTION
The horizontal stabilizer generates a moment that compensates the wing’s one (longitudinal stability).
For every Falcon airplane, the stabilizer generated lift is a down force.
stabilizer
Fz
wings
Fz
mg
LONGITUDINAL BALANCED LEVEL OFF FLIGHT
LONGITUDINAL BALANCED LEVEL-OFF FLIGHT
The more aft is CG located, the lower is the fuel burned because in this case, the stabilizer’s drag
decreases.

CENTER OF GRAVITY LIMITS
Longitudinal stability limit

An airplane is assumed to fly straight and level. If for any reason, the Angle Of Attack (α) increases by
∆α, then the lift (Fz) increases by ∆ Fz.
This lift increment being applied at the aerodynamic center, it generates a negative moment when CG
is located forward of the center of lift, then making the angle of attack decrease. Thus, the airplane
returns to its original balanced attitude.
AOA ∆ Fz
Deflection CG
∆α
Aerodynamic Center
CG forward of the aerodynamic center = STABILITY
FORWARD LIMIT DIAGRAM
Conversely, if CG is located aft of the aerodynamic center, this lift increment generates a positive
moment, then makes angle of attack increase. It results in an unbalanced situation.
∆ Fz
Aerodynamic center
AOA
Deflection CG
∆α
CG aft of aerodynamic center = INSTABILITY

AFT LIMIT DIAGRAM
That is why the CG aft limit is the aerodynamic center.

Maneuverability limit
When CG moves forward, pitch down tendency is compensated by the down force generated by
stabilizer as explained in “Stabilizer function” paragraph. The stabilizer reaches maximum nose up
position when CG is at forward limit. Beyond this limit the airplane is not maneuverable.
CG position
FORWARD LIMIT AFT LIMIT

(Maneuverability) (Stability)
CG POSITION LIMITS DIAGRAM
CG influence on longitudinal stability and maneuverability can be synthesized by following table:
CG POSITION STABILITY MANEUVERABILITY
Forward
Aft
CG POSITION AND AIRPLANE BEHAVIOUR

WEIGHT AND BALANCE
CENTER OF GRAVITY POSITION
The "Mean Aerodynamic Chord" (MAC) as defined by Dassault Aviation is presented in the below
figure.
Its origin 0 % MAC is located at 372.01 in (9.449 m) from nose cone tip.
MAC DEFINITION
The moments being calculated from a point located at 25 % of MAC (400.43 in / 10.171 m), the CG
position is determined with following formula:
Sum of moments (in.lb) 100

X% MAC = 25 + ×
Airplane weight (lb) MAC (113.69 in)
Or, in metrics:
Sum of moments (m.kg) 100
X% MAC = 25 + ×
Airplane weight (kg) MAC (2.8877 m)

CG ENVELOPE
The "Center of gravity limits" chart included in the Airplane Flight Manual Ref.1-050-05 (refer to the
section applicable to your aircraft) defines the CG envelope.
CENTER OF GRAVITY ENVELOPE

VARIATION OF CG POSITION DUE TO FUEL CONSUMPTION DURING FLIGHT
The fuel vectors contained in Loading Manual Section 5 are illustrated hereunder.
FUEL MOMENT CHART
CG position variation due to fuel consumption is an important parameter that must be considered in
order to check that the mass and center of gravity of the airplane complies with the limitations
specified in the AFM and in the loading manual.
The fuel vectors (at 0° and 20° attitude) are divided into two main lines:
- “Full fuel” case, (i.e. full tanks),
- “Symmetrical fuel” case (i.e. even repartition).

“Full fuel” curves correspond to the maximal dissymmetry in between front and rear tanks.
“Symmetrical fuel” curves are used after equalizing front and rear tanks and/or after a partial refueling.
To check weight and balance, the fuel curves must be superposed on the Weight And Balance Table
contained in Loading Manual Section 6 Pages 8 (refer to the page applicable to your aircraft) by
setting zero fuel point (0 lb / 0 in.lb) on the ZFW point and by aligning the horizontal reticule of fuel
curve. The airplane is allowed to carry any fuel quantity providing that fuel weight and moment stay all
the flight long within the airplane CG limits. This specific issue is presented in the following paragraph
"Determining the ZFW corresponding zone".
ZFW
FUEL LOAD LIMITATION COMPLIANCE
Note that in case of partial fuel, the symmetrical chart must be used to calculate the center of gravity
position at Take Off.

WEIGHTS DEFINITION REMINDER
EQUIPPED EMPTY WEIGHT (EEW)

This is the total weight of the airframe, the power-plants, the interior accommodation, the
systems and the equipment which make up a given version (without the usable fuel, but with full
operating fluids in the closed systems, the engine oil and the unusable and non-drainable fuel).
The Equipped Empty Weight is determined by weighing the airplane.
+
OPERATIONAL ITEMS (OI)
Crew members and equipment required for a given flight and not included in the Equipped Empty
Weight. Equipment for a given flight can be polar, jungle, desert or maritime survival kits.
= BASIC OPERATING WEIGHT (BOW)

NOTE
This weight is referred as Dry Operating Mass in AIR OPS CAT.POL.MAB.100
+
PAYLOAD
Weight of the passengers, their baggage and the cargo
= ZERO FUEL WEIGHT (ZFW)
+
RAMP FUEL
= RAMP WEIGHT (RW)
-
TAXI FUEL
= TAKE-OFF WEIGHT (TOW)

The inclusive weight at the beginning of the take-off run

STRUCTURAL WEIGHT LIMITATIONS
The structural weight limitations are available in loading manual "STRUCTURAL LIMITATIONS"
Section 3 Page 1 (refer to the pages applicable to your aircraft).
STRUCTURAL WEIGHT LIMITATIONS
The fuel quantity limitations are available in Airplane Flight Manual "USABLE QUANTITY" Section 1-
100-10 (refer to the section applicable to your aircraft) Page 2/4.
FUEL QUANTITY LIMITATIONS


DGAC20DSOF015 PART 2 - CG POSITION DETERMINATION ISSUE 1
05-10-10 LOADING – PART 2 – CG POSITION DETERMINATION
CALCULATION OF ZERO FUEL WEIGHT AND MOMENT
CHECKING THE LOADSHEET AVAILABILITY
Availability of the "LOADING MASTER WORKSHEET" form included in the W&B report must be
checked for applicability and units.
LOADING MASTER WORKSHEET

FILLING IN THE LOADSHEET
STEP 1: Determine the actual Equipped Empty Weight and corresponding moment
The Equipped Empty Weight and corresponding moment are given by the Weight & Balance report.
Note that this “Equipped Empty Weight” moment is usually determined with the Landing Gear Down. If
determining this moment with the Landing Gear Up, it must be adjusted for the moment caused by
Landing Gear Retraction (- 6,075 in.lb).
Note that the used "Equipped Empty Weight" value corresponds to a sample version of a Falcon 2000
LX weight and balance report. All the CG position calculation must be performed with the appropriate
weight and balance report corresponding to the operated airplane. In this example, weight selected for
operational items are not all representative of real equipments. The sample version of the weight and
balance report presented hereunder cannot be used for operational purposes.
ITEMS WEIGHT (lb) MOMENT (in.lb) %MAC

Eqquipped Empty Weight 23,956 34.5
Field “%MAC” refers to CG position as previously detailed.
In the line "CHANGES TO EMPTY", any possible additional equipment to the “empty airplane” must
be entered (weight and moment). In the present example no change is considered.
STEP 2: Operational items - Aircrew (Pilots + Flight Attendant)

Using 170 lb as standard pilot’s weight, calculate the relevant moment, and do the same for the flight
attendant on the jump seat (if 3 crew members on board)
ITEMS WEIGHT (lb) ARM (in.) MOMENT (in.lb)

2 CREW SEAT (L&R) 340.0 -291.0 -98,940.0
Jumpseat 170,0 -257.0 -43,690,0
Moment (in.lb) = Weight (lb) × Arm (in)
 Moment [2 crew seats (L&R)] = 340 × (- 291.0) = - 98,940 in.lb

 Moment [Jumpseat] = 170 × (- 257.0) = - 43,690 in.lb

STEP 3: Operational items - Various equipments
Depending on the various equipments in different locations, calculate the associated moments:
ITEMS WEIGHT ARM MOMENT

(lb) (in.) (in.lb)
Manual 64.0 -267.0 -17,088.0
LH Crew closet 0.0 -257.0 0.0
RH Galley Annex 56.8 -242.0 -13,745.6
Galley Bar Service 50.0 -211.0 -10,550.0
LH Entertainment Closet 76.2 200.0 -15,240.0
Magazine Rack 6.0 10.0 60,0
Lavatory Supplies 15.0 32.0 480.0
Toilet Service 15.0 32.0 480.0
Water Service 25.0 32.0 800.0
Baggage Compartment - 78.0 -
Baggage Strap - 78.0 -
FWD Service Compartment (FSC)
Tow Bar Head - 137.4 -
Tow Bar - 145.4 -
Servicing Ladder - 166.0 -
Fly-Away Kit Bag - 201.0 -
WEIGHT LOADED IN THE DIFFERENT STORAGE SPACES
STEP 4: Operational items - Life raft

Enter the life raft weights and associated moments:

(lb) (in.) (in.lb)
Life Raft – LH Entertainment 63.0 -207.0 -13,041.0
Cabinet
Life Raft – AFT Cabin Bulkhead 63.0 12.0 756.0
Life Raft – Bagage Compt. 63.0 62.0 3,906.0
LIFE RAFT WEIGHTS AND ASSOCIATED MOMENTS

STEP 5: BOW conclusion

Finally add up left and right columns to determine the Operating Empty Weight and Moment:
ITEMS WEIGHT ARM MOMENT % MAC

(lb) (in.) (in.lb)
BOW (Crew/Sup’s) - Subtotal 24,963.0 52,630.4 26.9
STEP 6: Payload
Enter the passengers and baggage weights and the associated moments.

(lb) (in.) (in.lb)
Pos 1 170.0 -165.0 -28,050.0
Pos 2 170.0 -165.0 -28,050.0
Pos 3 -111.0
Pos 4 170.0 -105.0 17,850.0
Pos 5 -70.0
Pos 6 170.0 -68.0 11,560.0
Pos 7 -68.0
Pos 8 170.0 -7.0 -1,190.0
Pos 9 170.0 -7.0 -1,190.0
Pos 10 170.0 -6.0 -1.020.0
Pax baggage 400.0 78.0 31,200.0
STEP 7: Zero Fuel Weight (ZFW) conclusion

Then add payload figures to BOW to determine Zero Fuel Weight (ZFW) and associated moment:

(lb) (in.) (in.lb)
ZFW - Subtotal 26,553.0 -5.079.6 24.8

DETERMINING THE ZFW ZONE
In order to determine the maximum ramp fuel, plot on the "Weight and Balance Determination Chart"
(Loading Manual, Section 6 Page 8 [refer to the page applicable to your aircraft]) the ZFW as depicted
below:
-5,079.6 in.lb
26,553 lb
ZFW
DETERMINING FUEL LOAD LIMITATION
ZFW ZONE CONCLUSION
ZONE 1 There is no fuel load limitation. It means that whatever CG position variation due to fuel consumption, the CG
position will be within the limits
ZONE 2 A fuel load limitation exists, so as not to exceed MRW
ZONE 3 A fuel load limitation exists, so as not to exceed the max forward CG position
ZONE 4 A fuel load limitation exists, so as not to exceed the max aft CG position

LIMITATIONS - ZFW ZONE 2
To illustrate this case, the zero fuel point of Fuel Moment Chart (0 lb / 0 lb × ft) is set on the ZFW in
Zone 2 of the W&B determination chart.
ZFW
Partial fuel load not to exceed

MRW
FUEL LOAD LIMITATION ZONE 2

Partial fuel load ZFW

not to exceed max
FWD CG limit.

The limiting ramp fuel is determined by the intersection of fuel curve and AFT CG limit.
ZFW
Partial fuel load not

to exceed max aft
CG limit

FUEL MOMENT CALCULATION TABLE
Enter the ramp fuel and the corresponding moment extracted from the below table. Interpolation is
allowed. The ramp fuel quantity must be consistent with the previously checked fuel limitation (Zone
related limitation).
FUEL MOMENT CALCULATION
NOTE
The take-off CG position at take-off is calculated with the fuel moment at 0° pitch attitude.

CALCULATION OF RAMP, TAKE-OFF AND LANDING WEIGHT AND MOMENT
MAXIMUM RAMP FUEL WEIGHT (MRW)
In resuming with the preceding example, where ZFW is in Zone 2, then the ramp fuel quantity is
limited by MRW.
 Maximum ramp fuel being = MRW - ZFW = 43,000 - 26,553
 Maximum ramp fuel being = 16,447 lb
ACTUAL RAMP FUEL WEIGHT AND ASSOCIATED MOMENT
The captain decides to depart with 14,500 lb ramp fuel:

 Corresponding moment = - 199.4 x 1,000 in.lb
As a conclusion
(lb) (in.) (in.lb)
ZFW 26,553.0 -5.079.6
Fuel 14,500 -199,400
Ramp Weight 41,053 -204,476
TAKE-OFF FUEL WEIGHT AND ASSOCIATED MOMENT
The taxi fuel is the fuel used from the brake release at the gate to the end of the aircraft alignment on
the runway. Taxi fuel being 200 lb:
 Take-off fuel = 14,300 lb
The take-off weight and associated moment is calculated using interpolation between values - 188.7
in.lb (for 14,000 lb of fuel) and - 199.4 in.lb (for 14,500 lb of fuel):
 Corresponding moment = - 195.120 x 1,000 in.lb
As a conclusion:
TAKE-OFF WEIGHT AND ASSOCIATED MOMENT

(lb) (in.) (in.lb)
ZFW 26,553.0 -5.079.6
Take-off Fuel 14,300.0 -195,120.0
Take-off Weight 40,853.0 -200,199.6

CRUISE WEIGHT AND MOMENT
Considering a -6.075 in.lb gear retracted moment delta,

 Cruise moment = Take-off moment + Gear Retracted Moment Delta
 Cruise moment = -200,199.6 – 6,075 = -206,274.6 in.lb
As a conclusion
(lb) (in.) (in.lb)
Take-off Weight & Moment [LG Down] 40,853.0 -200,199.6
Gear Retracted Moment Delta -6,075.0
Take-off Weight & Moment [LG Up] 40,853.0 -206,274,6
LANDING FUEL WEIGHT AND MOMENT
Considering a 8,300 lb trip fuel for instance,

 Landing fuel = Take-off fuel - Trip fuel = 14,300 - 8,300
 Landing fuel = 6,000 lb, and
 Corresponding moment = - 178.9 x 1,000 in.lb.
As a conclusion:
(lb) (in.) (in.lb)
Fuel at Landing 6,000.0 -178,900.0
LANDING WEIGHT AND MOMENT
 Landing Weight = Zero Fuel Weight + Fuel at Landing = 32,553.0 lb

(lb) (in.) (in.lb)
ZFW 26,553.0 -5.079.6 20.03
Fuel at Landing 6,000.0 -178,900.0 20.03
Landing Weight & Moment 32,553.0 -183,979.6 20.03

CALCULATION OF TAKE-OFF AND LANDING CG POSITION
TAKE-OFF CG POSITION
Method 1: Direct reading method

Enter the "Weight and Balance Determination" chart contained in Loading Manual Section 6 Page 10,
with TOW and Moment:
- TOW = 40,853 lb,
- TOW Moment = - 200,199.6 in.lb.
- 200,199.6 in.lb
40,853 lb
20.7 %MAC
CG DETERMINATION TABLE
Directly read the CG position at the intersection:

 CGPOSITION = 20.7 % MAC

Method 2: Computing method

X% MAC = 25 + ×
- Airplane weight = TOW = 40,853 lb

- The sum of moments = T/O moment = - 200,199.6 in .lb
(-200,199.6) 100
 X% MAC = 25 + ×
40,853 113.69
 CG % = 20.69 %
CALCULATION OF LANDING CG POSITION
Method 1: Direct reading method

Enter the "Weight And Balance Determination" chart in the Loading Manual (Section 6 Page 6), with
the LW and Moment.
- LW = 32,553 lb
- LW Moment = -183,979.6 in.lb
Directly read the CG position at the intersection:

Method2: Computing method

X% MAC = 25 + ×
- Airplane weight = LW = 32,553 lb

- Sum of moments = LW Moment = -183,979.6 in.lb
- 183,979.6 100
 X% MAC = 25 + ×
32,553 113.69

CG LIMITS
BALANCE MODIFICATION DUE TO THE DISPLACEMENT OF A PASSENGER
The change in balance resulting from the displacement of a 170 lb person, can be determined by
using the "CHANGES IN BALANCE" contained in the Loading manual (Section 7 Page 4).
CHANGE IN BALANCE DUE TO DISPLACEMENT DIAGRAM
The extreme case occurs when the captain moves from the cockpit to the aft baggage compartment.
This implies a moment's change of approximately + 64,000 in.lb.

Initial location Final location Change in moment
Pilot or copilot AFT baggage compartment Approx. + 64,000 in.lb

Passengers on forward seats AFT lavatory Approx. + 34,500 in.lb
Passengers on aft seats Jump seat Approx. - 43,000 in.lb
For this captain displacement at the start of cruise (aircraft weight = 40,853 lb), the reviewed CG
position is determined as below:
ITEMS WEIGHT ARM MOMENT CG
(lb) (in.) (in.lb) %
Initial Cruise Weight & Moment 40,853 -206,274.6 20.56
Captain moving from cockpit to AFT baggage compartment - 64,000
Reviewed cruise Weight & Moment 40,853 -142,274.6 21.94
GEOMETRICAL LIMIT - SAFETY LIMIT
To prevent the airplane from tipping backward on ground, the center of gravity must not be located
more aft than 44.3 % MAC CG.
Geometrical limit = 44.3 % MAC
On ground, in order to take into account the energy restored by the nose landing gear during rapid
variations of CG location (for instance when a person disembark from the airplane or during any
operation in the rear compartment) a 2.5 % MAC margin should be guaranteed in relation to the
above limit, i.e. 41.8 % MAC.
Safety limit = 41.8 % MAC
Note: 44.3 % and 41.8 % MAC CG is not compliant with flight envelope but could be reached during
specific loading or maintenance operations.
EFFECT OF SNOWFALL
Snow accumulation on the airplane will shift the center of gravity aft. The airplane may tip backward.
Since the density of the snow varies (from 0.007 to 0.036 lb/in3; i.e. 200 to 1,000 kg/m3), airplane
tipping may occur for different thickness of snow.
For example with Falcon 2000 LX / LXS / S models: for a wet snow at a density of 0.018 lb/in3 (500
kg/m3), a 2 in (50 mm) snow thickness on the airplane represents an increase in weight of about 4,598
lb (2,086 kg) and a change in moment of + 422,264 in.lb (+ 4,865 m.kg).

In snowy conditions, if it is not possible to shelter the airplane, some preventive measures are
required:
- Moor the airplane to the ramp as per Ground Servicing Manual, Section "Mooring in snowy
conditions",
- Avoid critical load distributions, to prevent the airplane from tipping backwards,
- Ballast the airplane forward.

DGAC20DSOF015 PART 3 – ELECTRONIC METHOD INITIAL ISSUE
05-10-15 LOADING – PART 3 – ELECTRONIC METHOD
The same computation can also be done on the Electronic Weight and Balance software provided for
the Falcon 2000LX, S and LXS. The results are shown in the software and can be saved in PDF
format.
1. Mission data section
2. Standard Equipment
included in the EEW
or that can be added
3. Operational Items
carried on board
during flights
including overwater
equipment, crew…
4. Payload and cargo
5. Fuel required for the

mission, trip fuel and
taxi fuel
6. Results

ELECTRONIC LOADSHEET

ELECTRONIC FLIGHT ENVELOPE


CODDE2 TAKE-OFF PAGE 1 / 2
05-15-00 TAKE-OFF – INTRODUCTION
IMPORTANTE NOTE
This Chapter “CODDE 2 – PERFORMANCE - TAKE-OFF is based on F2000LX data extracted
from Airplane Flight Manual and Performance Manual (see reference below).
By definition, the take-off phase starts at brakes release and ends at the point where, at least:
- The airplane is above 1,500 ft AAL,
- The airplane is in clean configuration, and
- MCT is set on the live engine.
This chapter describes the Dassault Aviation recommended method for computing the take-off
performance in operation, based on the data from:
- The Airplane Flight Manual (AFM, ref. DGT88898 Sections 1 & 5),
- The Performance Manual (PM, DGT115001 for Falcon 2000DX with winglets / LX / LXS / S or
DGT95353 for Falcon 2000EX EASy / DX without winglets) and
- The Standard Instrument Departure (SID) charts.
This chapter is made of seven parts:

- Part 1 – Calculation parameters
- Part 2 – Calculation methods
- Part 3 – Use of charts
- Part 4 – Take-Off data card
- Part 5 – Performance optimization
- Part 6 – Contaminated runways
- Part 7 – TOSA computations
NOTE
The Data presented in this chapter do not replace or supersede any data presented in THE
latest versions of the above listed DOCUMENTS.
In case of discrepancy between the data presented in this document and in the Airplane Flight
Manual and/or Performance Manual, the only reference documents are the Airplane Flight
Manual and Performance Manual.


DGAC20DSOF015 PART 1 – CALCULATION PARAMETERS ISSUE 1
05-15-05 TAKE-OFF – PART 1 – CALCULATION PARAMETERS
This sub-section introduces the parameters for computing the Maximum Take-Off Weight (MTOW):
- Meteorological parameters,
- Runway characteristics,
- Airplane settings,
- Terrain characteristics, including departure procedure constraints.
METEOROLOGICAL PARAMETERS
TOPOGRAPHIC ALTITUDE
Topographic altitude is the vertical distance measured from mean sea level (MSL).
PRESSURE ALTITUDE (ZP)
Pressure altitude is the vertical distance from the standard level reference 1,013.25 hPa. The foot (ft)
is the unit of altitude in the AFM charts.
Pressure altitude (Zp) of a topographic altitude can be calculated as a function of QNH.
Following formula can be used to calculate pressure altitude as a function of QNH:
Zp ( ft ) = Z Topographic ( ft ) + (1013.25 − QNH (hPa)) * 27.5
Pressure altitude corresponds to the altitude of a specific isobar above reference isobar (1013.25
hPa). Pressure height corresponds to height between two isobars.
TEMPERATURE
Temperature may be defined as:

- OAT (Outside Air Temperature) is the free air static temperature,
- SAT (Static Air Temperature) is OAT measured by airplane,
- TAT (Total Air Temperature) is the temperature acquired by a particule that is animated by a
movement and that is lead to stop.
Celsius (°C) is the unit of temperature in the AFM charts. "Temperature conversion Chart °F/°C"
provided in AFM 5-250-15, allows to convert Fahrenheit temperature to Celsius temperature.
Diagram below illustrates temperature variations versus pressure altitude in a standard atmosphere
(ISA):

Pressure Altitude
(ft) (km)
STRATOSPHERE
40,000 12 TROPOPAUSE = 36,089 ft
35,000
10
30,000
8 TROPOSPHERE
25,000
20,000 6
15,000
4
10,000
5,000 2
-56.5°C 15°C  Sea 3
ve
-60 -40 -20 0 20 40  4 60 Temperature (°C)
ISA TEMPERATURE
In ISA, above Mean Sea Level (MSL) and below tropopause (36,089 ft), following formula can be
used to calculate Temperature (T) in °C as a function of pressure-altitude:
1.98 * Zp
TISA ( Zp ) = 15 −
1000
Above tropopause, temperature remains at a constant value of -56.5°C.
Computation of deviation of temperature from ISA (∆T(ISA)) is based on pressure altitude of

concerned altitude (Z topographic) as follows:
∆T ( ISA) = OAT − TISA ( Zp )

OAT : temperature at Z Topographicf
Zp : Pressure altitude at Z Topographicf

TOPOGRAPHIC ALTITUDE VS ZP (∆ISA CORRECTION)
In ISA condition, pressure altitude equals topographic altitude. As soon as real atmospheric conditions
differ from ISA model, pressure altitude is modified as follows:
- QNH higher (lower) than 1013.25 hPa moves upward (downward) all isobars. Topographic
distance between two isobars is still equal to pressure height.
- Temperature higher (lower) than ISA expands (contracts) isobars so that topographic distance
between 2 isobars is higher (lower) than pressure height. Following formula can be used to
determine pressure height:
Topographic _ Height
∆Zp =
∆ISA
1+
288.15
∆Zp : Height based on isobars
∆ISA : deviation of temperature from ISA
WIND
The wind component parallel to the runway centerline affects take-off ground speed and distances,
which decrease (increase) with a headwind (tailwind). Crosswind has no influence on the take-off
speeds and distance.
The knot (kt) is the unit of wind magnitude in AFM charts.
NOTE
The longitudinal wind component has no influence on the vertical speed (ft/min), but on the
ground climb gradient (%).
WIND COMPONENT

The wind component parallel to flight path can be calculated from wind speed and wind direction
relative to runway (α) with using following formula:
Wind component parallel to flight path = Wind speed × cos(α)

Crosswind component = Wind speed × sin(α)
Example:
Given:
- T/O Runway: QFU 08
- Surface wind = 030° / 25 kt
Objective:
- Compute the wind components.
Solution:
 Wind component parallel to the flight path = 25 × cos (80 - 30) = 25 × cos(50) = 16 kt
 Crosswind component = 25 × sin (80 - 30) = 25 × sin (50) = 19 kt
RUNWAY CONDITION
The runway can be considered as dry, wet or contaminated. Depending on the runway condition, the
appropriate set of charts must be used to calculate the take-off performance data.
The regulatory definitions of the runway condition are:
AIR OPS states:

“(41) Dry runway: means a runway which is neither wet nor contaminated, and includes those paved
runways which have been specially prepared with grooves or porous pavement and maintained to
retain ‘effectively dry’ braking action even when moisture is present.[…]
(124) Wet runway: means a runway of which the runway surface is covered with water or equivalent,
[with a depth less than or equal to 3 mm], or when there is a sufficient moisture on the runway surface
to cause it to appear reflective, but without significant areas of standing water.”
and:
“(24) Contaminated runway: A runway is considered to be contaminated when more than 25% of the
runway surface area within the required length and width being used is covered by the following:
- surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow, equivalent to more
than 3 mm (0,125 in) of water;
- snow which has been compressed into a solid mass which resists further compression and will
hold together or break into lumps if picked up (compacted snow); or
- ice, including wet ice.”

The following contaminant definitions are extracted from the AFM Annex 3.
Standing water: water of depth greater than 3 mm (0.125 in).
- Slush: Partly melted snow or ice with a high water content, from which water can readily flow,
with an assumed specific gravity of 0.85. Slush is normally a transient condition found only at
temperatures close to 0°C.
Wet snow: Snow that will stick together when compressed, but will not readily allow water to flow from
it when squeezed, with an assumed specific gravity of 0.5.
Dry snow: Fresh snow that can be blown, or, if compacted by hand, will fall apart upon release (also
commonly referred to as loose snow), with an assumed specific gravity of 0.2. The assumption with
respect to specific gravity is not applicable to snow which has been subjected to the natural ageing
process.
Compacted snow: A runway is considered contaminated by compacted snow when covered by snow
which has been compressed to a solid mass such that the airplane wheels, at the representative
operating pressures and loadings, will run on the surface without causing significant rutting.
Ice: A runway is considered contaminated by ice when water has frozen on the runway surface,
including the condition where compact snow transitions to a polished ice surface.
NOTE
Depending on the national regulation, a damp runway may have specific requirements.

RUNWAY CHARACTERISTICS
RUNWAY WIDTH
ICAO Annex 14 Vol. 1 §1.7 Table 1.1 “Aerodrome reference code” recommends to operate the Falcon
2000S series on a 30 m (98 ft) minimum wide runway.
RUNWAY SLOPE
The runway slope is expressed as a percentage, positive if upward, and negative if downward. Falcon
2000 family is certified to operate on a runway whose slope is in the range - 2% / + 2%.
The runway slope is defined as:
Slope = (Maximum slope elevation - Minimum slope elevation) / Runway length
Note that a downward slope increases the stopping distance in case of Rejected Take-Off (RTO) and
decreases the take-off distance. This is why a downward slope can increase or decrease MTOW
depending on the runway length.
CWY (CLEARWAY)
The clearway is an area beyond the runway which must have the following characteristics (JAR 1.1
General definition and FAR 1.1 General definitions):
- Be centrally located about the extended runway centerline, and under the control of the airport
authority.
- Be expressed in terms of a clearway plane, extending from the end of the runway with an
upward slope not exceeding 1.25% and a length not exceeding half of TORA.
- Have a minimum width not less than 500 ft.
- Have no protruding objects or terrain. The threshold lights may protrude above the plane, if
their height above the runway end is 26 inches or less, and if they are located on each side of
the runway.
SWY (STOPWAY)
The stopway is an area beyond the runway, which must have the following characteristics (JAR 1.1
General definition and FAR 1.1 General definitions):
- At least as wide as the runway and centered upon the extended runway centerline.
- Able to support the airplane during an aborted take-off, without causing structural damage to
the airplane.
- Designated by the airport authority for being used in decelerating the airplane during an
aborted take-off.

DTH (DISPLACED THRESHOLD)
The runway threshold is called “Displaced” when not located at the extremity of the runway. For more
details, see Chapter Landing.
RUNWAY LENGTHS
Runway length is defined as the total length of runway excluding stopway and clearway.
TORA (Take-Off Runway Available)

TORA is the length available on the runway to perform ground operations for take-off. TORA is either
equal to the runway length or to the distance from the runway entry point (intersecting the taxiway) to
the end of the runway.
RWY = TORA *
TORA
TODA (Take-Off Distance Available)

TODA = TORA + CWY (if available)
Obstacle
26 in (max)
500 ft
CWY
TORA
1.25 %
(max)
1/2 TORA (max)
TODA
TODA
ASDA (Accelerate Stop Distance Available)

ASDA = TORA + SWY (if available).

SWY
TORA SWY
ASDA
ASDA
RUNWAY WIDTH
ICAO Annex 14 Vol. 1 §1.7 Table 1.1 “Aerodrome reference code” recommends to operate the Falcon
2000 series on a 30 m (98 ft) minimum wide runway.

AIRPLANE CONFIGURATION
SLATS/FLAPS SETTING
SF1 allowing a higher climb gradient during the entire take-off trajectory than SF2, is generally
adapted to clear a distant obstacle.
SF2 allowing a shorter take-off distance than SF1, is generally adapted to clear a close-in obstacle.
SF 1
SF 2
INFLUENCE OF SLATS / FLAPS SETTING
The intersection point of the two trajectories depends on several parameters (runway slope,
temperature, pressure altitude), therefore a quick calculation is impossible.
CENTER OF GRAVITY
The position of the center of gravity (CG) must remain within the CG envelope, in any phase of flight.
Within this envelope, the CG position has no influence on take-off performance.
ANTI-ICE
Engines and wings anti-icing degrades the take-off performance. Therefore, in order to determine
MTOW with the Anti-Icing systems working, dotted lines of the AFM charts must be used.

AIRPLANE TAKE-OFF DISTANCES
TOD (TAKE-OFF DISTANCE)
Dry runway
According CS 25.113 a), TOD on a dry runway is the greatest of the following distances:
• 115 % of the horizontal distance along the take-off path from brakes release to the point where
the airplane is 35 ft above the runway considering all engines operative,
• The horizontal distance along the take-off path from brakes release to the point where the
airplane is 35 ft above the runway, assuming the failure of the critical engine at VEF.
Wet runway
According CS 25.113 b), TOD on a wet runway is the greatest of the following distances:
• 115 % of the horizontal distance along the take-off path from brakes release to the point
where the airplane is 35 ft above the runway considering all engines operative,
• The horizontal distance along the take-off path from brakes release to the point where the
airplane is 15 ft above the runway, assuming the failure of the critical engine at VEF.
ASD (ACCELERATION STOP DISTANCE)
Dry runway
According to CS 25.109 a), ASD on a dry runway is the greatest of following distances:
• The distance necessary to accelerate from a standing start to the engine failure speed VEF
with all engines operating, then from VEF to V1 (assuming that the critical engine fails at VEF)
and then come to a full stop.
• The distance necessary to accelerate from a standing start to V1 with all engines operating,
and then come to a full stop.
CS 25.109 a) requires ASD to include a distance equivalent to 2 seconds at V1, in addition to the
demonstrated distance to accelerate to V1, and then bring the airplane to a full stop.
Wet runway
According to CS 25.109 b), ASD on a wet runway is the greatest of following distances:
• ASD on a dry runway as previously determined,
• ASD determined as previously, except that the runway is wet and corresponding wet values of
VEF and V1 are used.

BFL (BALANCED FIELD LENGTH)
BFL is the distance obtained by determining V1 for which TOD = ASD.

V1 must be greater than V1min and less than VR and VMBE (max brake energy). If the computed V1
does not fit within these limits, V1 must then be set to the limiting value. In this case, BFL in the AFM
charts either equals TOD or ASD, depending on this particular limiting value.
In any case, BFL must not be lower than BFL as calculated on a dry runway.
Consequently, if the runway is wet:
BFL = MAX (BFLdry, BFLwet )
V1
CWY
SWY
BFL = ASD
V1
CWY
SWY
BFL = TOD = ASD
SINGLE V1
Note:
The following extract from a “Balanced Field Length” chart illustrates the two different impacts
of a downward slope on Balanced Field Length (BFL):
Downward slope Downward slope

increases BFL decreases BFL
RUNWAY SLOPE AND BFL

RUNWAY EXTENSION
As per AIR OPS Part CAT.POL.A.205, it is required that aircraft performance characteristics satisfy
the three following conditions:
- TOD ≤ TODA,
- TOR ≤ TORA,
- ASD ≤ ASDA.
As per definition BFL = ASD = TOD, and TOR (TOR < TOD = ASD) is not published in AFM.
It is not possible to take benefit of a clearway or a stopway on the runway in order to optimize take-off
performance calculation cases as BFL information does not allow to check TOR < TORA.
As a conclusion, BFL must always be compared to TORA.
CWY
SWY
TORA
ASDA
TODA
STOPWAY INCLUDED IN A CLEARWAY
LOSS OF TAKE-OFF DISTANCE AT LINE-UP
The runway length, declared for calculation of TODA, ASDA and TORA, does not account for the
airplane line-up. According AIR OPS Part CAT.POL.A.205 Take-off (c) (6), line-up must be considered
for computing the take-off performance.
The line-up distance depends on the airplane geometry and the possible way of entering the runway.

LOSS OF RUNWAY LENGTH ATLINE-UP (1)
Calculations are usually required for a 90° entry and a runway backtrack.
2
Corrected ASDA
1
Corrected TODA
Runway length
LOSS OF RUNWAY LENGTH AT LINE-UP (2)
1
Loss of TODA
2
Loss of ASDA
Calculated in accordance with TGL 44 IEM 1.490 (c) (6), below are the different losses of runway
length at line-up:
90° entry Backtrack
Loss of TODA 1 30 ft 37 ft
Loss of ASDA 2 54 ft 61 ft
Consequently, BFL must be compared with TORA minus the loss of ASDA.

TERRAIN CHARACTERISTICS
OBSTACLES
Definition of the take-off funnel
The take-off funnel is the area surrounding the intended take-off flight path. All obstacles within the
take-off funnel have to be considered for computing the take-off performance accordingly to the
following method:
The obstacles must be projected on the intended take-off flight track.
The take-off flight path must clear all projected obstacles.
Note that ICAO recommendations (Annex 6) are identical to the CAT.POL.A.210 a) requirements:
“An operator shall ensure that the net take-off flight path clears all obstacles […] by a horizontal
distance of at least 90 m plus 0.125 x D, where D is the horizontal distance the aeroplane has traveled
from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled
before the end of the take-off distance available. For aeroplanes with a wingspan of less than 60 m a
horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0.125 x D may be used.”
If the intended flight path does not require any turn exceeding 15°, the operator must consider all the
obstacles located in the take-off funnel in accordance with the criteria presented hereafter.
12.5% 1/2 E
1/2 E
CWY 1 2 3
1/2 E0
D
TOD
TORA
TODA
AIR OPS TAKE-OFF FUNNEL
1
 1/2 E0 = 60 m + 1/2 wingspan. Falcon 2000S wingspan is 21.387 m, thus ½ E0 = 60 +
21.387/2 = 71 m
2
 1/2 E = 1/2 E0 + 0.125 x D
3
1/2 E = see the below table:

Flight-deck navigation systems

Visual course guidance With Required Navigational Without Required
Accuracy Navigational Accuracy
300 m 300 m 600 m
The Required Navigational Accuracy is defined in ICAO Annex 6. If the intended flight path requires
any turn exceeding 15°, an operator must take into account all the obstacles located in the take-off
funnel in accordance with the criteria presented hereafter.
12.5%
CWY 1/2 E0 1
1/2 E
2
D
TOD
1/2 E
TORA
3
TODA
If turn starts before the end of TODA, the take-off funnel begins at the end of TOD.
Else, the take-off funnel begins at the end of TODA.
AIR OPS TAKE-OFF FUNNEL (TRACK CHANGE > 15º)
1
1/2 E0 = 60 m + 1/2 wingspan
2
1/2 E = 1/2 E0 + 0.125 x D
3
1/2 E = see the table below:
Flight-deck navigation systems

Visual course guidance With Required Navigational Without Required
Accuracy Navigational Accuracy
600 m 600 m 900 m

FAR 135.379 (d)(2) requires that:

“No person operating a turbine engine powered transport category airplane may take-off that airplane
at a weight greater than that listed in the Airplane Flight Manual […] that allows a net take-off flight
path that clears all obstacles […] by at least 200 feet horizontally within the airport boundaries and by
at least 300 feet horizontally after passing the boundaries.”
1/2 E = 200 ft 1/2 E= 300 ft

CWY
TOD
TORA Airport boundary
TODA
FAR 135 TAKE-OFF FUNNEL (1)
The Advisory Circular AC 120-91 describes the acceptable methods and guidelines for developing
obstacle analyses in order to comply with Part 135 requirements. These methods ensue from an
extensive FAA and Industry experience and are accepted by the FAA. This AC describes the area in
which the obstacles have to be considered:
12.5%
6.25%
Start of turn
CWY 1/2 Emin
TOD
1/2 Emax
TORA
TODA
1/2 Emin = 300 ft
1/2 Emax = 3000 ft
If turn starts before the end of TODA, the take-off funnel begins at the end of TOD.
Else, the take-off funnel begins at the end of TODA.
FAR 135 TAKE-OFF FUNNEL (2)

Obstacle clearance
MTOW must be computed in accordance with AIR OPS CAT.POL.A.210 or FAR 135.379,
considering all the obstacles in the take-off funnel, and:
- Considering one engine inoperative,
- Assuming that these obstacles are projected on the intended take-off path,
So that the net flight path clears the most limiting obstacle with a vertical margin of 35 ft. Any part of
the net trajectory, where the airplane is banked more than 15°, must clear all obstacles by a vertical
distance of at least 50 ft.
The net trajectory is defined by:

Net trajectory = Gross trajectory - Gradient Penalty (γ %)
The gross trajectory is the real trajectory obtained during flight tests and the gradient penalty is
defined by regulation in order to get the net trajectory. For twin-engined airplanes:
Gradient Penalty (γ %) = 0.8 %
Maximum Continuous Thrust
H (ft)
Maxi Take-off Thrust (5 or 10 minutes)
γ % Gradient Slats / Flaps

retraction VFTO
Net flight path

Gross flight path
2 Obstacle
envelope
1
B C
A
1 2 3 4
First Segment Second Segment Transition Segment Final Segment
OBSTACLE CLEARANCE
VFTO = Final Take-off speed

Depending on the obstacle location, the limitation on the take-off path is:
- Obstacle A imposes a minimum net climb gradient at second segment and therefore a
minimum Second Segment Gross Climb Gradient (2SGCG) that could restrict the take-off
weight.
In fact, the Second Segment Gross Climb Gradient decreases along the trajectory as below depicted:
Gross flight path
Net flight path

Initial
2SGCG
Initial net climb gradient

at second segment
35 ft
1 Ref.0 2 3
CLIMB GRADIENT AT SECOND SEGMENT
- Obstacle B imposes a minimum Transition Segment gross height which:

o Must not be lower than 400 ft,
[1]
o Must not exceed the maximum height linked to the 5 or 10 minutes limitation on the
Maximum Take-Off Thrust at the end of transition segment, and
o Must ensure a 35 ft (or 50 ft in turn) vertical clearance between the net flight path and
all obstacles before the end of transition segment.
- Obstacle C must be cleared with the regulatory vertical margin during the final take-off
segment. If the minimum height of the Transition Segment (calculated in order to clear the
obstacle B) does not allow clearing the obstacle C, then this minimum height must be
increased.
NOTE
The calculation of the minimum height of the Transition Segment must take into account all
the obstacles located between DER and the end of the final take-off segment.
TOSA definition
Take-Off Safety Altitude (TOSA) is an equivalent for French accronym ZAC.
[1]
10 min for LXS/S or aircraft equipped with M3453 (FADEC evolution); otherwise max time is limited to 5
minutes.

TOSA is the altitude of the Transition Segment that allows clearing the obstacles before:
- The 5 minutes for the Falcon 2000 EX EASy / DX / LX, or
- The 10 minutes for the Falcon 2000LXS / S time at Max T/O Thrust,
on condition that the possible obstacle located beyond the five (or ten) minutes time is cleared with the
regulatory vertical margin.
Since TOSA is a parameter read on altimeter, it is a pressure altitude value: topographic gross height
of transition segment above Ref.0 must be ∆ISA corrected.
TOSA value is defined as follows:
TOSA = Ref.0 elevation + (Gross height of the Transition Segment)∆ISA corrected
NOTE
If there is no obstacle in the take-off funnel or if the calculated “gross height of the Transition
Segment” is below 400 ft:
TOSA = Ref.0 elevation + (400 ft) ∆ISA corrected
However, the operator is free to define a higher TOSA.
TOSA computation is detailed in “PART 7 – TOSA COMPUTATION”
Reference Zero Point is defined in “PART 2 – REFERENCE POINT DEFINITION”
SID REQUIREMENTS
SID design
SID (Standard Instrument Departure) and DP (Departure Procedure) are preplanned routes providing
transition from the departure airport to the en-route phase.
Depending on the airport location, the design of the departure procedure can be based on ICAO DOC
8168, PANS OPS, Volume II or FAA DOC 8260, TERPS, Volume IV.
SID versus OEI (One Engine Inoperative) trajectory

SID procedures are based on all engines operative operations. The requirements for OEI obstacle
clearance and all engines running SID are independent: OEI procedures do not need to meet TERPS
requirements. However,
If there is no reliable obstacles database and if visual return is impossible due to weather or surroundings, or
If no OEI trajectory can be empirically be calculated, in accordance with the operator’s standard procedures,
Then MTOW can be computed by checking that the OEI net trajectory is above the published SID. If
OEI net trajectory is below published SID, an obstacles database is required for verifying the obstacle
clearance

OIS definition
OIS is defined differently depending on the design rule used to build the Departure Procedure (PANS
OPS or TERPS).
PANS OPS
PANS OPS : OIS OUTLINE
TERPS (former version):

TERPS, in its former version, introduces the definition of an OCS (Obstacle Clearance Surface):

DESIGN CRITERIA FOR DEPARTURE PROCEDURES / TERPS - FORMER VERSION

TERPS (new version):
DESIGN CRITERIA FOR DEPARTURE PROCEDURES / TERPS – NEW VERSION
The Departure Procedure (DP) begins above the Departure End of Runway (DER) in the three above
definitions. Only the initial DP height differs:
- PANS OPS; 16 ft above DER,
- TERPS previous and new design; 35 ft above DER.

DGAC20DSOF015 PART 2 - DETERMINATION METHODS ISSUE 1
05-15-10 TAKE-OFF – PART 2 – DETERMINATION METHODS
This sub-section describes the two generic methods for dealing with either problem:
- Determining the take-off limiting weight (MTOW).
- Verifying that the estimated take-off weight (TOW) meets the various take-off limitations.
NOTE
All the examples hereafter are related to F2000S performance data, with 10 minutes limitation
for Maximum Thrust at take-off.
GENERIC METHODS
METHOD 1 – MTOW DETERMINATION
This method can be divided into 6 steps:

- STEP 1: Runway limitation:
MTOWrwy determination
- STEP 2: Airworthiness Climb Requirement (ACR) limitation:

Determination of MTOWacr limited by ACR up to 1,500 ft AAL
- STEP 3: Operational Climb Gradient Requirement (OCGR)

Determination of MTOWobs limited by an obstacle, a specific climb gradient due to obstacle or
SID vertical constraint
- STEP 4: MTOW
MTOW is the lowest of MTOWrwy, MTOWacr and MTOWobs. Obviously MTOW must be less
than 42,800 lb.
- STEP 5: All engines operative:

It consists in checking the operating requirements, like a compulsory minimum altitude at some
waypoint on the SID, or a minimum required climb gradient, etc.

METHOD 2 – CHECKING MTOW AGAINST THE TAKE-OFF LIMITATIONS
This method can be divided into 4 steps:

- STEP 1: Runway limitation:
Determining the BFL and comparing it with TORA.
- STEP 2: ACR limitation:

Determining MTOWacr and comparing it with TOW.
- STEP 3: Operational Climb Gradient Requirement:

Determining the initial Second Segment Gross Climb Gradient (initial 2SGCG) and the further
airplane trajectory in order to clear the obstacle(s) and/or to comply with SID required climb
gradient.
- STEP 4: All engines operative limitations:
DASSAULT AVIATION recommends the method 1, which allows considering several possible
scenarios (wind and temperature) and then anticipating a change in weather.
REGULATORY BASIS
The below table summarizes the regulatory approach of the take-off limitations:
AIRPLANE CERTIFICATION AIRPLANE OPERATION

ICAO Annex 8, EASA CS 25 ICAO Annex 6, AIR OPS & TGL 44
Wind is not taken into account. Wind is taken into account.

Airworthiness Climb Requirements: Runway: Obstacles SID climb
TAKE- At given altitude and temperature, the BFL clearance: requirements:
OFF chart (“MTOW limited by climb charts Close-in and Close-in and
requirements”) allows one to determine distant obstacle distant obstacle
whether this constraint is limiting or not. clearance chart clearance chart

RUNWAY LIMITATION
The AFM “Balanced Field Length” charts are used in the step 1 of both methods.
Method 1 – Step 1: Determining MTOWrwy, as a function of:

- The field length available,
- The airport pressure altitude,
- The ambient temperature,
- The runway condition (dry or wet),
- The Slats-Flaps setting,
- The Engine Anti-ice configuration,
- The runway slope, and
- The surface wind.
Method 2 – Step 1: Determining BFL as a function of TOW and the same above parameters.
- Slats/Flaps setting
- Rwy condition
- ARPT press altitude
Input: Output:
- Ambient Temp. (°C) - MTOWrwy (lb) or
- Field length available BFL (ft)
(ft) or TOW (lb)
Corrections:
- Engine Anti-Ice
- Runway slope (%)
- Wind
DETERMINATION OF MTOWrwy OR BFL
The figures in method 1 are in red; the ones in method 2 are in blue.
NOTE
BFL is obtained by determining V1 at which TOD = ASD, thus BFL is computed in considering the
performance with all engines operative and one engine inoperative.

ACR LIMITATION
MTOW limited by Airworthiness Climb Requirement is determined with the use of the AFM charts
named “Maximum take-off weight limited by climb requirements”; ref. to:
- For SF2 configuration: AFM 5-500-40 (Falcon 2000EX EASy / DX / LX) or 5A-520-40 (Falcon
2000 LXS / S).
- For SF1 configuration: AFM 5-550-40 (Falcon 2000EX EASy / DX / LX) or 5A-550-40 (Falcon
2000 LXS / S).
In Step 2 of both methods, these charts give MTOWacr as a function of:
- The ambient temperature,
- The airport pressure altitude,
- The Slats-Flaps setting,
- The Engine Anti-ice setting.
METHOD 1 - STEP 2
Considering a given departure, if there is no obstacle, or if no SID is published, or if no SID minimum

required climb gradient is published, then:
MTOW = Min (MTOWstruct, MTOWrwy, MTOWacr)
Slats / Flaps setting
Input:
Output:
- Airport Pressure Altitude (ft) - MTOWacr (lb)
- Ambient Temperature (°C)
MTOWacr COMPUTATION
NOTE
The computation of the Airworthiness Climb Requirements is based on a minimum required air
climb gradient; that is why the wind does not account for it.

OPERATIONAL CLIMB GRADIENT REQUIREMENT
INTRODUCTION
If there were obstacles along the departure flight path and/or if SID requires a minimum climb
gradient, then Step 3 of both methods allows verifying this limitation with the use of the following
charts:
- “Balanced field length”,
- “Take-off climb second segment”,
- “Close-in obstacle clearance”
- “Distant obstacle clearance”,
- “Transition segment distance” and
- “En-route and final climb gradient”.
The main step consists in determining the initial Second Segment Gross Climb Gradient (initial
2SGCG) in order to further check the obstacle clearance and/or SID climb requirements.
SID REMINDER
This paragraph provides a reminder of several notions about SIDs in order to correctly draw the
diagrams used in performance calculation.
Reference point definition

The climb performance refers to two different origins:
- SID climb requirements are specified from the Departure End of the Runway (DER),
- In AFM charts, every point of the airplane trajectory or of the take-off flight path is referenced
by its coordinates (height and horizontal distance) from Reference Zero point (Ref.0), which
is the point on the runway at the end of BFL.
Climb constraints identification

Thoroughly reading the departure procedure chart allows determining the calculation case. The
following table summarizes the different cases regarding the climb constraints for a given terrain:
Departure Procedure Obstacles Required climb gradient

No published SID Close-in and distant obstacles Required climb gradient must
clearance must be checked be computed depending on the
most limiting obstacle in the
take-off funnel
A published SID, but no Close-in and distant obstacles Required climb gradient must
published climb requirement clearance must be checked be computed depending on the

Departure Procedure Obstacles Required climb gradient

most limiting obstacle in the
take-off funnel.
If no available and reliable
obstacles database, then a
3.3% climb gradient can be
used for calculating MTOWobs
SID with a minimum required Even if SID and/or climb OEI climb path must clear
climb gradient (XX %) is requirements are due to obstacles in the take-off funnel
published obstacles, close-in and distant (p% and associated final
obstacles must be checked. altitude of constraint may be
considered as a virtual
obstacle).
AEO climb path must comply
with required p%.
If for a given SID, a minimum required climb gradient associated with a final altitude is published
(5.5% up to 14,000 ft for instance), then a virtual obstacle can be considered depending on SID
characteristics.
For each computation, an obstacles database must be used to check the obstacle clearance.
However, such obstacles database being not always available, in that case OEI trajectory must then
comply with SID climb requirement, even if penalizing.
Obstacles NOTAM are not taken into account in published SID and should be taken into account in
the MTOW computation. These obstacles are published giving a height and a distance from DER.
Any low, close-in obstacle (piercing OCS within 1 NM from DER) would generate a climb gradient
greater than 200 ft per NM on a very short distance. To avoid any excessive vertical constraint the
published minimum required climb gradient does not take into account such obstacles, but:
- These obstacles are published (height / range from DER), and
- The most limiting obstacle is indicated.
If not compliant with the SID required climb gradient, the operator must consider every obstacle in the
take-off funnel in order to compute the take-off performance.
A SID may include turns. It is the responsibility of the operator to select proper bank angle and adjust
the climb gradient in turns, considering the "Gradient loss in turns (%)"in AFM, section 5-200-05 Page
2/2.
All the following examples are not based on any real SID, but only on a straight on departure
procedure.

Calculation case identification

Discriminating the calculation case in order to check TOW compliance with an obstacle clearance
requirement consists in entering the “Close-in obstacle clearance” chart or “Distant obstacle
clearance” chart with the obstacle characteristics.
If any obstacle, real or virtual, is located at or nearer than 9,500 ft from Ref.0, it is considered as close-
in obstacle and “Close-in obstacle clearance” chart must be used. Else,”Distant obstacle clearance”
chart must be used.
“Close-in obstacle clearance” chart (ref. AFM 5-520-45 for Falcon 2000LXS / S or 5-500-45 for Falcon
2000EX EASy / DX / LX) is divided into 2 areas:
AREA 1:
Obstacle is cleared at first segment
AREA 2:
Obstacle is cleared at second
segment.
COMPUTATION CASES FOR CLOSE-IN OBSTACLE CLEARANCE

“Distant obstacle clearance” chart is divided into 3 areas.
AREA 3:
The obstacle is at the right of the

Transition Segment curve and
within the curve area: it can be
cleared at second segment within
the 5 min time limit. In this case,
there is no Transition Segment, and
AFM does not provide any data for
determining the airplane trajectory
after the extended second segment.
5 or 10 minutes
5limit
minutes limit
AREA 4:
AREA 2:
The obstacle is at the left of the curve area: it is cleared at final take-
Transition Segment curve: it is off segment.
cleared at second segment.
COMPUTATION CASES FOR DISTANT OBSTACLE CLEARANCE
NO SID CLIMB REQUIREMENT
The following example gives the method to compute MTOW by checking that OEI net trajectory is
above the plane defined by a 3.3% climb gradient up to 1,500 ft. DER and Reference Zero point are
assumed to be collocated.
In this example, the temperature and field pressure altitude have been chosen so as to demonstrate
that the 3.3% constraint up to 1,500 ft can be limiting when airport elevation and temperature are high.

Given:
- Falcon 2000S
- Take-off Threshold elevation = 10,000 ft and QNH 1013
 Field pressure altitude = 10,000 ft
- No slope,
- Ambient temperature = + 10°C
 T(ISA) = 15 - 10,000 * 1.98 / 1,000 ≈ - 5°C
 ∆ISA = 10 - (- 5) = +15°C
- T/O Slats/Flaps configuration = SF2,
- Anti-ice configuration = OFF,
- No minimum climb requirement due to obstacle clearance,
- DER = Ref.0,
- Runway Condition = DRY,
- No TOSA STANDARD.
Solution:
STEP 1: Determination of the virtual obstacle
Airplane net trajectory

???
1,500 ft
p = 3.3%
35 ft
DER = Ref.0 SID
Defining a virtual obstacle, whose summit is 35 ft below the vertical constraint, allows verifying that
the OEI net climb path remains at or above the 3.3 % plane at every point.

35 ft
???
1,500 ft
p = 3.3%
35 ft
DER = Ref.0
DETERMINATION OF THE VIRTUAL OBSTACLE
The virtual obstacle is then determined by:

- True height = Final SID altitude - Margin above “virtual obstacle” (*)
- True height = 1,500 - 35 ft
 True height = 1,465 ft
- Range from Reference zero = True height / p

- Range from Reference zero = (1,500 - 35) / 0.033
 Range from Reference zero = 44,394 ft
(*) This reduction height is due to CLOSE-IN / DISTANCE AFM as per chart assumptions. As this
chart is generally use for straight real obstacle clearance, the here above true height of the virtual
obstacle reduced by 35 ft here will assume that aircraft will reach 1,500 ft minimum.

STEP 2: Calculation case
AREA 2:
The obstacle is at the left of the
transition segment curve: it is cleared at
second segment.
STEP 3: REQUIRED Second Segment Gross Climb Gradient

The same “Distant obstacle clearance” chart gives the required initial Second Segment Gross Climb
Gradient (initial 2SGCG) to clear the virtual obstacle.
 REQUIRED INITIAL 2SGCG = 4.5 %
STEP 4: TOSA
TOSA is based on obstacle (“PART 7 – TOSA COMPUTATION”). Virtual obstacle is cleared during
second segment. 2 different methods lead to the same TOSA result:
- Method 1 “Graphic computation”: The same “Distant obstacle clearance” chart gives the
gross height of the transition segment equals to 1,900 ft.
 Gross Height (of the transition segment) = 1,900 ft. (Topographic height)
 Gross Height (∆ISA corrected) = 1,900 / (1 + 15 / 288.15) = 1,806 ft
 TOSA = 10,000 + 1,806 = 11,806 ft
- Method 2 “Numerical computation”: Since TOSA is based on obstacle, it can be computed

according to “PART 7 – TOSA COMPUTATION” as follows:

And
True height (Highest obstacle above Ref.0)

Gross height of the transition segment = + Distance (Highest obstacle from Ref.0) * Penalty
+ Margin (above obstacle)

 TOSA = 10,000 +[(1,465 + 44,394 * 0.8%) + 35] / (1 + 15 / 288.15)
 TOSA = 11,763 ft
STEP 5: MTOWobs
The “Take-off climb second segment” chart (ref. AFM 5-520-40) gives the MTOWobs as a function of
the temperature, the airport pressure altitude and the required initial 2SGCG.
Initial 2SGCG = 4.5 %

1,500 ft
p = 3.3 %
35 ft
DER = Ref.0
With following inputs:

- Field pressure altitude = 10,000 ft
- Required initial 2SGCG = 4.5%
 MTOWobs = 34,500 lb

OBSTACLE CLEARANCE AT SECOND SEGMENT
This paragraph details the two different cases (close-in and distant obstacle) in response to the
question: Can the airplane clear the obstacle with one engine inoperative, at a given TOW?
Close-in obstacle - example
Given:
- Falcon 2000S
- A single Obstacle: 6,000 ft from and 275 ft above DER
- TOW = 36,000 lb
- T/O configuration: SF2,
- Engine A/I OFF
- Airport elevation = 4,000 ft, and QNH 1013
 T(ISA) = 15 - 4,000 x 1.98 / 1000 ≈ 7°C
 ∆ISA = 10 - 7 = + 3°C
- TORA = 6,500 ft
- Dry runway,
- 0% slope,
- Wind is calm.
Solution:
STEP 0: BFL
Referring to the “BFL dry runway, SF2, altitude 4,000 ft” chart (ref. AFM 5-520-05),
 BFL = 3,925 ft

Ref.0 (e.g. end of BFL) and DER being not collocated, the gap equals TORA - BFL = 6,500 - 3,925 =
2,575 ft. Thus, the obstacle is located at 6,000 + 2,575 = 8,575 ft from the Ref.0 point.
As 8,575 ft < 9,500 ft  refer to the “Close-in obstacle clearance SF2” chart (ref. AFM 5-520-45).

STEP 2: The REQUIRED initial Second Segment Gross Climb Gradient (2SGCG)
The “Take-off climb second segment” chart (ref. AFM 5-520-40) gives:
Input:
- Obstacle true height
= 275 ft Output:
Required 2SGCG
- Obstacle horizontal = 4.3 %
distance from
Ref.0 = 8,575 ft
DETERMINATION OF REQUIRED 2SGCG
 REQUIRED INITIAL 2SGCG = 4,3 %.
STEP 3: TOSA
TOSA is based on obstacle (“PART 7 – TOSA COMPUTATION”) as follows:

And


Minimum transition segment gross height = 275 + 8,575 x 0.8 / 100 + 35 = 379 ft (Topographic height)
As the obstacle is cleared at second segment and the minimum gross height of the transition segment
is lower than 400 ft:
 TOSA = TOSA STANDARD 400 FT(∆ISA corrected)
 TOSA = Ref.0 elevation + 400 ft(∆ISA corrected) = 4,000 + 400 / (1 + 3 / 288.15)
 TOSA = 4,396 ft

STEP 4: The Initial Second Segment Gross Climb Gradient

Referring to the “Take-off climb second segment SF2” chart (ref. AFM 5-520-40) with:
- Ambient temperature = + 10°C,
- Field pressure altitude = 4,000 ft,
- TOW = 36,000 lb,
- Engine A/I = OFF.
 INITIAL 2SGCG = 7.2 %
As 7.2 % > REQUIRED INITIAL 2SGCG (4.3 %), the close-in obstacle is not limiting.
Distant obstacle – Example
Given:
- Falcon 2000S
- Take-off Threshold elevation = 4,000 ft QNH = 1013, hPa
 Field pressure altitude = 4,000 ft.
- No slope,
- Ambient Temperature = + 10°C,
 T(ISA) = 15 - 4,000 x 1.98 / 1000 ≈ 7°C,
 ∆ISA = 10 - (7) = + 3°C,
- 20 kt Headwind,
- Obstacle: 35,000 ft from and 2,500 ft above DER,
- TOW 34,000 lb,
- T/O configuration: SF1,
- Engine A/I OFF,
- Dry runway.
In a simplification purpose, Ref.0 point and DER are considered as collocated.

Solution:
Referring to the “Distant Obstacle clearance SF1” chart (ref. AFM 5-550-45):
- True height of obstacle above Ref.0 = 2,500 ft
- Horizontal distance from Ref.0 point = 35,000 ft
AREA 2:
The obstacle is at the left of the
transition segment curve: it is cleared
at second segment.
DISTANT OBSTACLE CLEARANCE: CALCULATION CASE
 The obstacle is effectively cleared at second segment.

STEP 2: The required initial Second Segment Gross Climb Gradient
Input: Output:
- True height = 2,500 ft Required 2SGCG
= 10 %
- Horizontal distance
from Ref.0 = 35,000 ft
DETERMINATION OF REQUIRED INITIAL 2SGCG
STEP 3: TOSA
Virtual obstacle is cleared during second segment. 2 different methods lead to the same TOSA result:
- Method 1 “Graphic computation”: The same “Distant obstacle clearance SF1” chart (ref
AFM 5-550-45) gives:
 Gross Height (of the transition segment) = 2,800 ft. (Topographic height)
 Gross Height (∆ISA corrected) = 2,800 / (1 + 3 / 288.15) = 2,771 ft
 TOSA = 4,000 + 2,771 = 6,771 ft
- Method 2 “Numerical computation”: Since TOSA is based on obstacle, it can be computed

according to “PART 7 – TOSA COMPUTATION” as follows:
And


 TOSA = 4,000 + [(2,500 + 35,000 x 0.8 %) + 35] / (1 + 3 / 288.15)

 TOSA = 6,786 ft

STEP 4: The Initial Second Segment Gross Climb Gradient

Referring to the “Take-off climb second segment SF1” chart (ref. AFM 5-550-40) with:
- TOW = 34,000 lb,
- Engine A/I OFF.
 Initial 2SGCG = 9.4 %
The “Take-off speed and attitude” chart (ref. AFM 5-550-35) gives with:
 V2 = 127 kt
The initial climb gradient must then be wind corrected with the use of the “Wind corrected climb
gradient” chart (ref. AFM 5-200-10).
Input:
- Climb gradient Output:
9.3% Wind corrected
- 20 kt Headwind climb gradient
- V2 = 127 kt = 10.2%
DETERMINATION OF THE WIND CORRECTED CLIMB GRADIENT
 10.2 % INITIAL 2SGCG > 10 % REQUIRED INITIAL 2SGCG,

 The distant obstacle is not limiting

SID CLIMB REQUIREMENT
The question is: does the OEI trajectory remain at or above the SID required climb path, at a given
TOW?
Given:
- Falcon 2000S
- Take-off Threshold elevation = 6,000 ft and QNH = 1013
 T(ISA) = 15 - 6,000 x 1.98 / 1000 ≈ 3°C
 ∆ISA = 10 - 3 = + 7°C
- Dry runway, null slope, no wind,
- TOW = 28,000 lb,
- T/O configuration SF2
- Engine A/I OFF,
- SID minimum required climb gradient: 5 % up to 14,000 ft altitude.
- In a simplification purpose, Ref.0 point and DER are considered as collocated.
Solution:
STEP 1: Virtual obstacle
The OEI net trajectory must remain at or above the SID climb path at every point. The below figure
illustrates the limiting scenario: the OEI net trajectory reaches the SID vertical path at 14,000 ft.
14,000 ft 35 ft
SID
???
6,000 ft p=5%
35 ft
Ref.0
 SID final true height above Ref.0 = 14,000 - 6,000 = 8,000 ft
 True height of virtual obstacle above Ref.0 = 8,000 - 35 = 7,965 ft
 Horizontal distance of virtual obstacle from Ref.0 = 7,965 / 0.05
 Horizontal distance of virtual obstacle from Ref.0 = 159,300 ft


Since the obstacle is more than 9,500 ft away from the Ref.0, refer to the “Distant Obstacle clearance
SF2” chart (ref. AFM 5-520-45).
AREA 4:
reticules area: it is cleared at final take-
off segment.
NOTE
When the obstacle is to be cleared at final take-off segment, the whole take-off trajectory must
be computed.

STEP 3: Initial Second Segment Gross Climb Gradient

Referring to the “Take-off climb second segment SF2” chart (ref. AFM 5-520-40), with:
- TOW = 28,000 lb,
- Engine A/I OFF,
14,000 ft
SID
p=5%
35 ft
6,000 ft
BFL
Ref.0

STEP 4: True Height of Transition Segment

Referring to the “Distant obstacle clearance SF2” chart (ref. AFM 5A-520-45):
Output:
Horizontal distance from
Ref.0 to Origin of
transition segment
= 108,000 ft
Input:
Initial 2SGCG Gross height of transition
= 11.6 % segment = 8,600 ft
True height of transition

segment = 7,725 ft
- Method 1 “Graphic computation”: The “Distant obstacle clearance SF2” chart gives:
 True height of transition segment = 7,725 ft
- Method 2 “Numerical computation” as follows:

o True Height of the Transition Segment = Gross Height - (0.8 % x second segment
length + 35) + Margin above Ref.0
o True Height of the Transition Segment = 8,600 - (108,000 x 0.8 / 100 + 35) - 35
o True Height of the Transition Segment = 7,701 ft
14,000 ft

7,725 ft
p=5%
35 ft
6,000 ft
BFL 108,000 ft
Second segment length

STEP 5: TOSA
As explained in “PART 7 – TOSA COMPUTATION”, take-off flight path has three or four segments,
TOSA can be computed as follows:
 TOSA = Ref.0 elevation + (Gross height of the Transition Segment)∆ISA corrected
 TOSA = 6,000 + [7,550 / (1 + 7 / 288.15)]
 TOSA = 13,371 ft
STEP 6: Transition segment length

The length of the transition segment can be determined with the use of “Transition segment distance
SF2” chart (ref. AFM 5-520-45), depending on the initial 2SGCG.
Input: Output:
Initial 2SGCG Transition segment
= 11.6 % length = 34,000 ft
LENGTH OF TRANSITION SEGMENT DISTANCE
14,000 ft
Initial 2SGCG = 11.6 % 7,725 ft
p=5%
35 ft
6,000 ft
BFL 108,000 ft 34,000 ft
Transition segment

STEP 7: Second segment and transition versus SID climb path?

In order to check that the airplane remains above SID vertical constraint at every point, SID height
must be checked against the OEI net trajectory at the origin and the end of the transition segment.
SID height at the origin of transition segment = [108,000 × (5 / 100)] + 35 = 5,435 ft

SID height at the end of transition segment = [(108,000 + 34,000) × (5 / 100)] + 35 = 7,135 ft
 At every point of second segment and transition segment, OEI net trajectory is above SID
climb path.
14,000ft
7,725 ft
7,135 ft
p=5% 5,435 ft
35 ft
6,000ft
BFL 108,000 ft 34,000 ft
STEP 8: Final segment climb gradient

This climb gradient is available in “En route and final take-off climb gradient” chart (ref.5-600-10). For
a better accuracy, input the temperature at the end of SID, e.g.: Final Ambient temperature = 10 -
[(14,000 - 6,000) × 1.98] / 1,000 = - 6°C.
Input:
- GW = TOW 28,000 lb Output:
Net final take-off
- Ambient temperature climb gradient =
= - 6°C 7.9 %
- Pressure altitude =
14,000 ft
 Final take-off net climb gradient = 7.9 %

STEP 9: final segment versus SID climb path

In order to check that the airplane remains above SID vertical constraint at every point, OEI final
height must be checked against SID final height.
14,000ft
7.9 %
7,725 ft
p = 5%
6,000ft
35 ft
BFL 108,000 ft 34,000 ft
159,300 ft
FULL OEI CLIMB PATH VERSUS SID
Final segment length = 159,300 - (108,000 + 34,000) = 17,300 ft

OEI final height = 6,000 + 7,725 + (17,300 × 7.9 / 100) = 15,092 ft > 14,000 ft
 At every point of final segment, OEI net trajectory is above SID climb path
As a conclusion:
 OEI net trajectory remains above SID required climb path,
 In the other case, TOW must be reduced and the whole OEI trajectory must be calculated
again.


FALCON 2000 EX EASY PERFORMANCE 05-15-15
DGAC20DSOF015 PART 3 – USE OF CHARTS INITIAL ISSUE
05-15-15 TAKE-OFF – PART 3 – USE OF CHARTS
This sub-section details the AFM charts with examples of their use, for:
- Determining MTOWrwy depending on runway length,
- Determining BFL based on the actual TOW,
- Determining MTOWacr ,
- Determining the initial 2SGCG as a function of the actual TOW,
- Determining MTOWobs based on a required 2SGCG,
- Determining the required 2SGCG for a close-in obstacle,
- Determining the required 2SGCG for a distant obstacle
- Determining the transition segment,
- Determining the final segment.

MTOW RUNWAY LENGTH
This sub-section details how to determine the MTOW limited by the runway length.
GIVEN:
- Falcon 2000S,
- Ambient temperature = +15°C,
- Engine Anti-Ice OFF,
- T/O configuration = SF2,
- Runway slope = -0.1%
- Runway Condition DRY,
- Surface Wind = 20 kt headwind,
- Runway length = 7,000 ft.
SOLUTION:
First, use the “Balanced field length dry runway SF2 altitude = 10,000 ft” chart (ref. AFM 5-520-05):
- Start at the bottom scale, with 7,000 ft field length,
- Intercept the horizontal line corresponding to 20 kt headwind,
- Follow the reticule down to the reference line,
- Intercept the horizontal line corresponding to -0.1% runway slope,
- Follow the reticule up to the reference line,
- Intercept the +15°C temperature line in the upper graph,
- Read the Maximum take-off weight on the upper left scale,
 MTOWrwy = 39,500 lb
Then, use the “Balanced field length dry runway SF2 altitude = 12,000 ft” chart (ref. AFM 5A-520-05):
- Start at the bottom scale, with 7,000 ft field length,
- Intercept the horizontal line corresponding to 20 kt headwind,
- Follow the reticule down to the reference line,
- Intercept the horizontal line corresponding to -0.1% runway slope,
- Follow the reticule up to the reference line,
- Intercept the +15°C temperature line in the upper graph,
- Read the Maximum take-off weight on the upper left scale,
 MTOWrwy = 36,400 lb
Then interpolate to determine MTOWrwy at 11,000 ft:

(39,500 - 36,400) × (12,000 - 11,000)

 MTOWrwy = + 36,400 = 37,950 lb
12,000 - 10,000
+15°C
39,500 lb
Engine A/I OFF
-0.1%
20 kt headwind
7,000 ft
MTOWrwy (PRESURE ALTITUDE = 10,000 ft)

+15°C
36,400 lb
Engine A/I OFF
-0.1%
20 kt headwind
7,000 ft
MTOWrwy (PRESURE ALTITUDE = 12,000 ft)

BALANCE FIELD LENGTH CALCULATION (BFL)
This sub-section details how to determine the required BFL based upon TOW.
GIVEN:
- Falcon 2000S,
- Take-Off Weight = 36,000 lb,
- T/O configuration = SF2,
- No Runway slope,
- DRY Runway,
- Wind is calm.
SOLUTION:
Use the chart “Balanced field length dry runway SF2 Altitude: 4,000 ft” chart (ref. AFM 5A-520-05)
- Start from the upper left scale with 36,000 lb T/O weight,
- Horizontally intercept the 10°C temperature line,
- Engine A/I OFF, no slope, wind null, so directly read BFL on the bottom scale,
 Required BFL = 3,925 ft
NOTE
At the end of BFL, airplane has reached a height above runway of 35 ft, in case of DRY runway,
or 15 ft in case of WET runway. Reference zero point is set on the runway at the end of BFL.

36,000 lb
AI OFF
0%
0 kt wind
DETERMINING BFL AT A GIVEN TOW

MTOW AIRWORTHINESS CLIMB REQUIREMENT (ACR)
This sub-section details how to determine MTOWacr, the max take-off weight limited by airworthiness
climb requirements.
GIVEN:
- Falcon 2000S,
- T/O configuration = SF2.
SOLUTION:
Use “Maximum take-off weight limited by climb requirements SF 2” chart (ref. AFM 5A-520-40):
- Start from the left scale with temperature +10°C,
- Horizontally intercept the 10,000 ft curve,
- Read the take-off weight on the bottom scale.
 MTOWacr = 41,100 lb

10°C 10,000 ft
41,100 lb

INITIAL SECOND SEGMENT GROSS CLIMB GRADIENT DETERMINATION (INITIAL 2SGCG)
This sub-section details how to determine the initial 2nd Segment Gross Climb Gradient.
GIVEN:
- Falcon 2000S,
SOLUTION:
Use “Take-off climb second segment SF2” chart (ref. AFM 5A-520-40):
- Start from the upper left scale with temperature +10°C
- Horizontally intercept the 4,000 ft curve in the upper graph,
- Down to the reference line of the lower graph,
- Follow the reticule to intercept the 36,000 lb horizontal line,
- Read the initial 2SGCG on the bottom scale,

4,000 ft
10 °C
36,000 lb
7.3%
INITIAL SECOND SEGMENT GROSS CLIMB GRADIENT

MTOW LIMITED BY A REQUIRED 2SGCG
This sub-section details how to determine MTOW limited by 2nd Segment Gross Climb Gradient.
GIVEN:
- Falcon 2000S,
- Engine A/I OFF,
- Required 2SGCG = 4.7 %,
SOLUTION:
Use the “Take-off climb second segment SF2” chart (ref. AFM 5-520-40):
- Start from the bottom scale,
- Draw a vertical line at 4.7 %,
- Then, from the upper left scale, draw a horizontal line at temperature +10°C,
- Horizontally intercept the 10,000 ft curve in the upper graph,
- From that point, down to the reference line of the lower graph,
- Follow the reticule to intercept the 4.7 % vertical line,
- Read the Take-Off Weight on the bottom left scale,
 MTOW = 34,300 lb

+10 °C
10,000 ft
34,300 lb
4.7%
MTOW LIMITED BY INITIAL 2GCG

CLOSE-IN OBSTACLE CLEARANCE
This sub-section details how to determine the required 2SGCG for clearing a close-in obstacle.
NOTE
An obstacle is considered as close-in if its horizontal distance from reference zero is less than
or equal to 9,500 ft. In the other case, “Distant obstacle clearance” chart must be used. Indeed
“Close-in obstacle clearance” chart is a zoom of lower part of “Distant obstacle clearance”
chart.
GIVEN:
- Falcon 2000S,
- True height of obstacle above airport = 275 ft,
- Horizontal distance of obstacle from reference zero = 7,800 ft,
- Take-off configuration = SF2.
SOLUTION:
Use the “Close-in obstacle clearance SF2” chart (ref. AFM 5A-520-45):
- Plot the intersection of the obstacle distance and height in the graph, and
- Directly read the required 2SGCG.
NOTE
Gross height is defined as follows:
Gross height = True height + (Horizontal distance * 0.8 %) + 35 ft
Gross height is measured from the end of BFL (35 ft above Reference 0 if DRY runway, 15 ft in
case of WET runway).
Therefore this chart ensures that the net take-off flight path clears the obstacle with a 35 ft
margin in case of DRY runway and 15 ft in case of WET runway.

275 ft
4.5 %
7,800 ft
CLOSE-IN OBSTACLE CLEARANCE

DISTANT OBSTACLE CLEARANCE (FIRST EXAMPLE)
This sub-section details how to determine the required initial 2SGCG for clearing a distant obstacle.
NOTE
An obstacle is considered as distant if its horizontal distance from reference zero is greater
than 9,500 ft. In the other cases, “Close-in obstacle clearance” must be used.
GIVEN:
- Falcon 2000S,
- True height of obstacle above airport = 2,150 ft,
SOLUTION:
As the following inputs are verified:

- The Horizontal distance of obstacle from reference zero is below 80,000 ft, and
- The True height below of obstacle from reference zero is below 5,000 ft,
Use the “Distant obstacle clearance SF2” chart (ref. AFM 5A-520-45):
- Plot the intersection of obstacle distance and height in the graph, and directly read the required
initial 2SGCG.
 Required Initial 2SGCG = 7.7 %
NOTE

case of WET runway). Therefore this chart ensures that the net take-off flight path clears the
obstacle with a 35 ft margin in case of DRY runway and 15 ft in case of WET runway.
In case of WET runway, true height of obstacle must be increased by 20 ft. to ensure the
obstacle clearance of 35 ft.

7.7 %
2,150 ft
35,000 ft
DISTANT OBSTACLE CLEARANCE

DISTANT OBSTACLE CLEARANCE (SECOND EXAMPLE)
This sub-section details how to determine the required initial 2SGCG for clearing a distant obstacle.
NOTE
An obstacle is considered as distant if its horizontal distance from reference zero is greater
than 9,500 ft. In the other cases, “Close-in obstacle clearance” must be used.
GIVEN:
- Falcon 2000S,
- True height of obstacle above airport = 8,500 ft,
SOLUTION:
As the following inputs are verified:

- The Horizontal distance of obstacle from reference zero is above than 80,000 ft, or
- The True height below of obstacle from reference zero is above than 5,000 ft,
Use the “Distant obstacle clearance SF2” chart (ref. AFM 5A-520-45):
- Plot the intersection of obstacle distance and height in the graph, and directly read the required
initial 2SGCG.
NOTE
The obstacle will be cleared during extended Second segment.
NOTE

case of WET runway). Therefore this chart ensures that the net take-off flight path clears the
obstacle with a 35 ft margin in case of DRY runway and 15 ft in case of WET runway.
In case of WET runway, true height of obstacle must be increased by 20 ft. to ensure the
obstacle clearance of 35 ft.

12.3%
8,500 ft
115,000 ft
DISTANT OBSTACLE CLEARANCE

THE ORIGIN OF THE TRANSITION SEGMENT
This sub-section details how to determine the origin of transition segment.
GIVEN:
- Falcon 2000S,
- Initial 2SGCG (wind and bank angle corrected) = 10.8 %,
SOLUTION:
Use the “Distant obstacle clearance SF 2” chart (ref. AFM 5A-520-45):

- In the graph, plot the intersection of 10.8 % initial 2SGCG straight line and the "Origin of
transition segment" curve,
- Read the gross height = 7,100 ft,
- Read the horizontal distance on the bottom scale and the gross height on the oblique scale.
 The transition segment starts 108,000 ft from Ref.0

 The gross height = 8,000 ft (Topographic height)
And
 TOSA = Ref.0 elevation + 8,000 ft (∆ISA corrected)
NOTE
In this example, the initial 2SGCG straight line does intercept the "Origin of transition
segment" curve. If this intersection were not readable, the origin of the transition segment is
determined by the intersection between initial 2SGCG straight line and 4,800 ft gross height
dashed line (highest possible value).
NOTE
This chart gives the relation between NET and GROSS height of transition segment according
to the following relation:
Net height of the transition segment (ft) = Gross Height of the transition segment - (0.8 % x
second segment length + 35 ft) + Margin above Ref.0

8,000 ft
10.8%
7,100 ft
108,000 ft
ORIGIN OF TRANSITION SEGMENT

LENGTH OF THE TRANSITION SEGMENT
This sub-section details how to determine the length of transition segment.
GIVEN:
- Falcon 2000S,
- Initial 2SGCG (wind and bank angle corrected) = 10.8 %,
SOLUTION:
Use the “Transition segment distance SF2 / CLEAN” chart (ref. AFM 5-520-45):
- Starting from the left scale, draw a horizontal line at 10.8 % to intercept the curve,
- Read the length on the bottom scale named “horizontal distance”.
 Length of transition segment = 38,000 ft.

10.8%
38,000 ft
TRANSITION SEGMENT LENGTH

CLIMB GRADIENT AT FINAL TAKE-OFF SEGMENT
This sub-section details how to determine the final take-off climb gradient, as a function of the actual
gross weight, final altitude of the take-off segment and OAT at that final altitude.
GIVEN:
- Falcon 2000S,
- Final ambient temperature = -6°C,
- Final pressure altitude = 14,000 ft,
- Anti-Ice OFF.
SOLUTION:
Use the “Final take-off and en-route climb gradient one engine inoperative / clean” chart (ref. AFM 5-
600-10).
- Starting from the upper-left scale, temperature -6°C, horizontally intercept the 14,000 ft altitude
curve in the upper graph,
- Down to the reference line in the lower graph,
- Follow the reticule to intercept the 30,000 lb horizontal line,
- Down to the bottom scale (upper reading) “Net final take-off climb gradient”
 The Net final take-off climb gradient = 7.4 %.

14,000 ft
-6°C
30,000 lb
7,4%
DETERMINATION OF FINAL TAKE-OFF CLIMB GRADIENT

DGAC20DSOF015 PART 4 - TAKE-OFF CARD INITIAL ISSUE
05-15-20 TAKE-OFF – PART 4 – TAKE-OFF CARD
GENERAL
This sub-section details how determining the take-off data card figures, when the runway length is not
limiting:
- V1 ……………………………………... Decision speed, with V1 min ≤ V1 ≤ VMBE and V1 ≤ VR

- V1min .……………………………………………………………............. Minimum decision speed
- VMBE .…………………………………………………………....... Maximum Brake Energy speed
- VR ………………………………………………….………………..………………... Rotation speed
- V2 …………………………………………………………………..…………. Take-off safety speed
- VFR ………………………………………………………………..………… Flaps Retraction speed
- Attitude ……………………………………………………….. Recommended pitch angle at lift-off
- VFTO …………………………………………………………………………... Final Take-Off speed
- T/O N1 ...…………………………………………………………………… Full thrust N1 at take-off
- a100kt …...………………………………………………… Take-Off acceleration time to 100 kt IAS
- a60kt ……………...………………………………………… Take-Off acceleration time to 60 kt IAS
- aBR ……..……………...…………………………………………….. Acceleration at Brake Release
NOTE
All AFM V-speeds are indicated airspeeds.

V1 AND V1MIN
With the use of “Decision speed associated with balanced field length” charts (ref. AFM 5-520-10 for
SF2 configuration):
Input:
- Field pressure altitude (ft),
- Ambient temperature (°C), Output:
- Take-Off Weight (lb), - V1 (kt),
- Slats-Flaps configuration, - V1min (kt).
- Runway condition,
- Engine A/I.
Corrections:
- Runway slope (%),
- Wind (kt).
DETERMINING V1

VMBE - MAXIMUM BRAKE ENERGY SPEED
With the use of “Maximum brake energy speed” charts (ref. AFM 5-520-15 SF2):
Input:
- Field pressure altitude (ft),
- Ambient temperature (°C), Output:
- Take-Off Weight (lb), - VMBE (kt)
- Slats-Flaps configuration,
- Runway condition.
Corrections:
- Runway slope (%),
- Wind (kt).
DETERMINING VMBE

VR, V2 AND VFR
VR AND V2
With the use of “Take-off speeds and attitude” charts, refer to:
- AFM 5-520-35 for SF2 configuration,
- AFM 5-550-35 for SF1 configuration.
Input: Output:
- TOW (lb) - VR (kt)
- Slats / Flaps - V2 (kt)
configuration
VR, V2 AND VFR
VFR
The Flaps Retraction speed (VFR) is defined as:

- For Falcon 2000EX EASy / DX / LX: VFR = V2 + 10 kt, and
- For Falcon 2000LXS / S: VFR = V2 + 25 kt.

RECOMMENDED PITCH ANGLE AT LIFT-OFF
With the use of “Take-off pitch attitude” charts:

- Ref. AFM 5-520-35 for SF1 Slats/Flaps configuration, and
- Ref. AFM 5-550-35 for SF2 Slats/Flaps configuration.
Input:
- Second segment gross climb Output:
Gradient (%), - Attitude (°).
- Take-Off Weight (lb).
Corrections:
- Wind (kt).
DETERMINING PITCH ANGLE AT LIFT-OFF

VFTO
With the use of “En-route climb speed clean” chart (ref. AFM 5-600-05):
Output:
Input: - VFTO (kt)
- Gross weight (lb)
VFTO DETERMINATION
T/O N1
With the use of “Take-off N1; Take-off run and first segment climb” charts (ref. AFM 5-400-05 Engine
A/I OFF or 5-450-05 Engine A/I ON):
Input:
- Pressure altitude (ft) Output:
- Ambient Temperature (°C) - T/O N1 (%)
T/O N1 DETERMINATION

ACCELERATION TIME AND ACCELERATION
ACCELERATION TIME
With the use of “Take-Off Acceleration time to 100 kt all take-off configurations” charts (ref. PM 1-250-
05 for the Falcon 2000DX with winglets / LX / LXS / S and PM 1-25-2 for the Falcon 2000EX EASy /
DX without winglets):
Input:
- Field pressure altitude (ft), Output:
- Ambient temperature (°C), - a100 kt (s)
- Take-Off Weight (lb),
- Engine A/I configuration.
Corrections:
- Runway slope (%)
- Wind (kt)

ACCELERATION
With the use of “Acceleration at brake release all take-off configurations” charts (ref. PM 1-250-10 for
the Falcon 2000DX with winglets / LX / LXS / S and PM 1-25-4 for the Falcon 2000EX EASy / DX
without winglets):
Input:
- Field pressure altitude (ft), Output:
- Ambient temperature (°C), - aBR (g),
- Take-Off Weight (lb), - a60kt (g)
- Anti-ice configuration.
Corrections:
- Runway slope (%)
- Wind (kt)
DETERMINING THE TAKE-OFF ACCELERATION

EXAMPLE
GIVEN:
- Falcon 2000S,
- Anti-Ice = OFF,
- Runway DRY,
- No runway slope,
- Wind calm,
- Slats-flaps configuration = SF2.
SOLUTION:
 First determination of V1 = 93 kt, (ref. AFM 5A-520-10),
 V1min = 98 kt, (ref. AFM 5A-520-10),
 VMBE: not limiting, (ref. AFM 5A-520-15),
 V1 = V1min = 98 kt,
 VR = 102 kt, (ref. AFM 5A-520-35),
 V2 = 107 kt, (ref. AFM 5A-520-35),
 Recommended pitch angle = 17.6°, (ref. AFM 5A-520-35),
 Initial 2SGCG = 11 %, (ref. AFM 5A-520-40),
 VFR = V2 + 10 = 107 + 10 = 117 kt,
 VFTO = 153 kt, (ref. AFM 5A-600-05),
 T/O N1 = 97.3 % (ref. AFM 5A-400-05),
 Acceleration at brakes release aBR = 0.46 g (ref. PM 1-250-10),
 Acceleration at 60 kt IAS a60kt = 0.40 g (ref. PM 1-250-10),
 Acceleration Time to 100 kt IAS = 13 s (ref. PM 1-250-05).

INTENTIONNALY LEFT BLANK

DGAC20DSOF015 PART 5 - PERFORMANCE OPTIMIZATION INITIAL ISSUE
05-15-25 TAKE-OFF – PART 5 – PERFORMANCE OPTIMIZATION
As detailed in the previous sub-section, the general method consists in ensuring that OEI net
trajectory remains at every point above SID climb path.
The present sub-section details the optimized method (with example of its use) that consists in:
- Drawing the net OEI vertical path,
- Drawing the SID,
- Ensuring that OEI net path remains above SID, at every point.
The SID climb gradient being only published for information, an obstacle database must be strictly
used to check the obstacle clearance, in any case.
Note that the following example takes into account the gap between DER and Reference Zero Point.

OEI VERTICAL PATH WITH OBSTACLE AND SID REQUIREMENT EXAMPLE
OBJECTIVE
To check that the OEI vertical path complies with the SID minimum required climb gradient,
depending on an estimated take-off weight (TOW).
Given:
- Falcon 2000S
- TOW = 35,000 lb,
- Slats-Flaps configuration = SF2,
- Take-off threshold elevation = 4,000 ft,
- QNH = 1013 hPa,
 Field pressure altitude = 4,000 ft,
- TORA = 8,000 ft,
- Ground temperature = + 2°C,
 T(ISA) = 15 - 1.98 x 4,000 / 1,000 ≈ 7°C,
 ∆ISA = OAT - T(ISA) = - 5°C,
- Engine A/I configuration = ON,

- No runway slope,
- DRY Runway,
- Wind is 10kt Head Wind,
- An obstacle: 3,000 ft from DER and 225 ft above DER,
- SID design = TERPS,
- SID minimum required climb gradient = 3.8 % up to 10,000 ft altitude.

Solution:
STEP 1: BFL determination and gap between DER and Ref.0
10,000ft
OBSTACLE
SID
Net trajectory
p = 3.8 %
4,000 ft 35 ft
Ref.0 DER Real Obstacle Virtual bstacle
BFL
TORA 8,000 ft 3,000 ft
With TOW = 33,000 lb, the "Balanced field length dry runway SF2" chart (ref. AFM 5A-520-05) gives:
 BFL = 3,600 ft
 Gap between DER and Ref.0 = TORA - BFL = 8,000 - 3,600 = 4,400 ft
NOTE
Runway is DRY so airplane is 35 ft above runway at the end of BFL.
STEP 2: Obstacle
Horizontal distance to Ref.0 = Distance from DER + Gap between DER and Ref.0
 Horizontal distance to Ref.0 = 3,000 + 4,400
 Horizontal distance to Ref. 0 = 7,400 ft
The obstacle being closer than 9,500 ft from Ref.0 is a close-in one. The “Close-in Obstacle clearance
SF2” chart (ref AFM 5A-520-45) indicates that the obstacle (225 ft above DER), is cleared during
second segment.
 Obstacle Required Initial 2SGCG = 3.9 %

STEP 3: SID – Virtual Obstacle
10,000 ft 35 ft
SID
Virtual
obstacle
p = 3.8 %
4,000 ft
35 ft
Ref.0 DER
3,600 ft 4,400 ft
VIRTUAL OBSTACLE
 SID final true height above DER = 10,000 - 4,000 = 6,000 ft

 True height of virtual obstacle above DER = 6,000 - 35 ft = 5,965 ft
 Horizontal distance of virtual obstacle from DER = 5,965 / 0.038 = 156,974 ft

 Horizontal distance of virtual obstacle from Ref.0 = 156,974 + 4,400 = 161,374 ft

10,000 ft 35 ft
6,000 ft
p = 3.8 %
4,000 ft
35 ft
Ref.0 DER
3,600 ft 161,374 ft
VIRTUAL OBSTACLE
The virtual obstacle being farer than 9,500 ft from Ref.0 is a distant one. The “Distant Obstacle
clearance SF2” chart (ref. AFM 5A-520-45) indicates that the virtual obstacle is cleared at final
segment.
AREA 4:
The obstacle is at the right of the curves

area: it is cleared at final take-off segment.
Since the virtual obstacle is cleared at final take-off segment, the whole climb path must be computed.
With the use of “Take-off climb second segment SF2” chart (ref. AFM 5A-520-40) with:


- TOW = 35,000 lb,
- Engine A/I Configuration = ON,
This initial 2SGCG does not take into account wind, so it must be corrected by using “Wind corrected
climb gradient” chart (ref. AFM 5A-200-05).
Input:
- Initial 2SGCG Output:
= 7.1 %, - Initial Wind Corrected
- 10 kt headwind, 2SGCG = 7.3 %
- V2 = 114 kt.
WIND CORRECTED 2D SEGMENT GROSS CLIMB GRADIENT
10,000ft SID
Initial 2SGCG = 7.3 % Net trajectory
p = 3.8 %
35 ft
4,000ft Ref.0 DER
3,600 ft 4,400 ft
INITIAL 2SGCG
STEP 6: Obstacle clearance

As 7.3 % > 3.9 %,

 Initial Wind Corrected 2SGCG > Obstacle Required Initial 2SGCG

 Close-in obstacle is cleared.

“Distant obstacle clearance SF2” chart (ref. AFM 5A-520-45) gives the gross height and the origin of
the transition segment (or end of second segment).
NOTE
Runway is DRY so airplane is 35 ft above runway at the end of BFL (Ref.0). This margin of 35 ft
should be added to determine net trajectory.
ORIGIN / HEIGHT OF TRANSITION SEGMENT
- Method 1 “Graphic computation”: The same “Distant obstacle clearance SF2” chart (ref.
AFM 5A-520-45) gives:
Output:
- Horizontal distance
from Ref.0 to Origin of
transition segment
= 103,250 ft
Input:
- Initial 2SGCG
- Gross height of
= 7.3 %
transition segment
= 5,700 ft
- True height of
transition segment
= 4,875 ft

 True height of the transition segment = Gross height - (0.8 % x second segment length
+ Margin above Ref.0)
 True Height of the Transition Segment = 5,700 - (0.8 / 100 x 103,250 + 35)
 True Height of the Transition Segment = 4,874 ft

STEP 8: Checking the end of second segment height against SID climb path height
10,000 ft
SID
Net
Trajectory
4,875 ft
p = 3.8 %
X? 35 ft
4,000 ft Ref.0 DER
4,400 ft
SECOND
103,250 ft SEGMENT VERSUS SID
At the end of second segment:

 SID height = (103,250 - 4,400) × 3.8 / 100 + 35 = 3,792 ft
As 3,792 ft < 4,875 ft,

 SID height < True height of the end of second segment
 SID vertical constraint is not limiting along the second segment.


With the use of “Transition segment distance SF2” chart (ref. AFM 5A-520-45):
Output:
Input: Transition segment
- 2SGCG length = 38,250 ft
= 7.3 %
DETERMINATION OF THE TRANSITION SEGMENT LENGTH
STEP 10: Transition segment height versus SID climb path height
10,000 ft
SID
Transition segment
4,875 ft X?
p = 3.8 %
35 ft
4,000 ft Ref.0 DER

4,400 ft
103,250TRANSITION
ft 38,250 ft DEFINITION
SEGMENT
At the end of transition segment:

 SID height = (103,250 - 4,400 + 38,250) × 3.8 / 100 + 35 = 5,245 ft

As 5,245 ft > 4,875 ft,

 SID height > True height of the transition segment
 SID vertical constraint is limiting.
10,000 ft
SID
Transition segment
4,875 ft 5,245 ft
p = 3.8 %
35 ft
4,000 ft Ref.0 DER
4,400 ft
103,250 ft 38,250 ft
STEP 11: TOW adjustment

The take-off weight must be decreased in order to comply with SID climb requirement.
- Previous TOW = 35,000 lb,
- Iterating by 2,000 lb,
 New decreased TOW = 33,000 lb.
STEP 12: BFL determination and gap between DER and Ref.0
With 33,000 lb TOW, the "Balanced field length dry runway SF2" chart (ref. AFM 5A-520-05) gives:
 BFL = 3,200 ft
 Gap between DER and Ref.0 = TORA - BFL = 8,000 - 3,200 = 4,800 ft
STEP 13: Obstacle

Horizontal distance to Ref.0 = Distance from DER + Gap between DER and Ref.0
 Horizontal distance to Ref.0 = 3,000 + 4,800
 Horizontal distance to Ref.0 = 7,800 ft

The obstacle being closer than 9,500 ft from Ref.0 is a close-in one. The “Close-in Obstacle clearance
SF2” chart (ref. AFM 5-520-45) indicates that the obstacle is cleared during second segment.
STEP 14: SID – Virtual Obstacle

 SID final true height above DER = 10,000 - 4,000 = 6,000 ft
 True height of virtual obstacle above DER = 6,000 - 35 ft = 5,965 ft
 Horizontal distance of the virtual obstacle from DER = 5,965 / 0.038 = 156,974 ft,
 Horizontal distance from Ref.0 = 156,974 + 4,800 = 161,774 ft

As 166,174 ft > 9,500 ft, the virtual obstacle is a distant one. “Distant Obstacle clearance SF2” chart
(ref. AFM 5-520-45) indicates that:
 The virtual obstacle is cleared at final take-off segment

With the use of “Take-off climb second segment SF2” chart (ref. AFM 5A-520-40) gives:
 Ambient temperature = +2°C,
 TOW = 33,000 lb,
 Engine A/I Configuration = ON,
With V2 = 111 kt, the “Wind corrected climb gradient” chart (ref. AFM 5A-200-05) gives:
 Initial Wind Corrected 2SGCG = 9.1 %
STEP 17: Obstacle clearance

As 9.1 % > 3.9 %,
 Initial Wind Corrected 2SGCG > Obstacle Required Initial 2SGCG
 Close-in obstacle is cleared.


With Initial 2SGCG = 9.1 %, the “Distant obstacle clearance SF2” chart (ref AFM 5A-520-45) gives:
 Horizontal distance from Ref.0 = 103,250 ft
 Gross height = 6,910 ft (Topographic height)
- Method 1 “Graphic computation”: The same “Distant obstacle clearance SF2” chart (ref. AFM
5A-520-45) gives:

 True height of the transition segment = Gross Height of transition segment - (0.8 % x
second segment length + 35) + Margin above Ref.0
 True height of the transition segment = 6,910 - (0.8 / 100 x 103,250 + 35) + 35
 True height of the transition segment = 6,049 ft

STEP 19: Checking the end of second segment height against SID min required climb gradient
At the end of second segment:
 SID height = (103,250 - 4,800) × 3.8 / 100 + 35 = 3,777 ft
As 3,777 ft < 6,049 ft,

 SID height < True height of end of second segment
 SID vertical constraint is not limiting along the second segment
10,000 ft
SID
Net
Trajectory
6,050 ft
p = 3.8 %
3,777 ft 35 ft
4,000 ft Ref.0 DER
4,800 ft
SECOND SEGMENT VERSUS SID

103,250 ft


With the use of “Transition segment distance SF2” chart (ref. AFM 5A-520-45):
Input: Output:
- 2SGCG Transition segment
= 9.1 % length = 38,250 ft
DETERMINATION OF THE TRANSITION SEGMENT LENGTH
10,000 ft SID
Transition segment
p = 3.8 % 6,050 ft
X?
35 ft
4,000 ft Ref.0 DER
4,800 ft
103,250ft 38,250 ft
TRANSITION SEGMENT DEFINITION
STEP 21: Transition segment height versus SID climb path height
At the end of transition segment:

 SID height = (103,250 - 4,800 + 38,250) × 3.8 / 100 + 35 = 5,230 ft
As 5,230 ft < 6,050 ft,

 SID height < True height of the transition segment
 SID vertical constraint is not limiting along the transition segment
10,000 ft SID
Transition segment
p = 3.8 % 6,050 ft
5,230 ft
35 ft
4,000 ft Ref.0 DER
3,950 ft
103,250 ft 38,250 ft
TRANSITION SEGMENT VERSUS SID

STEP 22: Final segment

The climb gradient at final take-off can be computed with the use of “En route and final take-off
climb gradient” chart (ref. AFM 5A-600-10).
The ambient temperature is the one at SID final altitude (10,000 ft):
 Final ambient temperature = 2 - [(10,000 - 4,000) × 1.98] / 1,000 = - 10°C.
Input:
- GW = 33,000 lb, Output:
- AOT = -10°C - Gross climb gradient = 7.4%
- Pressure Altitude = - Net climb gradient = 6.6 %
10,000 ft - Net en route climb gradient = 6.3%
- Engine A/I ON
This Net climb gradient does not take into account wind, so it must be corrected by using “Wind
corrected climb gradient” chart (ref. AFM 5A-200-10).
Input:
- Net final take-off Output:
climb gradient = 6.6 %, Corrected Net
- VFTO = 156 kt. Gradient = 6.9 %
WIND CORRECTED FINAL SEGMENT NET CLIMB GRADIENT
STEP 23: Final take-off segment versus SID vertical constraint
FINAL SEGMENT

 Horizontal distance of virtual obstacle from DER = 5,965 / 0.038 = 156,974 ft

 Horizontal distance of virtual obstacle from Ref.0 = 156,974 + 4,800 = 161,774 ft
Horizontal distance of final segment = 161,774 - 103,250 - 38,250 = 20,274 ft

Airplane altitude at the end of final take-off segment = 6,050 + 20,274 × 6.9 / 100 = 7,449 ft
At the end of SID, SID height = 6,000 ft.
As 6,000 ft < 7,449 ft,

 SID height < Final altitude of OEI climb path,
 At the end of final segment, OEI net trajectory is above SID:
 SID vertical constraint is not limiting along the final take-off segment.
6.9 %
10,000 ft
SID
6,050 ft
p = 3.8 %
35 ft
4,000 ft Ref.0 DER
4,800 ft
103,250 ft 38,250 ft
161,774 ft
At TOW = 33,000 lb, the OEI net trajectory complies with SID minimum climb requirement. Otherwise,
TOW would have to be lowered and the OEI trajectory to be computed again.

STEP 24: TOSA

According to the chapter TOSA defined below:
Two different methods lead to the same “Gross height of the Transition Segment” value:
- Method 1 “Graphic computation”

As already seen previously, gross height of transition segment can be read at
interception of “Origin of transition segment” curve and Second Segment Gross Climb
Gradient (GCLB2) curve.
 Gross height of transition segment = 6,910 ft
- Method 2 “Numerical computation”

 Net height of transition segment

Gross height of the transition segment = + Distance of origin of transition segment * Penalty
+ Height above Ref.0

As already seen, Net height of transition segment = 6,050 ft
 Gross height = 6,050 + 103,250 x 0.8 / 100 + 35

 Gross height of transition segment = 6,911 ft (topographic height)
After ISA correction,

 Gross height (∆ISA Corrected) = 6,911 / (1 - 5 / 288.15) = 7,034 ft
As a conclusion,
 TOSA = 4,000 + 7,034 = 11,034 ft
NOTE
Runway is DRY so airplane is 35 ft above runway at the end of BFL (Ref.0). This margin of 35 ft
should be added to determine net trajectory.

DGAC20DSOF015 PART 6 - CONTAMINATED RUNWAYS INITIAL ISSUE
05-15-30 TAKE-OFF – PART 6 – CONTAMINATED RUNWAYS
Computing the take-off performance on a contaminated runway requires using specific charts based
on specific assumptions. Operating conditions may differ from these specific assumptions (runway
friction, contaminant drag for instance) and therefore the airplane’s performance and control at take-
off are not guaranteed.
 That’s why in case of contaminated runway, first option is to wait until runway is cleared.
If this option is impracticable, commander may consider take-off, provided that:

- Applicable performance adjustments have been calculated in compliance with method detailed
here after, and
- Any further safety measures he considers as justified regarding conditions have been applied.
An adequate overall level of safety will be maintained only if:

- Take-off on contaminated runway is rare event, and if
- Take-off on contaminated runway is performed in compliance with here sub-section and AFM
Annex 3.
If take-off on contaminated runway is not a rare event, operators should define additional measures
ensuring an equivalent level safety. Such measures could include a special crew training, additional
distance factoring and more restrictive wind limitations.

EVALUATION OF CONTAMINANT DEPTH
AERONAUTICAL INFORMATION
In order to compute the take-off performance on a contaminated runway, the type of contaminant and
its equivalent water depth must be determined, since it is a major input to AFM charts. The equivalent
water depth is a function of the type and average thickness of contaminant.
The type and average depth of contaminant are included in the aeronautical weather reports (METAR,
SPECI or SNOWTAM), being more reliable than the reported braking action or friction coefficient.
Studies (see FAA AC 150/5200 - 30A for instance) have indeed highlighted the imprecision of
measurement of the friction coefficient depending on the type and thickness of runway deposit.
Besides, these measurements can significantly vary with the type of measuring equipment.
CHARTS REFERENCES
The different types of contaminant are described in CODDE 2 - Section 5-15-05.

Depending on the aircraft you operate, the performance calculation process on contaminated runways
is different. Please refer to the parts relevant to your aircraft.

Falcon 2000EX EASy / DX / LX

AFM Annex 3, Part 4 gives the equivalent water depth as a function of the contaminant type and
depth.
Standing water:
The equivalent water depth is equal to the standing water depth. Under 3 mm of water the runway is
considered wet.
Slush:
Slush depth 0.12 in. (3.0 mm) 0.30 in. (7.5 mm) 0.45 in. (11 mm)
Equivalent water depth 0.10 in. (2.5 mm) 0.25 in. (6.3 mm) 0.35 in. (9.5 mm)
SLUSH LEVEL CLASSIFICATION
Wet snow:
Wet snow depth 0.20 in. (5.0 mm) 0.50 in. (12.7 mm) 0.70 in. (19 mm)
WET SNOW LEVEL CLASSIFICATION
Dry snow:
Wet snow depth 0.75 in. (20 mm) 1.25 in. (12.7 mm) 2.5 in. (63 mm)
DRY SNOW LEVEL CLASSIFICATION

Falcon 2000LXS / S
AFM Annex 3, Part 4 gives the contamination level as a function of the contaminant type and depth.
Standing water:
Contaminant depth
3 mm to 4.6 mm to 6.6 mm to 9.1 mm to
Standing water 4.5 mm 6.5 mm 9 mm 13 mm
0.12 in to 0.18 in to 0.26 in to 0.36 in to
0.17 in 0.25 in 0.35 in 0.51 in
Contamination
LIGHT MEDIUM HEAVY EXTREME
level
STANDING WATER LEVEL CLASSIFICATION
Slush:
Contaminant depth
3 mm to 5.1 mm to 7.6 mm to 10.6 mm to
Slush 5 mm 7.5 mm 10.5 mm 15 mm
0.12 in to 0.2 in to 0.30 in to 0.42 in to
0.19 in 0.29 in 0.41 in 0.59 in
Contamination
level
SLUSH LEVEL CLASSIFICATION
Wet snow:
Contaminant depth
9 mm or 9.1 mm to 13.1 mm to 18.1 mm to
Wet snow less 13 mm 18 mm 26 mm
0.35 in or 0.36 in to 0.52 in to 0.71 in to
less 0.51 in 0.70 in 1.02 in
Contamination
level
WET SNOW LEVEL CLASSIFICATION
Dry snow:
Contaminant depth
40 mm or 40.1 mm to 60.1 mm to 80.1 mm to
Dry snow less 60 mm 80 mm 100 mm
1.57 in or 1.58 in to 2.37 in to 3.16 in to
less 2.36 in 3.15 in 3.94 in
Contamination
level
DRY SNOW LEVEL CLASSIFICATION

CLIMB REQUIREMENTS AND ACCELERATION LIMIT
CLIMB REQUIREMENTS
AFM defines a MTOW limited by airworthiness climb requirement: This MTOWacr allows the OEI
climb path to comply with the minimum required climb gradient along each take-off segment.
The "Maximum take-off weight limited by climb requirements" chart takes into account this limitation.
ACCELERATION LIMIT
In case of an engine failure at take-off on a contaminated runway (standing water, slush, wet or dry
snow), the induced drag may prevent from reaching VR. The acceleration limited MTOW is the
maximum gross weight at which the available acceleration allows lifting off.
The "Maximum take-off weight limited by climb requirements and acceleration" chart integrates these
two above limitations.
CHARTS REFERENCES
MTOW limited by climb requirement and acceleration can be determined from the following charts:
- Runway contaminated by standing water, slush or wet snow : “MTOW limited by climb
requirements and by acceleration on runways contaminated by standing water, slush or wet
snow” - ref. Annex 3 - Part 8, page 1 (Falcon 2000EX EASy / DX / LX) or ref. Annex 3 - Part
9, page 1 (Falcon 2000LXS / S)
- Runway contaminated by dry snow: “MTOW limited by climb requirements and by acceleration
chart on runways contaminated by dry snow” - ref. Annex 3 - Part 10, page 1 (Falcon 2000EX
EASy / DX / LX) or ref. Annex 3 - Part 11, page 1 (Falcon 2000LXS / S)
- Runway covered by compacted snow or ice: “MTOW limited by climb requirements” - ref. AFM
5-500-40 page 1 (Falcon 2000EX EASy / DX / LX) or ref. AFM 5-520-40 page 1 (Falcon
2000LXS / S)

Input:
- Field pressure
altitude (ft) Output:
- Ambient - MTOWacr
temperature (°C)
- Anti Ice
configuration
Correction:
- Engine A/I
DETERMINATION OF MTOW
- Runway slopeACR / Acceleration
EXAMPLE
Given:
- Anti-Ice ON, Take-off configuration SF2,
- Wind calm,
- Runway contaminated by 8 mm of slush.
Solution:
- Falcon 2000EX EASy / DX / LX: With the use of the chart ref. AFM Annex 3 - Part 8, page 1.
 MTOW limited by climb requirement and acceleration = 39,600 lb
- Falcon 2000LXS / S : 8 mm of Slush correspond to a “heavy” contamination level (Table in

AFM Section 6 Part 4 page 2). MTOW can be calculated using the chart ref AFM Annex 3 –
Part9, page2.
 MTOW limited by climb requirement and acceleration = 30,600 lb

RUNWAY LENGTH LIMITATION
METHOD
Runway length limited MTOW on a contaminated runway is determined as follows:

- Converting the available runway length into an “assumed field length” depending on the
equivalent water depth,
- Determining MTOWwet on a WET runway, with the use of “Balanced field length” charts
depending on the previously determined “assumed field length”,
- Determining MTOWdry on a DRY runway, with the use of “Balanced field length” charts
depending on the available runway length,
- MTOW on a contaminated runway is the lowest of MTOWwet and MTOWdry.
CHARTS REFERENCES
The “assumed field length” is obtained from the following charts:
STANDING
CONTAMINANT WET DRY COMPACT
WATER OR
TYPE SNOW SNOW SNOW OR ICE
SLUSH
CHART TO USE Page 2 and 3 of Page 4 and 5 of Page 2 and 3 of Page 1 of

(Falcon 2000EX AFM Annex 3 Part AFM Annex 3 Part AFM Annex 3 Part AFM Annex 3 Part
Easy/DX/LX) 8 8 10 12
CHART TO USE Page 3 and 4 of Page 5 and 6 of Page 4 and 5 of

Page 1 of AFM
(Falcon AFM Annex 3A AFM Annex 3A AFM Annex 3A
Annex 3A Part 13
2000S/LXS) Part 9 Part 9 Part 9
Chart to use as a function as the type and the level (2000 S/LXS) or equivalent water depth (Falcon
2000 EX Easy/DX/LX) of the contaminant (2):
Input:
- Available runway
length (ft) Output:
Assumed field length (ft)
- Equivalent water
depth (inch)
- Reverse thrust
(with / without)
DETERMINATION OF “ASSUMED FIELD LENGTH” (FALCON 2000EX EASY/DX/LX)

Input:
- Available runway
length (ft)
Output:
- Contamination
level Assumed field length (ft)
- Reverse thrust
(with / without)
DETERMINATION OF “ASSUMED FIELD LENGTH” (FALCON 2000LXS/S)

EXAMPLE
Given:
- Falcon 2000S,
- TORA = 12,200 ft,
- Runway contaminated by slush (8mm),
- No runway slope,
- Wind is calm,
- No reverse thrust.
Solution:
First, the contaminant level is determined with the dedicated table (Slush level classification): with 8
mm of slush the classification is MEDIUM.
The table (Chart to use as a function as the type and the level of the contaminant (2)) allows to
determine the chart to use to calculate the assumed field length.
 With a Slush = “MEDIUM”, the charts to use is AFM Annex 3A Part 8 page 3. Entering this
chart with the available runway length of 12,200 ft, the assumed field length is equal to 6,800
ft.
 Entering the "Balanced field length WET RUNWAY" chart contained in the AFM F2000S with
the assumed field length previously calculated, the MTOW limited by field length is 59,000 lb.
Reduced MTOW
 Assumed field length = 6,800 ft
 MTOWwet (6,800 ft TORA) = 36,200 lb
 MTOWdry (12,200 ft TORA) = 42,800 lb
 Contaminated runway length limited MTOW = 36,200 lb
NOTE
For 2000EX EASy / DX / LX aircraft, there is no “Contamination level” table. The assumed field
length chart can be entered directly with the contaminant depth.

DECISION SPEED
METHOD
For runway contaminated by standing water, slush, wet snow, dry snow or compacted snow, V1 on
wet runway for the given TOW and V1min must be adjusted as described in the following paragraph.
For runway contaminated by ice, V1 is always equal to V1 min on a wet runway (refer to chart AFM
Annex 3A part 12 page 1).
After applicable corrections and above adjustments, V1 must be higher than V1 mini and lower than
VR. If V1 thus determined does not meet one of these limits, the limit value must be selected as V1.
V1 ADJUSTMENT
Once the V1 is calculated on wet runway (using DECISION SPEED ASSOCIATED WITH BALANCED
FIELD LENGTH WET RUNWAY, AFM chart), the following table allows to adjust it as a function of the
contaminant type and level. This table is presented in AFM Annex 3 Part 6 Page 2/4 (Falcon 2000EX
EASy / DX / LX) or AFM Annex 3A Part 7 Page 2/2 (Falcon 2000LXS / S).
CHARTS REFERENCES
AFM 5-500-25 (Falcon 2000EX EASy / DX / LX) or AFM 5-520-25 (Falcon 2000LXS/S) gives V1 and
V1min on a wet runway.
AFM Annex 3 Part 4 (Falcon 2000EX EASy / DX / LX) gives the equivalent water depth.
AFM Annex 3A Part 4 (Falcon 2000LXS / S) gives the contamination level.
The charts in AFM Annex 3 Part 6 Page 2/4 (Falcon 2000EX EASy / DX / LX) or AFM Annex 3A Part
7 Page 1/2 (Falcon 2000LXS / S) give the V1 and V1min adjustments as a function of the type of
contaminant and its equivalent water depth (Falcon 2000EX EASy / DX / LX) or contamination level
(Falcon 2000LXS / S).

EXAMPLE
Given:
- Falcon 2000LX,
- Wind calm,
- No runway slope,
- TOW = 30,000 lb,
- Runway contaminated by 8 mm of slush,
- No reverse thrust.
Solution:
First the Decision speed on wet runway is calculated with the given conditions:
 V1 = 88 kt
 V1mini = 101 kt
Then the contaminant level is determined with table (Slush level classification). With 8 mm of slush
(AFM Annex 3 Part 4):
 Equivalent water depth: between 0.25 and 0.35 inch.
AFM Annex 3 Part 6 Page 2:

 Adjusted V1 = 88 + 8 = 96 kt
V1min adjustment by linear interpolation: 0.4 kt by each knot.

 Adjusted V1min = 101 - 3 x 0.4 = 99.8 kt
VR is computed with chart ref. AFM 5-470-2:

 VR = 112 kt
 V1min is less than VR:
 V1 = V1min = 99.8 kt
 VR = 112 kt

FALCON 2000EX EASY PERFORMANCES 05-15-35
DGAC20DSOF015 PART 7 - TOSA COMPUTATION INITIAL ISSUE
05-15-35 TAKE-OFF – PART 7 – TOSA COMPUTATION
TOSA DEFINITION
Take-Off Safety Altitude (TOSA) is the altitude of the Transition Segment that allows clearing the
obstacles (if any) that belong to take-off funnel.
Since TOSA is a parameter read on altimeter, it is a pressure altitude value: topographic gross height
of transition segment above Reference Zero must be ∆ISA corrected.
TOSA value is defined as follows:

∆ISA correction is explained in § “Topographic altitude vs ZP (∆ISA correction)”
Three computation cases of TOSA exist, according to take-off path and obstacle configuration:
- Standard TOSA,
- Obstacle TOSA,
- 3 or 4 segments take-off path TOSA.

STANDARD TOSA
Operator may not select a TOSA lesser than a topographic height of 400 ft above Reference Zero
Point, it may be higher:
(Gross height of the transition segment)Standard ≥ 400 ft above Reference Zero
H (ft)
Maxi Take-off Thrust (5 or 10 minutes) Maximum Continuous
Thrust
γ % Gradient Slats / Flaps

retraction VFT
Net flight path

Gross flight path
2 Obstacle
envelope
1
B C
A
 This case is illustrated in example 1 & 2

OBSTACLE TOSA
According to highest obstacle located in take-off funnel, obstacle TOSA can be computed by two
means (numerical and graphical) as follows:
GRAPHICAL COMPUTATION
- Gross height of transition segment can be read directly on “Distant Obstacle Clearance” chart
(ref. AFM 5-520-45 for SF2 configuration) by setting true height and distance of highest
obstacle from reference 0.
NUMERICAL COMPUTATION
True height of highest obstacle above Ref.0


Gross height of the transition segment = + Distance(Highest obstacle from Ref.0) * Penalty
+ Margin(above obstacle)

- Penalty: 0.8 %
- Margin above obstacle: 35 ft (or 50 ft if bank angle more than 15°)
- In case of DRY runway, gross height of transition segment may be read on “Distant Obstacle
Clearance” chart (ref.5-520-45).
- In case of WET runway, gross height of transition segment may be read on “Distant Obstacle
Clearance” chart (ref.5-520-45) BUT obstacle height must be increased by 20 ft to be cleared
by a margin of 35 ft. This specificity is due to 20 ft gap between height above DRY and WET
runway at the end of BFL.
This TOSA is compliant with obstacle clearance if highest obstacle is cleared during first segment,
second segment or extended second segment. It does not ensure en-route configuration after 5
minutes at Max T/O Thrust.
NOTE
The obstacle is cleared when either the vertical or the horizontal margin is sufficient. Obstacle
clearance may occur before overflying the obstacle

H (ft)
TOSA
0.8 % * distance from Ref.0

2
Margin above obstacle
Gross flight path
1
True height of
Net flight path obstacle above
reference zero
Horizontal distance from Reference Zero
At this stage, TOSA is the greatest of Standard and Obstacle TOSA
 This case is illustrated in example 3 & 4.

3 OR 4 SEGMENTS TAKE-OFF PATH TOSA
If here above TOSA is not compliant with obstacle clearance due to computed path leading to highest
obstacle not cleared during first segment, second segment or extended second segment, then a three
or four segments take-off path must be computed.
Based on Second Segment Gross Climb Gradient value, gross height of transition segment can be
computed by two means (numerical and graphical) as follows:
GRAPHICAL COMPUTATION
Gross height of transition segment can be read at interception of “Origin of transition segment” curve
and Second Segment Gross Climb Gradient (GCLB2) curve.
NUMERICAL COMPUTATION
Distance and true height of origin of transition segment, determined by using “Distant Obstacle
Clearance” chart (ref.5-520-45 or 5-500-45 for SF2 configuration or 5-550-45 for SF1 configuration) at
interception of “Origin of transition segment” curve and Second Segment Gross Climb Gradient
(GCLB2) curve, are used as follows:
True height (transition segment)

Gross height of the transition segment = + (Distance of origin of transition segment) * Penalty

- Penalty : 0.8 %
- Height above Ref.0: 35 ft (DRY runway) or 15 ft (WET runway)
This TOSA ensure en-route configuration after 10 minutes at Max T/O Thrust.
H (ft)
Maxi Take-off Thrust (10 minutes) Maximum Continuous
Thrust
TOSA
3
Net flight path

Gross flight path

 This case is illustrated in example 5.

EXAMPLES
EXAMPLE 1: STANDARD TOSA
Given:
- Falcon 2000S,
- Reference 0 Elevation = 2,000 ft,
- Obstacle distance from Ref.0 = 3,500 ft,
- Obstacle height above Ref.0 = 275 ft,
- Take-off configuration SF2,
- TOSA standard = 2,400 ft (400 ft above Reference 0),
- Runway condition: DRY,
- ∆ISA = + 5°C.
Solution:
TOSA = Ref.0 elevation + (Gross height of the transition segment)∆ISA corrected
- Method 1 “Graphical computation”: “Close-In Obstacle Clearance” chart (ref.5-520-45) gives a

gross height, based on obstacle, lesser than 400 ft above Reference Zero.
- Method 2 “Numerical computation” gives:


Gross height of the transition segment = + Distance(Highest obstacle from Ref.0) * Penalty
+ Margin(above obstacle)

 Gross height of the transition segment = 275 + 3,500 x 0,8 / 100 + 35 = 338 ft < 400 ft
 TOSA OBSTACLE < TOSA STANDARD
Using (Gross height of the transition segment) numerically computed, which is more accurate:
 TOSA = TOSA STANDARD (∆ISA corrected)
 TOSA = 2,000 + 400 / (1 + 5 / 288.15)
 TOSA = 2,393 ft
NOTE
Obstacle is cleared during second segment.

EXAMPLE 2: STANDARD TOSA
Given:
- Falcon 2000S,
- Obstacle height above Ref.0 = 650 ft,
- TOSA standard = 3,000 ft (1,000 ft above Reference 0)
- Runway condition: DRY
- ∆ISA = -10°C.
Solution:
- Method 1 “Graphical computation”: “Distant Obstacle Clearance” chart (ref.5-520-45) gives a
TOSAOBSTACLE equal to 800 ft above Reference Zero.


Gross height of the transition segment = + Distance of the highest obstacle from Ref.0 * Penalty
+ Margin above obstacle

 Gross height of the transition segment = 650 + 15,000 x 0.8 / 100 + 35 = 805 ft < 1,000 ft
 TOSA OBSTACLE < TOSA STANDARD
 TOSA = TOSA STANDARD (∆ISA corrected)
 TOSA = 2,000 + 1000 / (1 - 10 / 288.15)]
 TOSA = 3,036 ft
NOTE

EXAMPLE 3: OBSTACLE TOSA
Given:
- Falcon 2000S,
- Obstacle height above Ref.0 = 1,250 ft,
- ∆ISA = -10°C.
Solution:
TOSA OBSTACLE = Ref.0 elevation + (Gross height of the Transition Segment)∆ISA corrected

TOSA OBSTACLE equal to 1550 ft above Reference Zero.



 Gross height of the transition segment = 1,250 + 30,000 x 0.8 / 100 + 35 = 1,525 ft > 400 ft
 TOSA OBSTACLE > TOSA STANDARD
 TOSA = TOSA OBSTACLE (∆ISA corrected)
 TOSA = 2,000 + 1,525 / (1 - 10 / 288.15)
 TOSA = 3,580 ft
NOTE

EXAMPLE 4: OBSTACLE TOSA
Given:
- Falcon 2000S,
- ∆ISA = 0°C.
Solution:

TOSA OBSTACLE equal to 4,000 ft above Reference Zero.
- Method 2: Numerical computation gives:



 Gross height of the transition segment = 3,000 + 120,000 * 0.8 / 100 + 35 = 3,995 ft > 400
ft
 TOSA OBSTACLE > TOSA STANDARD
Using the numerically computed Gross height of the transition segment, that is more accurate:
 TOSA = 2,000 + 3,995 / (1 + 0 / 288.15)
 TOSA = 5,995 ft
NOTE
Obstacle is cleared during extended second segment.

EXAMPLE 5: TOSA (ORIGIN OF TRANSITION SEGMENT)
Given:
- Falcon 2000S
- Reference 0 elevation = 2,000 ft,
- TOSA STANDARD = 2,400 ft (400 ft above Reference 0),
- ∆ISA = 15°C,
- Initial 2SGCG = 6% (it is assumed that TOW is compliant with obstacle clearance or other
constraint).
Solution:
gross height of the transition segment equal to 2,740 ft above Reference Zero.
- Method 2 “Numerical computation”:
True height of the transition segment

Gross height of the transition segment = + Distance of origin of transition segment * Penalty

“Distant Obstacle Clearance” chart (ref.5-520-45) gives:
o True height of transition segment : 3,950 ft

o Distance of origin of transition segment : 104,000 ft
 Gross height of the transition segment = 3,950 + 104,000 * 0.8 / 100 + 35 = 4,817 ft > 400
ft
 TOSA = 2,000 + 4,817 / (1 + 15 / 288.15)
 TOSA = 6,991 ft
NOTE
3 or 4 segment take-off flight path must be computed to ensure obstacle clearance. It is

assumed that TOW of this example is compliant with obstacle clearance.


DGAC20DSOF015 PART 8 – BRAKE COOLING TIME INITIAL ISSUE
05-15-40 TAKE-OFF – PART 8 – BRAKE COOLING TIME
INTRODUCTION
The kinetic energy absorbed during each braking action cumulates into the brakes in the form of heat.
The energy that can be absorbed by the brakes is limited. Above a certain level of energy some
cooling time must be observed, otherwise excessive heat will result in brakes overheat or fire.
AFM “Minimum Turn-around Time” section (ref. AFM 5-800) provides the operator with three sets of
charts:
- Landing brake energy,
- Rejected Take-Off (RTO) brake energy,
- Brake cooling time.
The minimum turn-around time is intended to allow the brake units to dissipate the absorbed energy
during landing (or RTO) and taxi, while anticipating a possible future RTO.

DEFINITIONS
ABSORBED ENERGY AT TAXI
When taxiing at 20 kt, the absorbed energy per brake has been measured during flight test
campaigns. The estimated absorbed energy is an overall value, corresponding to:
- Taxi-in with 2 full stops: 2 x 0.2 = 0.4 x 106 ft.lb (0.54 MJ)
- Taxi-out with 3 full stops: 3 x 0.2 = 0.6 x 106 ft.lb (0.81 MJ)
Taxiing energy is assumed to be 0.20 x 106 ft.lb (0.3 MJ) per brake and per full stop from a taxiing
speed of 20 kt (refer to AFM 5-800-00).
E1 BRAKE ABSORBED ENERGY
Energy per brake (E1) =

Landing energy or previous RTO energy A+
After Landing Taxiing (Taxi-in) energy B.
Landing or RTO
Taxi-in
MINIMUM WAITING TIME
Wheel assemblies have thermal fuse plugs that are designed to melt and release air pressure in the
tires in case of high brake energy accumulation to prevent hazardous wheel failure or tire burst. If fuse
plugs are going to melt, they will do so within 1 to 20 minutes after last braking.
Consequently, a minimum 20 minutes waiting time must be observed after last braking. If a fuse plug
releases, the wheels, brakes and tires must be inspected and any damage rectified before next take-
off.
This minimum waiting time can be reduced to 5 minutes when both following conditions are met:

- E1 is lower than 8.80 x 106 ft.lb (11.9 MJ), and

- Any brake temperature had not exceeded 545°C from the landing (or RTO) time to the on-
block time plus 5 minutes.
E2 BRAKE ABSORBED ENERGY
Energy per brake (E2) =

C
Before Take-Off Taxiing (Taxi-out) energy +
D
Future possible RTO energy .
D
RTO
Taxi-out
E3 TOTAL ENERGY ABSORBED PER BRAKE
Total brake energy absorbed per brake is defined as:

 (E3) = (E1) + (E2)
NOTE
Taxiing energy accumulated after the future possible RTO [4] is not taken into account in the
“Total brake absorbed energy” calculation.
UNITS
The charts mentioned both units “pound force-foot (ft.lb)” and “Mega Joule (MJ)”.
As 1 Joule = 0.737562 ft.lb  106 ft.lb = 1,355818 MJ
Or 1 MJ = 0,7375621 x 106 ft.lb

BRAKE COOLING TIME GUIDELINES

Minimum Turn-Around Time (***)
E1 Brake energy Temperature of each
E3 Brake energy brake displayed in Waiting time due to Brake Cooling Time according
absorbed per absorbed per brake the HYD synoptic (T) fuse integrity check to maximum demonstrated
brake (*)
(minutes) brake energy) (**)
T ≤ 545°C 5 Not required

E3 < 12.40 x 106 ft.lb
(16.9 MJ)
6
T > 545°C 20 Not required
E1 < 8.8 x 10 ft.lb
(11.9 MJ)
T ≤ 545°C 5 Use AFM Chart
E3 ≥ 12.40 x 106 ft.lb
(16.9 MJ)
T > 545°C 20 Use AFM Chart
E3 < 12.40 x 106 ft.lb

Not required
E1 ≥ 8.8 x 106 ft.lb (16.9 MJ)
N/A 20
(11.9 MJ) E3 ≥ 12.40 x 106 ft.lb
Use AFM Chart
(16.9 MJ)
Notes:
- (*) Brake Temperatures displayed in the HYD synoptic from the landing (or RTO) time to the
on-block time plus 5 minutes.
- (**) The “Brake cooling time” chart (ref. AFM 5-800-05) allows one to determine the minimum
time required according to maximum demonstrated brake energy limitation. Cooling time starts
after the last brake application. The park brake has no influence on cooling time. Refer to the
following chapter “Determining method” and “Examples” for more details.
- (***) The minimum Turn-Around Time Data should be determined within an operational
context. The minimum time required is the maximum value between:
o Waiting time due to fuse integrity check,
o Minimum Brake Cooling Time required to dissipate the energy absorbed by the brakes
during a landing or a RTO, and to make sure that the brake energy limit will not be
exceeded during the next take-off (should it be rejected).
NOTE
According to AFM “Brake Cooling Time” chart (ref. AFM 5-800-10), no cooling time
computation is needed if Turn-Around Time is already known as higher than 120 minutes.
NOTE
The Minimum Turn-Around Time data are not appropriate for the purpose of any brakes
maintenance troubleshooting activity involving accelerate/stop runs. Nevertheless they can
provide the operators with a useful indication for establishing the recommended risk
assessment before conducting such operations. Refer to EASA SIB No 2011-07.

COMPUTATION METHOD
Total energy absorbed per brake (E3) after a landing

Minimum turn-around time consists in:
1. Graphically determining the absorbed energy at landing [A],
2. Determining energy during taxi-in [B],
3. Computing E1 = [A] + [B],
4. Compare E1 versus 8.8 x 106 ft.lb,
5. Determining if fuses waiting time is equal to 5 or 20 minutes,
6. Determining energy during taxi-out [C],
7. Graphically determining the absorbed energy at a possible RTO [D],
8. Computing E2 = [C] + [D],
9. Computing E3 = E1 + E2,
a. If E3 ≥ 12.4 x 106 ft.lb, graphically determining the brake cooling time,
b. Else no brake cooling time is required.
11. Defining Minimum turn-around time = Max (Brake cooling time; Fuses waiting time).
Total energy absorbed per brake (E3) after a RTO

Minimum turn-around time can be computed in the same way:
1. Graphically determining the absorbed energy during RTO [A],
2. Determining the absorbed energy during taxi-in [B],
3. Computing E1 = [A] + [B],
5. Determining if fuses waiting time is equal to 5 or 20 minutes,
6. Determining energy during taxi-out [C],
7. Graphically determining the absorbed energy at a possible RTO [D],
8. Computing E2 = [C] + [D],
9. Computing E3 = E1 + E2,
10. Compare E3 versus 12.4 x 106 ft.lb :
a. If E3 ≥ 12.4 x 106 ft.lb, graphically determining the brake cooling time,
b. Else no brake cooling time is required.
11. Minimum turn-around time = Max (Brake cooling time; Fuses waiting time).

EXAMPLE
CONTEXT
In normal operation, the airplane lands, and takes off after having picked up passengers. Should the
scheduled turn-around be short, the flight crew must compute the brake cooling time.
Given:
- Airport pressure altitude 8,000 ft,
- Ground Temperature = +25°C,
- Runway slope 0 %,
- Runway is DRY,
- Wind is calm ( Extra speed at threshold = 0 kt),
- At landing: Landing Weight (LW) = 34,000 lb,
- At next take-off: Take-Off Weight (TOW) = 35,000 lb,
- Take-Off configuration SF2
Solution:
Step 1: Determining the absorbed energy at landing
Refer to the "Landing Brake Energy SF3" charts (ref. AFM 5-800-10).
Input:
- LW 34,000 lb,
- Extra speed at threshold 0 kt.
- Field Press Alt 8,000 ft,
Input:
- RWY slope = 0%,
- Wind = 0 kt.
Output:
Absorbed energy per brake
= 6.0 x 106 ft.lb

Step 2: Determining the absorbed energy at during taxi-in

Taxiing energy is assumed to be equal to 0.20 x 106 ft.lb (0.3 MJ) brake and per full stop from a
taxiing speed of 20 kt.
- For a taxi-in with 2 full stops,
 Absorbed energy = 2 x 0.2 x 106 ft.lb
 Absorbed energy = 0.4 x 106 ft.lb (0.6 MJ)
Step 3: Determining Energy absorbed per brake (E1)

Energy absorbed per brake (E1) =
Landing energy or previous RTO energy +
After Landing Taxiing (Taxi in) energy.
 Energy per brake (E1) = (6.0 + 0.4) x 10 6 ft.lb

 Energy per brake (E1) = 6.4 x 10 6 ft.lb (8.7 MJ)
Since E1 is lower than 8.8 106 ft.lb (11.9 MJ), the waiting time can be reduced from 20 minutes to 5
minutes, depending on the brake temperature readings.
 It would be wise planning a 20 min waiting time to let the fuse plugs cool down.
Step 4: Determining the absorbed energy at taxi-out

Taxiing energy is assumed to be equal to 0.20 x 106 ft.lb (0.3 MJ) per brake and per full stop from a
taxiing speed of 20 kt.
- For a taxi-out with 3 full stops (including holding point) :
 Absorbed energy = 3 x 0.2 x 106 ft.lb
 Absorbed energy = 0.6 x 106 ft.lb
Step 5: Determining the absorbed energy at possible RTO

Refer to the "Decision speed associated with balanced field length dry runway SF2" chart (ref. AFM 5-
520-10).
 V1 = 108 kt
Refer to the "Rejected Take-Off Brake Energy" charts (ref. AFM 5-800-10).

Input:
- TOW = 35,000 lb,
- V1 = 108 kt,
- Field Press Alt. = 8,000 ft,
Output:
- Ground Temperature = +25°C.
Absorbed energy per
Input: brake = 7.6 x 106 ft.lb
- RWY slope = 0 %,
- Wind = 0 kt.
Step 6: Determining energy absorbed (E2)

- Energy per brake (E2) =
Before Take-Off Taxiing (Taxi out) energy + Future possible RTO energy.
 Energy per brake (E2) = (0.6 + 7.6) x 106 ft.lb

 Energy per brake (E2) = 8.2 x 106 ft.lb (11.2 MJ)
Step 7: Determining the Total Absorbed Energy per Brake (E3)

- Energy per brake (E3) = Energy per brake (E1) + Energy per brake (E2)
 Energy per brake (E3) = (6.4 + 8.2) x 106 ft.lb
 Energy per brake (E3) = 14.6 x 106 ft.lb (19.8 MJ)
As the aggregated energies absorbed per brake (14.6 x 106 ft.lb) is greater than 12.4 x 106 ft.lb:
 Brake cooling time is required
Step 8: Determining the Minimum Turn-Around Time

Refer to "Brake Cooling Time" chart (ref. AFM 5-810-10), to graphically compute the minimum turn-
around time by:

- On left hand scale, plotting Landing + Taxi-in Energy = E1 = 6.4 x 106 ft.lb (8.7 MJ)
- On right hand scale, plotting Taxi-out + RTO Energy = E2 = 8.2 x 106 ft.lb (11.2 MJ)
Directly reading on the bottom line the cooling time:
E1 = 6.4 x 106 ft.lb 8.2 x 106 ft.lb

(8.7 MJ) (11.2 MJ)
Brake Cooling Time = 9 min

Step 8: Determining the Minimum Turn-Around Time

With,
- Waiting time required to check fuse plugs integrity after landing = 20 minutes,
- Braking cooling time = 9 minutes,
 Minimum Turn-Around Time = Maximum (Fuse waiting time ; Braking cooling time),
 Minimum Turn-Around Time = Maximum (20 minutes ; 9 minutes),
 Minimum Turn-Around Time = 20 minutes


PART 9 – TAKE-OFF CALCULATION – ELECTRONIC METHOD
DGT88899 ISSUE 1
05-15-45 TAKE-OFF – PART 9 – ELECTRONIC METHOD
STANDARD TAKE-OFF CALCULATION
INPUT
1 The airport can be entered

manually or automatically
retrieved from the mission
1
folder.
2
2 Select the runway and
confirm the slope
Modify the runway
3 characteristics, departure
profile and obstacles.
3 Enter the actual conditions

and the runway condition
including contaminant
depth if required
4
4 Fill in the TOW or MTOW
as well as aircraft
configuration and
minimum turnaround time
if needed
5 Confirm your inputs and

press “Compute”


DGT88899 ISSUE 1
RESULTS: TAKE-OFF CARD
1 Check your decision

speeds
2 Verify your TOSA and 2nd

Segment Climb Gradient
1 3 Check your Balanced Field

Length (BFL)
4 Verify your N1
5 Switch to the next pages

3 for obstacles and
parametric results


DGT88899 ISSUE 1
RESULTS: OEI / OBSTACLES
1 Check your take-off profile

constraints
1
2 Consult the obstacles list
2 3 Open to check the vertical

profile
4 Switch to the parametric

results


DGT88899 ISSUE 1
1 Verify your Gross and Net

flight depending on
obstacle clearance or
trajectory constraint
2 Close the view

1


DGT88899 ISSUE 1
RESULTS: EXTENDED
1 Consult your limitations
2 Modify steps for

parametric results
3 Quick access to landing

1 calculation at TOW and
actual conditions


DGT88899 ISSUE 1
BRAKE COOLING CALCULATION
INPUT
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type
2 Fill in your actual

1 conditions at landing
3 Select your number of taxi-

out stops
2


DGT88899 ISSUE 1
RESULTS
1 Minimu turnaround time
2 Energy absorbed per

brake


DGT88899 ISSUE 1

CODDE2 LANDING PAGE 1 / 2

INTRODUCTION
DGT88899 INITIAL ISSUE
05-20-00 LANDING – INTRODUCTION
This chapter describes the recommended method for computing the landing performance for Falcon
2000EX EASy / DX / LX / LXS / S based on Airplane Flight Manual (AFM).
The information presented in this chapter does not replace or supersede any AFM data.
This chapter describes the following points:

- Definition of landing speeds, distances and field length,
- Influence of operational conditions,
- Landing Field Length computation method,
- Verification of the limitations at landing: Landing Distance Available vs Landing Field Length,
Approach and landing climb gradients, etc.,
- Brake cooling time (minimum turn-around time).


INTRODUCTION
DGT88899 INITIAL ISSUE


PART 1 – CALCULATION PARAMETERS
05-20-05 LANDING – PART 1 – CALCULTATION PARAMETERS
This sub-section, introduces definitions and parameters for computing landing performance:
- Definitions & Runway characteristics,
- Operational conditions.
DEFINITIONS
LANDING SPEEDS
VMCL: Minimum Control Speed during approach and landing

According to CS 25.149: “VMCL, the minimum control speed during approach and landing with all
engines operative, is the calibrated airspeed at which, when the critical engine suddenly fails, it is
possible to control the aeroplane, and to maintain straight flight with a bank angle less than 5º”.
VMCL is the minimum calibrated airspeed at which the airplane is controllable in landing configuration,
with a maximum bank angle of 5°, when one engine becomes suddenly inoperative and the other is
operating at the maximum take-off thrust.
VSR: Reference Stall Speed

VSR is the Reference Calibrated Airspeed determined during the stall maneuver in the specific
configuration.
According to CS 25.103, “the reference stall speed VSR may not be less than the 1-g stall speed”. VSR
is a calibrated airspeed determined by Dassault Aviation in the following configurations:
- SF0: Landing gear up,
- SF3: Landing gear down.
VREF: Reference Speed

VREF is the minimum speed at which the airplane over flies the runway threshold at a screen height of
50 ft during a normal landing.
VREF should not be less than:
- 1.23 VSR in SF3 landing configuration, AND
- VMCL.
VRF*: Reference Speed in case of failure

VRF* is the minimum speed at which the airplane over flies the runway threshold at a screen height of
50 ft during a normal landing in the event of failure.


VAPP: Approach Speed

The Final Approach Speed (VAPP) is a trade-off between the handling qualities (stall margin,
controllability / maneuverability) and the landing distance.
VAPP = VREF + (1/2 VHEADWIND + VGUST )

)))))))) (
Wind correction
VGUST = Gust - Wind velocity

Wind correction must not exceed 20 kt
Flying the approach or a part of the approach at VREF instead of VAPP is at PIC discretion.
NOTE
No recommended “Wind correction” for tail winds.
The wind correction or any add-on to VREF (at PIC discretion) is called “Extra speed” in the CODDE 2
(referred to as “Overspeed” in the Aircraft Flight Manual).
Example
- Runway 36 in use,
- ATC broadcasts Wind 330/30G40,
 Steady state headwind component is 26 kt.

VGUST = 40 - 30 = 10 kt
 Wind correction = 26 / 2 + 10 = 23 kt,

 23 kt > 20 kt (maximum Wind correction),
 VAPP = VREF + 20 kt.
Average Wind and Gust

ATC gives the two-minute average wind velocity and reports the gust if it exceeds the 2-min
average by 10 kt.
The variation of the instantaneous wind during those two minutes commonly reaches half of the
average value. For example, for an average wind of 10 kt, the actual instantaneous wind can vary
from 5 kt to 15 kt.


Approach speed in Emergency or Abnormal situations

When an emergency or abnormal procedure requires a “configuration correction” to VREF the final
approach speed becomes:
VAPP = VREF + Configuration correction + 1/2 VHEADWIND + VGUST 
    
VRF * Windcorrection
The “configuration correction” is usually stated in the abnormal / emergency procedure (refer to AFM /
CODDE 2 / QRH 2).
Flying the approach or a part of the approach at VRF* instead of VAPP is at PIC discretion.
LANDING DISTANCES
Landing Distance Available (LDA)

Landing Distance Available (LDA) equals the available length from runway threshold to the end of the
runway. Sometimes, the threshold may be displaced due to the presence of obstacle(s) below the
final approach segment.
NOTE
The LDA does not include the stopway (SWY).
LDA SWY
Landing distance (LD)

According to CS 25.125: “The landing distance must be determined on a level, smooth, dry, hard-
surfaced runway. LD is the horizontal distance required to land and to come to a complete stop from a
point at 50 ft (15 m) screen height above the landing surface, providing that:
- The airplane is in landing configuration,
- The approach is stabilized; airspeed is VREF at 50 ft screen height."


IAS = VREF
50 ft V=0
Landing distance
F2000S/LXS AFM provides both LDDRY and LDWET data:
NOTE
Landing distances on dry or wet runway are minimum distances based on certification
procedures. Consequently, they require to be factored to take into account operational
variability.
CAUTION
Landing distance on wet runway are not available for F2000EX EASy / DX / LX Models.
If your applicable AFM does not provide such landing distance on wet runway chart, the operator must compute
LFL on wet runway based from dry runway data using an approved wet ops factor.
See here after.
Wind influence on the LD
Refer to chapter “Meteorological Parameters – Wind” hereafter.
Landing distance in Emergency or Abnormal situations

Emergency and abnormal procedures may provide a LD increment as a percentage, which already
takes into account the effect of the configuration correction due to the failure.


NOTE
In windy conditions, wind correction affects the LD.
Refer to chapter “Operational conditions – Wind” hereafter.
Landing Field Length (LFL)

Operational regulations require LD to be factored. The pilots must only consider this factored distance,
also called Landing Field Length (LFL).
LFL is a required distance and must be calculated according to operational regulations.
Landing Distance at Time of Arrival (LDTA)
In flight, pilots should assess the landing performance based on the real conditions at time of arrival.
Depending on the type of operations, both the FAA and EASA respectively recommend or mandate
performing an in-flight assessment.
Landing distances at time of arrival, provided in the Annex 9A of the AFM, include an air distance
consistent with those achieved during routine flights. They are established:
- for the actual runway slope.
- for the actual temperature.
- for the target approach speed at threshold VAPP.
- landing either with or without maximum reverse thrust,
as per EASA AMC 25.1592 and FAA AC 25-32 recommendations.
The EASA regulation mandates that commercial operators multiply the LDTA by at least a 1.15 factor
(safety margin factor, also recommended by FAA). The result is called the Factored Landing Distance
at Time of Arrival (F-LDTA).
NOTE
The FMS TOLD does not compute LDTA. Therefore, LDTA should be computed using the FalconPerf
application or AFM data.
Some additional information and restrictions are published in the annex 9A of the AFM and TOLD
user guide.
LDTA assumes a 7 seconds flare time and a speed of 98 percent of VAPP at touchdown. This yields a
longer flare distance than the one considered by LFL during pre-flight.
Considering the RWYCC, the pilot is able to assess the landing performance based on the real
conditions of the runway at the time of arrival. The braking action reported by pilots is a subjective
assessment of runway slipperiness.


RWYCCs from 5 through 0 (not dry) may yield a F-LDTA longer than the LFL computed with pre-
flight coefficients. Therefore, Dassault strongly recommends computing the F-LDTA at pre-flight for
these RWYCC. The pilot should use the RWYCC if available. If not, the pilot should assess the
RWYCC with the “runway surface condition description” of the matrix.
CONTAMINATED RUNWAY
During pre-flight, the landing distance on a contaminated runway is calculated using the charts
published in the annex 10A of the AFM, based on the Runway Condition Code (RWYCC).
No landing shall be considered on the runway if the contaminant depth exceeds:
Contaminant Depth
Standing water 13 mm (0.51 in.)
Slush 15 mm (0.59 in.)
Wet snow 26 mm (1.02 in.)
Dry snow 100 mm (3.94 in.)
or if the contaminant information is not provided.
Landing on a contaminated runway implies uncertainty on real runway conditions (i.e. contaminant
depth or braking coefficient). Where possible, every effort should be made to ensure that the runway
surface is cleared of any significant contamination at the estimated time of arrival.
Additional limitations for operations on contaminated runways are published in annex 10A of the
AFM and CODDE2 03-15-20 “Operations on contaminated runways”.
RUNWAY CONDITION CODE (RWYCC)
The RWYCC is a standardized code issued by some airports to assess the actual runway condition.
A specific matrix available in annex 9A and 10A of the AFM and in the 5-20-05 Operational conditions
section below, correlates the RWYCC with, the runway surface condition, pilot-reported braking action
and recommended maximum crosswind.
APPROACH CLIMB GRADIENT (1 ENGINE INOP)
According to CS 25.121: For twin engines airplanes, in a normal approach configuration, the steady
climb gradient must not be less than 2.1 % with:
- The critical engine INOPERATIVE, the remaining one at take-off thrust,
- Landing Gear Up,
- Slats/Flaps SF1,
- Climb speed = VREF.
Note that the approach climb gradient is an air slope.


LANDING CLIMB GRADIENT (ALL ENGINES)
According to CS 25.119: For twin engines airplanes, in landing configuration (SF3), the climb gradient
must be not less than 3.2 %, with both engines at take-off thrust, and with:
- Landing Gear down,
- Climb speed = VREF.
Note that the landing climb gradient is an air slope.
Approach configuration Landing configuration
Missed Approach
Approach climb
gradient (OEI)
Balked Landing
Decision
Height
Landing climb
gradient (all engines)
MANDATORY MISSED APPROACH CLIMB GRADIENT
If the published missed approach procedure imposes a One Engine Inoperative (OEI) climb gradient
for regulatory constraints, the operator must verify that at the expected landing weight, the airplane is
capable of this specific OEI climb gradient.


PRE-FLIGHT CALCULATION
Operational regulations mandate that operators perform landing calculations at pre-flight.
It is mandatory to consider:
• Landing Field Length (LFL) on a dry or wet runway
• Landing Field Length (LFL) on a contaminated runway based on RWYCC
It is strongly recommended to consider:

• Factored Landing Distance at Time of Arrival (F-LDTA). Refer to IN-FLIGHT CALCULATION
section
The LFL and F-LDTA calculations will differ. If the F-LDTA is greater than the LFL calculation, it is
the operator responsibility to define the landing distance to consider.
Landing on a dry runway (LFLDRY)

(CAT.POL.A.230) & (FAR 135.385)
For EASA CAT and FAA Part 135 operators:
“An operator shall ensure that the landing mass of the airplane for the estimated time of landing at the
destination aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft (15m)
above the runway threshold within 60% of the landing distance available.”
LDDRY ≤ LDA x 0.6 OR LFLDRY = LDDRY x 1.67 ≤ LDA
(NCC.POL.135) & (FAR 91.103)

For EASA NCC and FAA Part 91 operators:
“[…] The airplane shall be able to land and stop […] within the landing distance available”.
LFLDRY = LDDRY x Ops Factor ≤ LDA
The Ops Factor to be used is at the operator discretion.
(FAR 135.385) & (FAR 91.1037)

For FAA Part 135 EOD and Part 91 subpart K operators, the Ops Factor should not be less than
1.25.
“The airplane’s weight on arrival […] would allow a full landing stop […] within 80 percent of the
effective length of each runway…”
LFLDRY = LDDRY x 1.25 ≤ LDA
At pre-flight, the equivalent Runway Condition Code is 6.


Landing on a wet runway (LFLWET)

The LFL on a wet runway can be calculated using two separate methods depending on regulations:
• For all Falcons, based on factored published LDDRY
• For the Falcon 2000 S/LXS, based on factored published LDWET
Factored published LDDRY
(CAT.POL.A.235) & (PART 135.385)

For EASA CAT and FAA part 135 operators:
“An operator shall ensure that when the appropriate weather reports or forecasts, (or a combination
thereof) indicate that the runway at the estimated time of arrival may be wet; the landing distance
available is at least 115% of the required landing distance”.
In other words, LFLWET = LFLDRY x 1.15 and given that LFLDRY = LDDRY x 1.67:
On a wet runway, a commercial operator must ensure that, at least:
LFLWET = LFLDRY x 1.15 = LDDRY x 1.92 ≤ LDA
(NCC.POL.135) & (FAR 91.103)

For EASA NCC and FAA part 91 operators:
“[…] The airplane shall be able to land and stop […] within the landing distance available”.
LFLWET = LDDRY x Ops Factor ≤ LDA
(FAR 135.385) & (FAR 91.1037)

“[…] the runway length at the destination airport is at least 115 percent of the” LFLDRY.
For FAA Part 135 EOD and Part 91 subpart K operators, the Ops Factor should not be less than
1.44.
In other words, LFLWET = LFLDRY x 1.15 and given that LFLDRY = LDDRY x 1.25:
On a wet runway, an operator must ensure that, at least:
LFLWET = LFLDRY x 1.15 = LDDRY x 1.44 ≤ LDA


Factored published LDWET
(NCC.POL.135) & (FAR 91.103)

Based on demonstrated landing performance achieved on wet runway, an operator can use the
published LDWET adjusted by a specific operation factor.
This method is not compatible with CAT.POL.A.235 (a) (1), and cannot be used by EASA
commercial operators.
LFLWET = LDWET x Ops Factor ≤ LDA
The equivalent Runway Condition Code for a wet runway is 5.
Reduced required landing distance (LFLDRY and LFLWET)
(CAT.POL.A.255)
For EASA CAT reduced required landing distance operation, LDTA must be used at preflight
On dry runway (LDTA for RWYCC 6):
LFLDRY= LDTARWYCC6 x 1.25 ≤ LDA
On wet runway (LDTA for RWYCC 5):
LFLWET= LDTARWYCC5 x 1.25 ≤ LDA
NOTE
Reduced required landing distance operation for EASA CAT operators is subject to national
authority approval


Contaminated Runways (LFLCONTA)

The LFL on contaminated runway is calculated considering the Runway Condition Code (RWYCC).
The pilots must take into account the known RWYCC published by the airport at time of dispatch, or if
the RWYCC is not published, assessing the runway code based on the reported contaminant, to
proceed with calculations. The pilots can consult the RWYCC matrix to get additional information on
braking action, braking coefficient and crosswind limitations associated. The AFM charts take into
account the 1.15 safety margin.
Additionally, according to CAT.POL.A.235 (b) the pilots must compute the LFLWET, considering wet
conditions (code 5 in RWYCC matrix).
The pilots must use the greatest of the landing distances on contaminated runway versus on a wet
runway.
With the thrust reverser operative, the Landing Field Length calculated using the charts of the annex
10A of the AFM is the greatest of:
• The normal landing distance without engine failure using the available deceleration means
factored by 1.15; and
• The unfactored landing distance assuming an engine failure in the flare and the loss of
availability of any related deceleration means.
With the thrust reverser inoperative, the Landing Field Length calculated using the charts of the annex
10A of the AFM is the normal landing distance without engine failure using the available deceleration
means (no reverse thrust taken into account), factored by 1.15.
Greatest of (LFLWET ; LFLCONTA) ≤ LDA
Pre-flight calculation table

Regulation Status LFLDRY ≤ LDA LFLWET ≤ LDA LFLCONTA ≤ LDA
EASA CAT
Greatest of
FAR 135 Mandatory 1.67 x LDDRY 1.92 x LDDRY
(LFLWET ; LFLCONTA)
FAR 121
FAR 135 EOD Greatest of
Mandatory 1.25 x LDDRY 1.44 x LDDRY
FAR 91K (LFLWET ; LFLCONTA)
Ops Factor x LDDRY

EASA NCC Greatest of
Mandatory Ops Factor x LDDRY or,
FAR 91 (LFLWET ; LFLCONTA)
Ops Factor x LDWET
EASA CAT Ops

reduced landing approval 1.25 x LDTARWYCC6 1.25 x LDTARWYCC5 Not applicable
distance required


Regulation Status F-LDTA ≤ LDA

EASA CAT
FAR 135
FAR 121
Recommended* F- LDTA
FAR 135 EOD
FAR 91K
EASA NCC & FAR 91
*Computing LDTA is recommended at pre-flight. If F-LDTA is longer than LFL, it is the operator
responsibility to define the landing distance to take into account.


IN-FLIGHT CALCULATIONS
Depending on the type of operation, both the FAA and EASA either recommend or mandate
performing an in-flight assessment of the landing distance at the estimated time of arrival.
Landing Distance at Time of Arrival (LDTA)

(CAT.OP.MPA.303)
No approach to land shall be continued unless the LDA on the intended runway is at least 115% of the
landing distance […] determined in accordance with the performance information […] certified by the
manufacturer.
The LDTA charts are published in annex 9 of the AFM for all RWYCC. Consequently, the runway
physical condition (DRY, WET or CONTAMINATED) is no more relevant.
The RWYCC range is from 0 to 6, respectively equivalent to worst contaminated runway to dry
runway.
F-LDTA = LDTA x 1.15 ≤ LDA
NOTE
The regulations recommend applying a safety margin when LDTA are used.
The LDTA charts are not applicable to:

• Landing with a Steep Approach landing,
• In-Flight failures yielding to landing distance increment.
The dedicated AFM procedures detail the limitations and increment associated.
NOTE
On contaminated runways (RWYCC 4 to 0), landing with a tailwind or downhill slope is not
recommended.


In-flight calculation table

Abnormal or
Normal
Regulation Status Emergency Steep Approach
Operations
Operations
LDDRY x Failure
Increment*
EASA CAT Mandatory F-LDTA Or, LFLSTEEP
LDWET** x Failure
Increment*
LDDRY x Failure
FAR 135 & FAR 121 &
Increment*
FAR 135 EOD & FAR
Recommended F-LDTA Or, LFLSTEEP
91K & EASA NCC &
LDWET** x Failure
FAR 91
Increment*
*The failure increment depends on the failure encountered and the LD reference.
**Only applicable to Falcon 2000 S/LXS.


OPERATIONAL CONDITIONS
TEMPERATURE
The landing distance is always computed in ISA and is not impacted by temperature variation as
sufficient margin is taken into account. At a constant pressure altitude, a jet-engine thrust being only
temperature dependent, max T/O thrust decreases with the temperature increasing, so that:
Temperature
 Go-around Climb Gradient
PRESSURE ALTITUDE
Since VREF is a calibrated airspeed, the corresponding TAS increases with pressure altitude.
Therefore, Ground Speed increases and so does the landing distance.
Pressure Air
Altitude
 Density  TAS  LD
Moreover, jet-engine thrust decreases with the pressure altitude, so does the go-around climb
gradient.
Pressure
Altitude  Go-around climb gradient
WIND
Headwind
Headwind shortens LD, and conversely tailwind lengthens it. Indeed, headwind makes Ground Speed
(GS) decrease and the stopping distance as well.
- In normal operations, when VAPP is greater than VREF, each 10 kt extra speed (refer to AFM
section 5-100-05) at 50 ft screen height makes LD increase by 14 %. Extra speed (wind
correction or PIC’s decision) shall not exceed 20 kt. This landing distance increment is not a
regulatory requirement. This is why it doesn’t appear in the landing distance calculation
example given in AFM 5-700-04 or 5A-700-04. It is a recommendation from Dassault Aviation.
- In emergency or abnormal situations where AFM procedure requires a LD increment (as per
AFM Sections 2 and 3), each 10 kt extra speed (wind correction or PIC’s decision) increases
the landing distance by 24 %. LD increment already takes into account the effect of the speed
increment due to the failure. Extra speed shall not exceed 20 kt.


Tailwind
The maximum certified tailwind is 10 kt. The landing performance data cannot be computed for a
tailwind greater than 10kt.
RUNWAY CONDITION
In addition to the obvious influence of the runway slope, the runway condition has an influence on the
landing distance.
Coefficient
of friction  Landing distance
Precipitation
 Landing distance
drag
ANTI-ICING
Bleed air from the engines feeds the anti-icing system. So, when A/I is set on, the thrust decreases.
Anti-Ice ON  Air climb gradient


Runway Condition Code (RWYCC) Matrix

Max
Braking recommended
RWYCC Runway Surface Condition (assessed)
Action crosswind
(including gust)
6 - Dry ------ -----
- Frost
- Wet (includes damp and 3mm depth or less of water)
5 3 mm depth or less of: Good 25 kt
- Slush
- Dry snow
- Wet snow
-15°C and colder outside air temperature: Good-to-
4 20 kt
- Compacted snow Medium
- ‘Slippery when Wet’ (wet runway)

- Dry or wet snow (any depth) over compacted snow
Greater than 3 mm depth of:
3 - Dry snow Medium 15 kt
- Wet snow
Warmer than -15°C outside air temperature :

- Compacted snow
Greater than 3 mm depth of:

- Standing water Medium-
2 10 kt
to-Poor
- Slush
1 - Ice Poor 5 kt
- Wet ice
0 - Water over compacted snow Nil -----
- Dry snow or wet snow over ice




PART 2 – DETERMINATION METHOD
05-20-10 LANDING – PART 2 – DETERMINATION METHOD
This sub-section describes landing performance computation
GENERIC METHOD
MLW DETERMINATION FOR FLIGHT PLANNING PURPOSE
• STEP 1: Maximum Brake Energy Limitation:

MLW MBE determination
• STEP 2: Airworthiness approach and landing Climb gradient Requirements (ACR) limitation:
Determination of MLWACR limited by Approach and Landing Climb Requirements
• STEP 3: Missed Approach Climb Gradient requirements (ACG) limitation
Determination of MLWACG limited by a specific climb gradient due to obstacle or Missed Approach
(MAP) trajectory vertical constraint
• STEP 4: Balked / Rejected Landing climb gradient requirement (LCG) limitation
MLW LCG determination
• STEP 5: Runway limitation:
MLW RWY determination
• STEP 6: MLW
MLW is the lowest of MLW MBE, MLWRWY, MLWACR, MLWACG and MLWLCG. MLW must be less than
62,400 lb (MLW Structure).
DETERMINING LANDING FIELD LENGTH AT PRE-FLIGHT
• STEP 1: Maximum Brake Energy limitation:

Determine MLW MBE and compare it with LW.
• STEP 2: ACR limitation:
Determine MLWACR and compare it with LW.
• STEP 3: ACG limitation:
Determine ACG at LW and compare it with MAP Climb gradient requirement
• STEP 4: LCG limitation
Determine LCG at LW and compare it with MAP Climb gradient requirement
Determine the LFL and compare it with LDA.
DETERMINING LANDING DISTANCE AT TIME OF ARRIVAL IN-FLIGHT
• STEP 1: F-LDTA calculation :

Determine F-LDTA graphically using AFM charts.
Compare the F-LDTA with the LDA.


EXAMPLES
LANDING PERFORMANCE CALCULATION BEFORE DEPARTURE - DRY RUNWAY

Given:
- Falcon 2000LXS,
- LDA = 6,000 ft,
- Runway is dry,
- Field Pressure altitude = 8,000 ft,
- QNH = 1,013.25 hPa,
- Runway slope= +1%
- Anti-icing OFF,
- Landing Weight = 35,000 lb,
- Wind is calm,
- Required missed approach climb gradient 4.0 % up to 12,000 ft,
- Required climb gradient following a balked landing: 8 % up to 10,000 ft.
Solution:
STEP 1: Verifying compliance with Maximum Brake Energy limitation

The "Maximum landing weight limited by maximum brake energy SF3” chart (ref. AFM 5A-700-05)
gives the maximum landing compliant the brake energy limitation.
Input: Output:
- Temperature +10°C, - Maximum LW limited
- Field Press Alt 8,000 ft, by brake energy
- Slope = +1 % requirement
 MLW limited by maximum brake energy is well above actual landing weight,
 Maximum brake energy is not limiting
STEP 2: Verifying compliance with the regulatory 2.1 % approach and 3.2 % landing climb gradients.
The "Maximum landing weight limited by approach and landing climb gradient requirements" chart
(ref. AFM 5A-700-10) gives the maximum landing weight compliant to both required climb gradients.


Input:
Output:
- Temperature = 10°C,
- Maximum LW limited by
- Field Press Alt = 8,000 ft,
ACG/LCG requirement
- A/I OFF.
> 35,000 lb
 MLW limited by approach and landing climb gradient is well above actual landing weight,
 Approach and landing climb gradients are not limiting
STEP 3: Verifying compliance with the required missed approach climb gradient.
Refer to "One engine inoperative approach climb gradient" (ref. AFM chart 5A-700-15,).
“Field Pressure Altitude” and “Temperature” as read at the top of required climb segment:
 Field Pressure Altitude = 12,000 ft.
 Temperature = 10 - (12,000 - 8,000) / 1,000 x 2 = 2°C.
Input:
- Temperature = 2°C, Output:
- Field Press Alt = 12,000 - Gross CLB
ft, gradient = 5.1 %
- GW = 35,000 lb,
- A/I OFF.
 The OEI gross climb gradient equals 5.1 %.

 Thus the 4.0 % climb gradient is not limiting
STEP 4: Verifying compliance with the required climb gradient following a balked landing
Refer to "All Engine Operating Landing Climb Gradient" chart (ref. AFM 5A-700-20,). Input altitude and
temperature as read at the top of required climb segment:
 Temperature = 10 - (10,000 - 8,000) / 1,000 x 2 = 6°C.
 Field Pressure Altitude = 10,000 ft.


Input:
- Temperature = 6°C, Output:
- Field Press Alt = 10,000 ft, - Gross CLB
- GW = 35,000 lb, gradient = 13.1
- A/I OFF. %
 The resulting gross climb gradient equals 13.1 %, well above the required 8.0 %.
 The balked landing climb gradient is not limiting.
STEP 5: LD Determination
Compute the Landing Distance by refering to “LANDING DISTANCE SF3” chart (ref. AFM 5A-700-
25,):
Input:
- LW = 35,000 lb, Output:
- Field Press Alt = 8,000 - LDDRY = 3,075 ft
ft,
- Wind is calm.
 LDDRY = 3,075 ft
STEP 6: Approach speed

- Wind is calm  VAPP = VREF
STEP 7: LD increment
- No extra speed at threshold  No LD increment,
STEP 8: LFL computation

When the operational regulation requires to compute LFL using 1.67 ops factor (AIR OPS, FAR 135,
etc.),
 LFLDRY = 1.67 x LDDRY = 1.67 x 3,075 ft
 LFLDRY = 5,136 ft


STEP 9: LFL versus LDA

 LFLDRY (5,136 ft) being shorter than LDA (6,000 ft),
 Landing is permitted


LANDING PERFORMANCE CALCULATION BEFORE DEPARTURE - WET RUNWAY

Given:
- Falcon 2000LXS
- LDA = 6,000 ft,
- Runway is wet,
- QNH = 1,013.25 hPa,
- Ground Temperature = 8°C,
- Anti-icing ON,
- Wind is calm.
NOTE
Assuming the airplane complies with the approach climb gradient and landing climb gradient, only
the landing field length will be presented hereafter.
Solution:
STEP 1: LD Determination
The “Landing Distance SF3” (ref. AFM chart 5A-700-25) gives the corresponding “LD on dry runway”
and “LD on wet runway”.
 LDDRY = 3,075 ft
 LDWET = 4,525 ft

- Wind is calm  VAPP = VREF
 No extra speed at threshold  No LD increment,

LFL is computed by multiplying the LD by the ops factor:
- When the operational regulation requires LFL to be computed from dry runways data (AIR
OPS, FAR 135, etc.), LFL must be computed from LDDRY, using the required 1.92 wet ops
factor:
 LFLWET = 1.92 x LDDRY,
 LFLWET = 1.92 x 3,075 ft,
 LFLWET = 5,904 ft


- When the operational regulation does not define LFL computation, the operator may compute
LFL from LDWET using its own wet ops factor (to be approved by its National Authority). In the
present example, let 1.50 be this specific wet ops factor:
 LFLWET = 1.50 x LDWET,
 LFLWET = 1.50 x 4,525 ft,
NOTE
LDWET calculation is only available in the AFM F2000LXS / S. For the F2000Ex EASy / DX / LX
fleet, the LFLWET needs to be calculated from the LDDRY.

- In accordance with AIR OPS, FAR 135, etc,
 LFLWET (5,904 ft) being shorter than LDA (6,000 ft),
- When the operational regulation does not define LFL computation, In this present example for
an operator approved by its national authority with ops factor = 1.50:
 LFLWET (6,788 ft) being longer than LDA (6,000 ft),
 Landing is not permitted


LANDING PERFORMANCE CALCULATION BEFORE DEPARTURE - WITH WIND INFLUENCE
Wind (Headwind & Gust) correction provides additional stall margin for airspeed excursions caused
by turbulence and windshear, but it also affects the Landing Distance (LD). Consequently, a
particular sequence of LD computation must be followed.
NOTE
AFM chart gives the wind corrected LD, in assuming the pilot flies VREF at 50 ft screen height.
Being given that the pilot actually flies VAPP at this point, the landing distance must be
increased according to the extra speed at threshold (= VAPP –VREF). This landing distance
increment is not a regulatory requirement. This is why it doesn’t appear in the landing distance
calculation example given in AFM 5-700-04 or 5A-700-04. It is a recommendation from Dassault
Aviation.
Given:
- Falcon 2000LXS
- LDA = 6,000 ft,
- Runway is dry,
- QNH = 1,013 hPa,
- 20 kt headwind (no gust).
NOTE
Assuming the airplane complies with the approach climb gradient and landing climb gradient,
only the landing field length will be presented hereafter.
Solution:
STEP 1: LD determination
Determine LD from AFM chart (ref. AFM 5A-700-25, see here below).
LD is computed with speed equal to VREF when passing 50 ft and takes into account the effect of the
wind (if any) during the flare and the landing ground roll:


LW = 32,000 lb
20 kt headwind
Without wind
With 20 kt headwind LD = 2,800 ft
LD = 2,600 ft
- Zero wind  LDDRY = 2,800 ft, and

- 20 kt headwind  LD20 kt HEADWIND CORRECTED = 2,600 ft
NOTE
In accordance with CS/FAR25.125, AFM Take-Off and Landing charts output distances in
taking into account:
- Only 50 % of the headwind,
- 150 % of the tailwind.
i.e. If the user inputs 20 kt headwind, he then reads the LD corresponding to 10 kt headwind.



- 20 kt headwind,
 VAPP = VREF + Configuration correction + (½ Headwind + Gust)
 VAPP = VREF + 0 + (½ x 20 + 0)
 VAPP = VREF + 10 kt
- LD increase = 14 % each 10 kt of extra speed (max 20 kt),
 LDDRY = 1.14 x LDDRY 20 kt HEADWIND CORRECTED
 LDDRY = 1.14 x 2,600 ft
 LDDRY = 2,964 ft
NOTE
This applicable LD (2,964 ft) is very close to the "zero wind" result (2,800 ft). This example
shows that increasing the approach speed for headwind component has very little impact on
the LD if we compare it to a "zero wind" LD, whereas it will provide an additional safety margin
against stall as shown here above.

When the operational regulation requires to compute LFL using 1.67 ops factor (AIR OPS, FAR 135,
etc.).
 LFLDRY = 1.67 x LD = 1.67 x 2,964 ft
 LFLDRY = 4,950 ft

LFL must be shorter than Landing Distance Available (LDA).
 LFLDRY (4,950 ft) being shorter than LDA (6,000 ft),
 Landing is permitted on this runway
STEP 6: VREF determination

Compute VREF using “Landing Speed SF3” chart (ref. AFM 5A-700-25).


LW = 32,000 lb
 VREF = 115 kt
STEP 7: VAPP determination to be maintained down to 50 ft

VAPP = VREF + Configuration correction + (½ Headwind + VAPP = 115 + 0 + (½ x 20 + 0)
 VAPP = 125 kt
NOTE
FMS TOLD computes LD, LFL, VREF, VRF*, VAPP, VFR and VFT taking into account the wind correction
that is auto computed from the pilot’s inserted surface wind. (refer to QRH 1 - PERF section: TOLD
user guide. TOLD results are for advisory only).


NOTE
Speed bug must be set to VAPP when configuration is set for landing. In FMS speed mode, this
is done automatically.


LANDING PERFORMANCE CALCULATION AT TIME OF ARRIVAL
Given:
- Falcon 2000LXS
- LDA = 5,500 ft,
- RWYCC = 6,
- QNH 1,013.25 hPa,
- Ambient Temperature = 30°C,
- Runway slope = -1%,
- Anti-icing OFF,
- Thurst reverser credit,
- LW = 32,000 lb,
- Surface wind : 10 kt headwind,
- Overspeed at threshold = 5 kt,
- VAPP down to 50 ft screen height.
NOTE
The AFM chart in annex 9 gives the wind corrected LDTA. Given that the pilot actually flies VAPP at
a screen height of 50 ft, the landing distance must be corrected according to the extra speed at
threshold (= VAPP – VREF). This landing distance increment is not a regulatory requirement. The
correction should be done using the correction chart on the bottom of the LDTA charts. It is a
recommendation from Dassault Aviation.


Solution:
STEP 1: Determine the LDTA:
 LDTA = 3,880 ft


STEP 2: Determine and verify F-LDTA against LDA

- In accordance with AIR OPS, the safety margin shall be applied to the LDTA:
 F-LDTA = LDTA x 1.15 = 3,880 x 1.15 = 4,462 ft
 F-LDTA (4,462 ft) being shorter than LDA (5,500 ft),


LANDING PERFORMANCE CALCULATION AT TIME OF ARRIVAL - WITH WIND AND FAILURE

Given:
- Falcon 2000LXS
- LDA = 7,000 ft,
- Runway is wet,
- Airport elevation = 0 ft,
- QNH = 1,013.25 hPa,
- 20 kt headwind (no gust),
- INBD SLATS FAIL CAS message.
NOTE
Assuming the airplane complies with the approach climb gradient and landing climb gradient,
only the landing field length calculation will be presented hereafter.
Solution:
STEP 1: LD determination
Determine LDDRY and LDWET with no failure from AFM “Landing Distance SF3” chart (ref. AFM 5A-700-
25).
 LDDRY NO WIND = 2,500 ft and
 LDDRY 20 kt HEADWIND CORRECTED = 2,325 ft
 LDWET NO WIND = 3,325 ft and

 LDWET 20 kt HEADWIND CORRECTED = 2,925 ft
STEP 2: LD increase due to failure penalty

AFM 3-130-20A states that LD must be increased by:
 14 % on DRY runway (considered LD multiplied by 1.14) (not relevant in this example),
 20 % on WET runway (considered LD multiplied by 1.20),
 LDWET FAILURE = 1.20 x LDWET NO FAILURE = 1.20 x 2,925 ft

 LDWET FAILURE = 3,510 ft
STEP 3: Extra speed at threshold

- 20 kt headwind,
 Wind correction = (½ Headwind + Gust)
 Wind correction = 10 kt


STEP 4: LD increment due to wind according failure case

In case of a failure, increase LD by 26 % for each 10 kt of wind correction. (ref AFM 5A-200-05)
- Wind correction = 10 kt,
 LDWET 20 kt HEADWIND CORRECTED WITH FAILURE = 1.26 x 3,510 ft
 LDWET 20 kt HEADWIND CORRECTED WITH FAILURE = 4,422 ft

LFLWET must be computed from LDWET, using the wet approved ops factor. In the present example, let
1.55 be this specific wet ops factor ,
 LFLWET FALURE = 1.55 x LDWET FAILURE
 LFLWET FAILURE = 1.55 x 4,422 ft
 LFLWET FAILURE ≈ 6,854 ft
NOTE
1.55 is an example only. The operator may use whatever Ops Factor providing that the National
Authority approves it.
STEP 6: Compare LFL to Landing Distance Available (LDA)

Check LFL must be shorter than Landing Distance Available (LDA).
 LFLWET FAILURE (6,854 ft) being shorter than LDA (7,000 ft),
STEP 7: VREF determination

Compute VREF using chart “Landing Speed SF3” (ref. AFM 5A-700-25).
 VREF = 115 kt
STEP 8: VAPP determination

AFM 3-130-20A states that approach speed (zero wind) must be:
 VAPP (ZERO WIND) = VREF + 10 kt  Configuration correction = 10 kt
- VAPP = VREF + Configuration correction + (½ Headwind + Gust)

 VAPP = 115 + 10 + (½ x 20 + 0)
 VAPP = 135 kt
NOTE
Refer to QRH 1 (TOLD user guide) for using TOLD in case of failure.


CAUTION
IN ALL CASES, ESPECIALLY IN THE CASE OF STRONG WINDS AND/OR GUSTS AND A VERY
DEGRADED AIRCRAFT STATUS LEADING TO A SIGNIFICANT LD PENALTY (EXAMPLE: LOSS OF TWO
HYDRAULIC SYSTEMS), PILOT IN COMMAND MUST FIND THE BEST COMPROMISE BETWEEN
HANDLING QUALITIES (CONTROLLABILITY / MANEUVERABILITY) AND PERFORMANCE AND USE THE
RECOMMENDED WIND CORRECTION IN ADDITION TO THE FAILURE CORRECTION TAKING INTO
ACCOUNT:
- LANDING PERFORMANCE AT DESTINATION,
- LANDING PERFORMANCE AT DIVERSION AIRFIELD,
- WEATHER CONSIDERATIONS, ETC.


LANDING PERFORMANCE CALCULATION BEFORE DEPARTURE – CONTAMINATED RUNWAY
Given:
- Falcon 2000LXS,
- LDA = 8,500 ft,
- RWYCC = 3,
- QNH 1,013.25 hPa,
- Ambient Temperature = 0°C,
- Runway slope = +1%,
- Thurst reverser credit,
- LW = 32,000 lb,
- Surface wind : 10 kt headwind,
- Overspeed at threshold = 5 kt,
- VAPP down to 50 ft screen height.


Solution
STEP 1: Landing Field Length uncorrected
The contaminant level is determined with chart “LFL Condition Codes 4 and 3”.
 LFLCONTA UNCORRECTED = 4,450 ft


STEP 2: LFL corrected

Applicable corrections to the chart used in STEP 1:
 LFLCONTA = 5,190 ft


STEP 3: LFLCONTA checked versus LFLWET (AIR OPS) and LDA

 LFLCONTA = 5,190 ft
The LDA must be longer than to the greatest of LFLCONTA and LFLWET:
 Landing Distance Available (LDA) must be longer than 5,190ft


Conclusion
With no failure, recommended computation of VAPP has little impact on landing distance when there
is no gust. In gusty wind, LD is increased but VAPP gives a better stall margin.
This recommended approach speed provides the best compromise between handling qualities (stall
margin or controllability / maneuverability) and landing distance. Whenever landing distance
becomes an issue, Pilot in Command might decide, under his/her full responsibility, to tip the
compromise in favor of landing distance performance by disregarding the gust correction, and to
manage the approach speed to meet “VAPP = VREF + Configuration correction + ½ VHEADWIND“ at 50 ft.
General information can be found in the Flight Safety Foundation tool kit by following this link:
http://flightsafety.org/current-safety-initiatives/approach-and-landing-accident-reduction-alar/alar-
briefing-notes-english.




PART 3 – USE OF CHARTS
DGAC20DSOF015 INITIAL ISSUE
05-20-15 LANDING – PART 3 – USE OF CHARTS
This sub-section details the AFM charts with example on their use, for determining:
- MLW MBE limited by Brake Energy
- MLWACR limited by Airworthiness Climb Requirement (ACR)
- MLW limited by ACG (Go-Around Constraint)
- MLW limited by LCG after a Balked Landing
- MLW limited by Landing Field Length
- Landing Field Length based on LW


MLWMBE - BRAKE ENERGY LIMITATION
Given:
- Falcon 2000LXS,
- Field Pressure altitude = 8,000 ft (airport elevation 8,000 ft and QNH = 1,013 hPa).
- Surface Wind = 5 kt headwind,
- Runway slope = -1.0 %,
- No over speed at threshold.
Solution:
Use the “Maximum Landing Weight Limited by Brake Energy SF3” chart (ref. AFM 5A-700-05):
- Start at the horizontal scale, with +10°C OAT,
- Intercept the Field Pressure altitude line corresponding to 8,000 ft
- Follow the reticule down to the reference line
- Intercept the horizontal line corresponding to -1% runway slope
- Intercept the horizontal line corresponding to +5kt wind
 MLW MBE = 53,500 lb


8000 ft
10°C
-1%
+5 kt
53,500 lb


MLWACR - APPROACH AND LANDING CLIMB GRADIENT REQUIREMENTS
Given:
- Falcon 2000LXS,
- Field Pressure altitude = 12,000 ft (airport elevation 8,000 ft and QNH = 1,013 hPa),
- Anti-icing OFF.
Solution:
Use the “Maximum Landing Weight Limited Approach and Landing Climb Requirements” chart (ref.
AFM5A-700-10):
- Start at the horizontal scale, with +10°C OAT,
- Intercept the Field Pressure altitude line corresponding to 8,000 ft
- Follow the reticule down to Landing Weight scale
 MLWACR = 42,500 lb


12,000 ft
+10°C
42,500 lb


MLWACG - MISSED APPROACH CLIMB GRADIENT
Given:
- Field Pressure altitude = 8,000 ft (ARPT elevation 8,000 ft and QNH = 1,013 hPa),
- Anti-icing OFF,
- Wind is calm,
- Required missed approach climb gradient: 5.0 % up to 12,000 ft,(Approach chart)
- Temperature @ 12,000ft OAT = 2°C
Solution:
Use the “One Engine Inoperative Approach Climb Gradient” chart (ref. AFM 5A-700-15):
- Start at the horizontal scale, with +2°C OAT (end of constraint),
- Intercept the Field Pressure Altitude line corresponding to 12,000 ft (QNH=1,013 hPa)
- Intercept the Landing Weight correction line and the Vertical line corresponding to 5% Gross
climb gradient
 MLWACR = 35,600 lb


12,000 ft
+2°C
35,600 lb
5%


MLWLCG - CLIMB GRADIENT FOLLOWING A BALKED LANDING
Given:
- Falcon 2000LXS,
- Field Pressure altitude = 8,000 ft (airport elevation 8,000 ft and QNH = 1,013 hPa),
- OAT at 12,000 ft = 2°C
- Engine Anti-icing OFF,
- Wind is calm,
- Required climb gradient following a balked landing: 8 % up to 12,000 ft.
Solution:
Use the “All Engine Operating Landing Climb Gradient” chart (ref. AFM 5A-700-20):
- Start at the horizontal scale, with +2°C OAT (end of constraint),
- Intercept the Field Pressure Altitude line corresponding to 12,000 ft (QNH=1,013 hPa)
- Intercept the Landing Weight correction line and the Vertical line corresponding to 6% Gross
climb gradient
 MLW LCG = 40,400 lb


+2°C
12,000 ft
8%




PART 5 – LANDING CALCULATION – ELECTRONIC METHOD
05-20-25 LANDING – PART 4 – ELECTRONIC METHOD
INPUT
1 The computation mode can

be selected. Pre-flight is
based on commonly used
factors for dry, wet runways
and for contaminants. In-
flight includes failure
coefficient and LDTA
calculation when available.
2 Select the runway and

confirm the slope
Modify the runway
characteristics, approach
type and go-around
limitations.
3 Enter the actual conditions

and the runway condition
including contaminant depth
if required
4 Fill in the LW or select MLW

as well as aircraft
configuration, wind
5 correction and thrust
reverser credit
5 Fill in the landing factor,

confirm your inputs and
press “Compute”


RESULTS: LANDING CARD
1 Check your reference

speeds
2 Verify your approach and

go-around climb gradients
3 Check your Landing Field

Length (LFL)
4 Switch to the next page for

detailed and parametric
results


RESULTS: EXTENDED
1 Consult your limitations
2 Modify steps for parametric

results



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PERFORMANCE

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LIST OF EFFECTIVE SECTIONS

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DGAC20DSOF015 TABLE OF CONTENT ISSUE 1

05-05-00 FLIGHT PLANNING – INTRODUCTION

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CODDE2 FLIGHT PLANNING PAGE 2 / 4

DGAC20DSOF015 TABLE OF CONTENT ISSUE 1

05-15-10 TAKE-OFF – PART 2 – DETERMINATION METHODS

05-15-35 TAKE-OFF – PART 7 – TOSA COMPUTATION

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DGAC20DSOF015 TABLE OF CONTENT ISSUE 1

05-15-45 TAKE-OFF – PART 9 – ELECTRONIC METHOD

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DGAC20DSOF015 PART 1 – INTRODUCTION ISSUE 1

05-05-00 FLIGHT PLANNING – INTRODUCTION

This method refers to the following basic documents:

This chapter is made of four parts:

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DGAC20DSOF015 PART 1 – INTRODUCTION ISSUE 1

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DGAC20DSOF015 PART 1 – REGULATION CONSTRAINTS ISSUE 1

05-05-05 FLIGHT PLANNING – PART 1 – REGULATION CONSTRAINTS

AIR-OPS Accessible aerodrome

Departure alternate aerodrome

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CODDE2 FLIGHT PLANNING PAGE 2 / 32

DGAC20DSOF015 PART 1 – REGULATION CONSTRAINTS ISSUE 1