MODEL 510 SECTION IV - PERFORMANCE
GENERAL
FAA APPROVED
Configuration U.S.
GENERAL
TABLE OF CONTENTS
Page
Regulatory Compliance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Standard Performance Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Variable Factors Affecting Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Configurations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
510FM-02 AA 4-3/4-4

MODEL 510 SECTION IV - PERFORMANCE
GENERAL
FAA APPROVED
Configuration U.S.
GENERAL
REGULATORY COMPLIANCE
Information in this section is presented for the purpose of compliance with the appropriate
performance criteria and certification requirements of 14 CFR Part 23 and applicable special
conditions.
STANDARD PERFORMANCE CONDITIONS
All performance in this manual is based on flight test data and the following conditions:
1. Thrust ratings include the installation, bleed air and accessory losses.
2. Full temperature accountability within the operational limits for which the airplane is
certified.
NOTE
Should ambient air temperature or altitude be below the lowest temperature or
altitude shown on the performance charts, use the performance at the lowest value
shown.
3. Wing flap positions as follows:
4. All takeoff and landing performance is based on a paved, dry runway.
SINGLE-ENGINE TAKEOFF - ACCELERATE GO
The Single-Engine Takeoff - Accelerate Go performance was obtained using the following
procedures and conditions:
1. The thrust was set to takeoff detent, N1's were stabilized, then brakes were released.
2. The pilot recognized engine failure at V1.
3. The airplane continued to accelerate to VR at which time positive rotation 3 to 5 degrees per
second to +10 degrees nose up pitch attitude was made, transitioning to airspeed as V2 was
reached and maintaining V2 to 1500 feet.
4. The landing gear was retracted when a positive climb rate was established plus one
second.
5. The following assumptions are made in the calculation of the single engine flight path
distances beyond 35 feet AGL:
a. V2 was maintained from the 35 foot point above the runway to 1500 feet AGL.
b. The airplane was then accelerated to V2 +10 or VENR whichever was lower at which
time the flaps were selected up and acceleration continued to VENR.
(Continued Next Page)
Flight Phase Flap Handle Position Flap Deflection
Takeoff UP and TO/APR 0° and 15°
Enroute UP 0°
Approach TO/APR 15°
Landing LAND 30°
510FM-03 AA 4-5
SECTION IV - PERFORMANCE MODEL 510
GENERAL
FAA APPROVED
U.S. Configuration
STANDARD PERFORMANCE CONDITIONS (Continued)
SINGLE-ENGINE TAKEOFF - ACCELERATE STOP
The Single-Engine Takeoff - Accelerate Stop performance was obtained using the following
procedures and conditions:
1. The thrust was set to takeoff detent, N1's were stabilized, then the brakes were released.
2. The pilot recognized the necessity to stop because of engine failure or other reasons just
prior to V1.
3. Maximum pilot braking effort was started at V1 and continued until the airplane came to a
stop.
4. Both throttles were brought to idle immediately after brake application.
5. Directional control was maintained through the rudder pedals and differential braking as
required.
6. Testing was conducted with both Anti-skid ON and Anti-skid OFF.
7. Speed brakes were not used.
MULTI-ENGINE TAKEOFF
The Multi-Engine Takeoff performance was obtained using the following procedures and conditions:
1. The thrust was set to takeoff detent, N1's were stabilized, then the brakes were released.
2. Positive rotation at 3 to 5 degrees per second to +10° was made at VR.
3. The landing gear was retracted when a positive climb rate was established plus one
second.
4. A 10° pitch attitude was maintained from the 35-foot point above the runway until the
obstacle was cleared, at which time, the airplane was accelerated and the flaps were
retracted.
LANDING
The Landing performance was obtained using the following procedures and conditions:
　
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