22.32.14
Demonstrate an ability to calculate en-route engine inoperative performance using a representative single-engine service ceiling graph.

The service ceiling of an aircraft is based on the ambient temperature and the weight of the aircraft. With this information it is possible to calculate the maximum altitude attainable on a single engine (one engine out)

22.32.12
Demonstrate an ability to calculate take-off and landing performance in accordance with CAR Part 135 Subpart D using representative aeroplane take-off and landing performance charts (P-charts).

As can be seen there are a number of ways to show takeoff and landing data. It is usually in table form within the aircraft Flight Manual or it is in graph form. While calculating takeoff or landing performance you need to take into account the requirements of CAR Part 135 Subpart D, which includes among other things, headwind and runway length requirements.

22.32.10
Demonstrate an ability to use wind-component graphs, and to apply runway slope and surface correction factors.

By plotting the known Wind Velocity and Wind Angle (Angle between Wind Vector and Runway Vector) the resulting intersection point can be resolved into Head Wind and Cross Wind components.

Drawing a line vertically down from the intersection point to the horizontal axis, Cross Wind component can be established. Drawing a line horizontally across from the intersection point to the vertical axis, Head Wind component can be established.

22.32.8
Express an ambient temperature as a deviation from ISA temperature (and vice versa).

ISA temperature is 15°C at sea level. The standard deviation with altitude gain is 2°C per 1000ft

If you are flying at 3000ft and the temperature at that altitude is +20°C it is possible to calculate the temperature deviation from ISA

1. Temperature at ISA is calculated by 15- (3 X 2) = 15 – 6 = 9°C
2. Difference between ambient and ISA is 20 – 9 = 11°C
3. Thus ambient temperature is ISA +11°C

22.32.6
Given an elevation, QNH and ambient temperature, calculate pressure altitude and density altitude.

Considerations

Pressure altitude is obtained by adding pressure variations caused by changes in ambient pressure to the selected airfield elevation. 

Density altitude is obtained by correcting pressure altitude for changes in temperature due to deviation from expected ISA temperatures. 

Pressure Altitude

Pressure altitude is obtained by adding pressure variations caused by changes in ambient pressure to the selected airfield elevation. 

Assuming a selected airfield with an elevation of 1000ft, and a QNH of 1000hPa; what is the pressure altitude at the airfield?

1. Determine the pressure variation from ISA: 1013-1000=13hPa
2. Apply the formula 13 (hPa) X 30ft = 390ft
3. Apply the variation in height to the actual airfield elevation. Since the sea-level pressure (QNH 1000hPa) is less than ISA we can expect the performance of the aeroplane at the selected airfield to be poorer than standard: Therefore pressure altitude is 1000 + 390 = 1390ft

Density Altitude

Assuming the above airfield with an elevation of 1000ft, a QNH of 1009hPa and an ambient temperature of +11°C, calculate the airfield density altitude:

1. Obtain airfield pressure altitude. 
2. Determine ISA temperature at pressure altitude 1390 ft 15-(2X1.4) = 12.2°C
3. Compare ISA temperature (+12.2) to the actual temperature (+11) and determine the temperature deviation, (ISA-1.2) Lower temperature gives a lower density altitude
4. Calculate deviation height -1.2 X -120 = -144ft.   
5.  Add to pressure altitude  1390 – 144 = 1246ft 

22.32.4
Explain the factors affecting take-off and landing performance.

Factors Affecting Takeoff and Landing Performance

Under Part 135 each flight must have takeoff and landing data calculated. 

When calculating the takeoff distance we must take into account

1. The takeoff run available;
2. The weight of the aeroplane at the commencement of the takeoff run;
3. The density altitude of the aerodrome;
4. The type of runway surface and the runway surface condition;
5. The runway slope in the direction of takeoff; and,
6. Not more than 50% of the reported headwind component  or not less than 150% of any reported tailwind component

When calculating the landing distance the operator is required to take into account 

1. The landing distance available 
2. Aerodrome elevation
3. Ambient temperature
4. The type of runway surface and the runway surface condition
5. The runway slope in the direction of landing
6. Not more than 50% of the reported headwind component or not less than 150% of any reported tailwind component 

All this applies to a dry runway. For wet or contaminated runways the landing distance must be increased by 15%

When the appropriate weather reports or forecasts, or a
combination of them, indicate that the runway at the estimated
time of arrival of the aeroplane may be wet, the landing distance
available is at least 115% of the landing distance required by
135.223

(h) Drift Down

Drift down means the gradual descent of an aircraft operating with one engine inoperative to an altitude at which it can comply with the one-engine inoperative en-route climb performance requirements.

(g) Dry, Wet and contaminated (in relation to runway surface)

Dry runway

Means a runway that is not contaminated and includes a paved runway that has been specially prepared with grooves or a porous pavement to retain effectively dry-braking action even when liquid moisture is present.

Wet runway

Wet in relation to a runway, means a runway with sufficient moisture on it’s surface to cause it to appear reflective but without any areas of standing water.

Contaminated runway

Contaminated in relation to a runway means more than 25% of the runway surface area within the required length and width is covered by surface water, slush, or loose snow more than 3mm in depth, or ice on any part of the runway surface area.

(f) Landing Distance Available

Landing distance available means the length of the runway that is declared by the aerodrome operator as available and suitable for the ground run of an aeroplane.

The landing distance available starts at the landing threshold and in many cases corresponds to the physical length of the runway. However the landing threshold may be displaced from the end of the runway when it is considered necessary to make a corresponding displacement of the approach area and surface for reason of obstruction in the approach path to the runway.