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II
TABLE OF CONTENTS
SECTION I - GENERAL SPECIFICATIONS
ALPHABETICAL INDEX ....................................................................................................................... X
LOG OF REVISIONS..............................................................................................................................XIII
CONTROL PAGE.................................................................................................................................. XV
GENERAL SPECIFICATIONS .............................................................................................................. 1-1
AIRFRAME DIMENSIONS (DIAGRAM) ............................................................................................. 1-3
GENERAL INFORMATION................................................................................................................... 1-4
WEIGHTS .............................................................................................................................................. 1-4
WING AREA AND LOADING ............................................................................................................. 1-4
DIMENSIONS........................................................................................................................................ 1-4
CABIN DIMENSIONS .......................................................................................................................... 1-4
FUEL AND OIL CAPACITY................................................................................................................. 1-4
INTRODUCTION ..................................................................................................................................... 1-5
USE OF THE MANUAL ........................................................................................................................ 1-5
DIVISIONS OF THE MANUAL............................................................................................................ 1-5
PILOTS OPERATING MANUAL REVISION RECORD.................................................................... 1-6
FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION RECORD......................................... 1-6
AIRPLANE FLIGHT MANUAL SUPPLEMENTS REVISION RECORD........................................... 1-6
ABBREVIATIONS AND TERMINOLOGIES ...................................................................................... 1-7
GENERAL AIRSPEED.......................................................................................................................... 1-7
METEOROLGICAL .............................................................................................................................. 1-8
POWER .................................................................................................................................................. 1-8
CONTROL AND INSTRUMENT TERMINOLOGY............................................................................ 1-9
AIRPLANE PERFORMANCE AND FLIGHT PLANNING ............................................................... 1-10
WEIGHT AND BALANCE TERMINOLOGY.................................................................................... 1-10
III
IV
VI
VII
SECTION X - SERVICING
SERVICING ............................................................................................................................................ 10-1
INTRODUCTION TO SERVICING..................................................................................................... 10-3
GROUND HANDLING .......................................................................................................................... 10-3
TOWING .............................................................................................................................................. 10-3
PARKING ............................................................................................................................................ 10-3
CONTROL LOCKS ............................................................................................................................. 10-3
CONTROL LOCKS (DIAGRAM)..................................................................................................... 10-3
TIE-DOWN .......................................................................................................................................... 10-4
AIRCRAFT SERVICING ...................................................................................................................... 10-4
EXTERNAL POWER .......................................................................................................................... 10-4
BATTERY............................................................................................................................................ 10-4
LANDING GEAR ................................................................................................................................ 10-4
TIRES............................................................................................................................................... 10-4
SHOCK STRUTS.............................................................................................................................. 10-5
BRAKE SYSTEM.............................................................................................................................. 10-5
BRAKE WEAR (DIAGRAM) ............................................................................................................ 10-5
OIL SYSTEM ....................................................................................................................................... 10-5
CLEANING AND INSPECTING THE OIL FILTER........................................................................ 10-6
OIL FILTER (DIAGRAM)................................................................................................................ 10-6
CHANGING THE ENGINE OIL...................................................................................................... 10-6
FUEL SYSTEM.................................................................................................................................... 10-7
FUEL HANDLING PRACTICES ..................................................................................................... 10-7
FUEL GRADES AND TYPES .......................................................................................................... 10-8
VIII
SECTION XI - SUPPLEMENTS
SUPPLEMENTS ..................................................................................................................................... 11-1
LOG OF REVISIONS............................................................................................................................. 11-3
IX
ALPHABETICAL INDEX
D
A
Airplane Dimensions ................................................. 1-4
Airplane Finish Care.............................................. 10-10
Annunciator Panel ..................................................... 2-5
Anti-Ice
Engine................................................................ 2-26
Windshield ......................................................... 2-26
Approach Flap ......................................................... 2-16
Approved Fuels ..................................................... 10-12
Auto-ignition ............................................................. 2-3
Automatic Transfer, Fuel......................................... 2-10
Autopilot
(See Flight Manual Support)
B
Battery, Servicing .................................................... 10-4
Bleed Air and Vacuum Systems .............................. 2-19
Diagram.............................................................. 2-19
Boot Cleaning, Deicer ........................................... 10-10
Brake
Servicing ............................................................ 10-5
System................................................................ 2-18
Parking ............................................................... 10-3
C
Cabin
Dimensions........................................................... 1-4
Capacity
Fuel.......................................................1-4, 3-5, 10-7
Oil.........................................................1-4, 2-5, 10-5
Chart, Consumable Materials ................................ 10-16
Chip Detector, Magnetic............................................ 2-5
Cleaning
Deicer Boot ...................................................... 10-10
Plastic Windows............................................... 10-11
Consumable Materials Chart ................................. 10-16
Control
Console................................................................. 2-6
Locks.................................................................. 10-3
Controls Propulsion System ...................................... 2-4
E
Electrical System ............................................. 2-13, 2-14
Electrothermal Deicer, Propeller ...............................2-26
Emergency
Procedures, FAA Approved ...................................5-3
Engine
Auto-ignition ..........................................................2-3
Oil Changing ........................................................10-6
Exercising, Propeller....................................................4-8
External Power Source...............................................10-4
F
FAA Approved Data
Emergency Procedures ...........................................5-3
Limitations..............................................................3-3
Normal Procedures .................................................4-3
Performance............................................................6-3
Field Length Graphs ............................................ 7-3, 7-5
Filter
Changing, Fuel .....................................................10-7
Changing, Oil .......................................................10-5
Element Cleaning, Heater Fuel...........................10-11
Finish Care, Aircraft ................................................10-10
Flaps...........................................................................2-16
Flight
Controls ................................................................2-16
Instruments ................................................... 2-6, 2-18
Manual Supplements ............................................11-3
Fuel ..............................................................................3-5
Capacity ................................................ 1-4, 3-5, 10-7
Filter Changing........................................... 10-6, 10-9
Filter Element Cleaning, Heater .........................10-11
Fuel System .................................................................2-9
Diagram................................................................2-11
Servicing...............................................................10-7
Vents Heating .......................................................2-12
H
Heading Operation, Autopilot
(See Flight Manual Supplement)
Heated
Fuel Vents ............................................................2-12
Pitot Tube .............................................................2-26
Windshield ...........................................................2-26
Heater Fuel Filter Element Cleaning .......................10-11
Heater Operation........................................................2-20
Hydraulic
Reservoir Servicing ..............................................10-5
I
Ice Protection......................................................2-5, 2-24
ILS Coupler Operation, Autopilot
(See Flight Manual Supplement)
Indicator, Stall Warning ............................................2-18
Inertial Separators........................................................2-5
Inflight Operation, Autopilot
(See Flight Manual Supplement)
Instruments and Control Console .......................2-6, 2-18
Instruments Engine ......................................................2-4
L
Landing
Gear......................................................................2-18
Gear Servicing......................................................10-4
Lighting, Cockpit.......................................................2-18
Limitations, FAA Approved........................................3-3
Locks, Control ...........................................................10-3
Lubrication System......................................................2-5
M
Magnetic Chip Detector...............................................2-5
Mooring and Tie Down .............................................10-4
Original: February 24, 1999
O
Oil
Approved ........................................................ 10-14
Capacity..............................................1-4, 2-5, 10-5
Changing, Engine ............................................. 10-6
Filter Changing................................................. 10-6
System Servicing.............................................. 10-5
Operation
Autopilot
(See Flight Manual Supplement)
Engine................................................................. 2-3
Fuel Control Heat ............................................. 2-12
Fuel System ........................................................ 2-9
Heated Windshield ........................................... 2-26
Heater ............................................................... 2-20
Pitot Heat.......................................................... 2-26
Surface Deicing ................................................ 2-24
Windshield Wiper............................................. 2-27
Oxygen
System .............................................................. 2-21
System Operation ............................................. 2-21
System Servicing.............................................. 10-9
P
Parking................................................................... 10-3
Performance, FAA Approved .................................. 6-1
Pitot and Static System .......................................... 2-18
Diagram............................................................ 2-18
Pitot Heat ............................................................... 2-26
Plastic Windows, Cleaning .................................. 10-11
Power Plant
Ice Protection.................................................... 2-26
Power Source, External.......................................... 10-4
Preflight Operation, Autopilot
(See Flight Manual Supplement)
Procedures
Emergency.......................................................... 5-3
Normal................................................................ 4-3
Propeller................................................................... 2-8
Electrothermal Deicer....................................... 2-25
Exercising........................................................... 4-8
Reversing............................................................ 2-8
Propulsion System
Controls .............................................................. 2-4
Engine................................................................. 2-3
Fuel Control........................................................ 2-4
Ignition ............................................................... 2-3
XI
T
S
Servicing.................................................................. 10-3
Battery................................................................ 10-4
Brakes................................................................. 10-5
Consumable Materials Chart ............................ 10-16
External Power ................................................... 10-4
Fuel System........................................................ 10-7
Hydraulic Reservoir ........................................... 10-5
Landing Gear...................................................... 10-4
Lubrication Chart ............................................. 10-17
Oil Filter ............................................................. 10-6
Oil System.......................................................... 10-5
Oxygen System .................................................. 10-9
Shock Strut ......................................................... 10-5
Surface Deicer ................................................. 10-10
Tires ................................................................... 10-4
Vacuum System ................................................. 10-9
Shock Strut Servicing .............................................. 10-5
Stall Warning........................................................... 2-18
Static System, Pitot ................................................. 2-18
Supplements, Flight Manual.................................... 11-1
Surface Deicing
System................................................................ 2-24
Vacuum Servicing .............................................. 10-9
System
Bleed Air and Vacuum....................................... 2-19
Brake .................................................................. 2-17
Electrical ............................................................ 2-13
Fuel....................................................................... 2-9
Lubrication ........................................................... 2-5
Oxygen ............................................................... 2-21
Pitot and Static ................................................... 2-18
Propulsion ............................................................ 2-4
Surface Deicing.................................................. 2-25
Vacuum .............................................................. 2-19
XII
Temperature
Control, Heating .................................................2-20
Tie-Down.................................................................10-4
Tires, Servicing........................................................10-4
Towing.....................................................................10-3
V
Vacuum Servicing......................................................10-9
Vacuum System, Bleed Air........................................2-19
W
Warning Indicator, Stall.............................................2-18
Windows, Cleaning Plastic ......................................10-11
Windshield Anti-Ice...................................................2-26
Windshield Wiper ......................................................2-27
Wing Area and Loading...............................................1-4
LOG OF REVISIONS
Revision
Number
Original
Date
Feb 24 99
Revised
Pages
ALL
Description of Revision
XIII
XIV
CONTROL PAGE
Use this list of effective pages to determine the current status of the Flight Manual. Pages affected by the
current change are indicated by an asterisk (*) immediately preceding the page number.
TITLE
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Table of Contents
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Alphabetical Index
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Control Page
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Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section I General Specifications
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
Section II Systems Descriptions
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XVII
SECTION I
GENERAL SPECIFICATIONS
TABLE OF CONTENTS
1-1
1-2
1-3
SECTION I
GENERAL INFORMATION
WEIGHTS
Gross Weight
Maximum Landing Weight
Typical Empty Weight
(includes standard equipment)
10,200 lbs.
9,700 lbs.
5,685 lbs.
DIMENSIONS
Wing Span
Length
Height to top of fin
CABIN DIMENSIONS
Length
Height
Width
Entrance Door
Cargo Door (Including Entrance Door)
155 in.
57 in.
55 in.
27 in. wide x 51.5 in. high
53.5 in. wide x 51.5 in. high
1-4
114 gallons
256 gallons
3.5 gallons
SECTION I
INTRODUCTION
This handbook should be read carefully by the owner and the operator in order to become familiar with the
operation of the airplane. Suggestions and recommendations have been made within it to aid in obtaining
maximum performance without sacrificing economy. Be familiar with, and operate the airplane in
accordance with, the Pilots Operating Handbook and FAA Approved Flight Manual, and/or placards
which are located in the airplane.
As a further reminder, the owner and operator of the airplane should also be familiar with the Federal
Aviation Regulations applicable to the operation and maintenance of the airplane, and FAR Part 91,
General Operating and Flight Rules. Further, the airplane must be operated and maintained in accordance
with FAA Airworthiness Directives which may be issued against it.
The Federal Aviation Regulations place the responsibility for the maintenance of this airplane on the owner
and the operator, who should ensure that all maintenance is done by qualified mechanics in conformity with
all airworthiness requirements established for this airplane.
All limits, procedures, safety practices, time limits, servicing, and maintenance requirements contained in
this handbook are considered mandatory for the continued airworthiness of this airplane in a condition
equal to that of its original manufacture.
1-5
NOTE
Revisions for this manual shall be requested from
Dynamic Aviation Group, Inc.
Box 7
Bridgewater, VA 22812
1-6
Calibrated Airspeed is the indicated speed of an airplane corrected for position and
instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere sea
level.
KCAS
GS
IAS
Indicated Airspeed is the speed of an airplane as shown on the airspeed indicator when
corrected for instrument error.
KIAS
TAS
True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS
corrected for altitude, temperature and compressibility.
VA
VF
Design Flap Speed is the highest speed permissible at which wing flaps may be actuated.
VFE
Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a
prescribed extended position.
VLE
Maximum Landing Gear Extended Speed is the maximum speed permissible with the
landing gear extended.
VLO
Maximum Landing Gear Operating Speed is the maximum speed at which the landing
gear can be extended or retracted.
VMCA
The Air Minimum Control Speed is the minimum flight speed at which the airplane is
directionally controllable as determined in accordance with Federal Aviation Regulations.
VSSE
The Safe One-Engine Inoperative Speed is a speed above both VMCA and stall speed
selected to provide a reasonable margin of lateral and directional control when one
engine is suddenly rendered inoperative. Intentional failing of one engine below this
speed is not recommended.
VS
Stalling Speed or the minimum steady flight speed at which the airplane is controllable.
1-7
VSO
Stalling Speed or the minimum steady flight speed at which the airplane is controllable in
the landing configuration.
VS1
Stalling speed or the minimum steady flight speed obtained in a specific configuration.
VX
Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
VY
Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in
the shortest possible time.
VMO
Maximum Operating Speed is the speed limit that may not be deliberately exceeded in
normal flight operations.
METEOROLGICAL
Altimeter Setting
ISA
OAT
Outside Air Temperature is the free air static temperature, obtained either from
the temperature indicator (IOAT) adjusted for compressibility effects, or from
ground meteorological sources.
Indicated
Pressure
Altitude
The number actually read from an altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2 millibars).
Pressure
Altitude
Altitude measured from standard sea level pressure (29.92 in. Hg) by a pressure
(barometric) altimeter. It is the indicated pressure altitude corrected for position
and instrument error. In this manual, altimeter instrument errors are assumed to
be zero. Position errors may be obtained from the Altimeter Correction graph.
Station
Pressure
Wind
The wind velocities recorded as variables on the charts of this manual are to be
understood as the headwind or tailwind components of the reported winds.
POWER
Beta Range
The region of the Power Lever control which is aft of the Idle Stop and forward
of reversing range where blade pitch angle can be changed without a change of
gas generator rpm.
Cruise Climb
Is the maximum power approved for normal climb. These powers are torque or
temperature (ITT ) limited.
1-8
High Idle
Obtained by placing the Condition Lever in the High Idle position. This limits
the power operation to a minimum of 70% on N1 rpm.
Low Idle
Obtained by placing the Condition Lever in the Low Idle position. This limits
the power operation to a minimum of 52% of N1 rpm.
Maximum
Continuous
Power
Is the highest power rating not limited by time. Use of this rating is intended for
emergency situations at the discretion of the pilot.
Maximum Cruise
Power
Is the highest power rating for cruise that is not time limited.
Reverse
Reverse thrust is obtained by lifting the Power Levers and moving them aft of
the Beta range.
SHP
Shaft Horsepower
Take-off Power
The fuel shut-off lever actuates a valve in the fuel control unit which controls
the flow of fuel at the fuel control outlet and regulates the idle range from Low
to High idle.
ITT (Interstage
Turbine
Temperature
Eight probes wired in parallel indicate the temperature between the compressor
and power turbines.
N1 Tachometer
(Gas Generator
RPM)
The tachometer registers the rpm of the gas generator with 100% representing a
gas generator speed of 37,500 rpm.
This lever serves to modulate engine power from full reverse thrust to take-off.
The position for idle represents the lowest recommended level of power for
flight operation.
Propeller Control
Lever N2 RPM)
This lever requests the control to maintain rpm at a selected value and, in the
maximum decrease rpm position, feathers the propeller.
Propeller Governor
This governor will maintain the selected speed requested by the propeller
control lever, except on reverse selection where the power lever interconnection
to the integral pneumatic area of the governor will select a lower speed. The
pneumatic area during normal selection will act as an overspeed limiter.
Torquemeter
The torquemeter system determines the shaft output torque. Torque values are
obtained by tapping into two outlets on the reduction gear case and recording the
differential pressure from the outlets. The relationship between torquemeter
pressure and propeller shaft power is shown in LIMITATIONS Section III.
Instrument readout is in foot-pounds.
1-9
The ratio of the change in height during a portion of a climb, to the horizontal
distance traversed in the same time interval.
Demonstrated
Crosswind
The maximum 90o crosswind component for which adequate control of the
airplane during takeoff and landing was actually demonstrated during
certification tests. This value is considered limiting.
ICAO
Accelerate-Stop
Distance
Accelerate-Go
Distance
Those combinations of airplane weight and center of gravity which define the
limits beyond which loading is not approved.
Arm
The distance from the center of gravity of an object to a line about which
moments are to be computed.
The weight of an empty airplane including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel, and the weight of all
the engine oil required to fill the lines and tanks. Basic empty weight is the basic
configuration from which loading data is determined.
Center of Gravity
CG Limits
The extreme center of gravity locations within which the airplane must be
operated at a given weight.
Reference Datum
A vertical plane perpendicular to the airplane longitudinal axis from which fore
and aft (usually aft) measurements are made for weight and balance purposes.
Empty Weight
The weight of an empty airplane before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
full chemical toilet fluid, and all other operating fluids, full, except that the
engines, tanks, and lines do not contain any engine oil or fuel.
Engine Oil
That portion of the engine oil that can be drained from the engine.
Jack Point
Landing Weight
Leveling Points
Those points which are used during the weighing process to level the airplane.
1-10
Maximum Weight
Moment
Payload
PPH
Ramp Weight
The weight of the airplane before engine start. Included is the take-off weight
plus a fuel allowance for start, taxi, run-up, and take-off ground roll to liftoff.
Station
The longitudinal distance from some point to the zero datum or zero fuselage
station.
Take-off Weight
Tare
The apparent weight which may be indicated by a scales before any load is
applied.
Unusable Fuel
Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards.
Useful Load
The difference between the airplane ramp weight and the basic empty weight.
1 - 11
SECTION II
SYSTEMS DESCRIPTIONS
TABLE OF CONTENTS
SYSTEMS DESCRIPTIONS......................................................................................................................................1
PROPULSION SYSTEM ...........................................................................................................................................3
ENGINE ....................................................................................................................................................................3
IGNITION..............................................................................................................................................................3
AUTO-IGNITION ..................................................................................................................................................3
ENGINE CUTAWAY (DIAGRAM) ........................................................................................................................3
FUEL CONTROL ..................................................................................................................................................4
PROPULSION SYSTEM CONTROLS ....................................................................................................................4
PROPELLER REVERSING ...................................................................................................................................4
ENGINE INSTRUMENTATION .............................................................................................................................4
ANNUNCIATOR SYSTEM .....................................................................................................................................5
ENGINE LUBRICATION ........................................................................................................................................5
MAGNETIC CHIP DETECTOR...............................................................................................................................5
ENGINE ICE PROTECTION ...................................................................................................................................5
INERTIAL SEPARATORS .....................................................................................................................................5
INERTIAL SEPARATOR (DIAGRAM) ..................................................................................................................5
INSTRUMENT PANEL DIAGRAM (TYPICAL)....................................................................................................6
PROPELLERS (REVERSING).................................................................................................................................8
PROPELLER CONTROLS ....................................................................................................................................8
PROPELLERS .......................................................................................................................................................8
PROPELLER GOVERNORS .................................................................................................................................8
PRIMARY AND SECONDARY LOW PITCH STOPS............................................................................................8
AUTOFEATHER SYSTEM ....................................................................................................................................8
FUEL SYSTEM.........................................................................................................................................................9
ENGINE DRIVEN BOOST PUMPS ......................................................................................................................9
ELECTRIC AUXILIARY FUEL PUMPS ...............................................................................................................9
FUEL MANAGEMENT PANEL ............................................................................................................................9
FUEL MANAGEMENT PANEL (DIAGRAM).....................................................................................................10
FUEL TRANSFER ...............................................................................................................................................10
FUEL SYSTEM SCHEMATIC (DIAGRAM)........................................................................................................11
FUEL CROSSFEED ............................................................................................................................................12
FUEL GAUGING SYSTEM .................................................................................................................................12
FIREWALL SHUT-OFF ......................................................................................................................................12
FUEL DRAINS ....................................................................................................................................................12
FUEL VENTS ......................................................................................................................................................12
THERMAL EXPANSION.....................................................................................................................................12
ELECTRICAL SYSTEM ........................................................................................................................................13
GENERAL DESCRIPTION .................................................................................................................................13
ELECTRICAL SYSTEM DIAGRAM ....................................................................................................................14
INVERTER SYSTEM............................................................................................................................................16
AIRCRAFT ................................................................................................................................................................16
FLIGHT CONTROLS .............................................................................................................................................16
FLAPS .....................................................................................................................................................................16
LANDING GEAR ...................................................................................................................................................17
BRAKE SYSTEM ...................................................................................................................................................17
2-1
2-2
SECTION II
SYSTEMS DESCRIPTIONS
PROPULSION SYSTEM
ENGINE
The PT6A-20 is a reverse-flow, free-turbine engine.
Air enters through an intake screen and passes into a
three-stage axial and a single-stage centrifugal
compressor driven by a single-stage reaction turbine.
Another single-stage reaction turbine counterrotating with the first, drives the propeller through a
two-stage reduction gear. Fuel is sprayed into the
annular combustion chamber by fourteen individual
removable fuel nozzles mounted around the gas
generator case. A low voltage ignition unit and coil
igniter plugs are used to start combustion. A
hydropneumatic fuel control schedules fuel flow to
maintain the power set by the gas generator Power
Lever. The accessory section and integral oil tank are
located on the aft end of the gas generator.
IGNITION
The Starter-Ignition switch for each engine has three
positions. In the IGNITION AND ENGINE START
position, power is supplied to the ignition and starter
systems, and a light on the annunciator panel
AUTO-IGNITION
The auto-ignition system serves as a sentinel to
prevent an engine loss due to combustion failure. The
auto-ignition system must be ARMED for icing
flights, flights at night above 14,000 feet, and at or
below 5oC in visible moisture. The system is placed
in operation by moving the auto-ignition switches,
located on the pilots left subpanel, to the ARMED
position. Two (green) ARMED lights, located
immediately below the switches, will illuminate
when the engine torque is above 425 ft. lbs. and will
remain illuminated during flight. If for any reason the
engine torque falls below 400 ft. lbs., the igniter will
automatically energize and the IGNITION ON light
on the annunciator panel will illuminate.
Simultaneously, the respective green ARM light will
extinguish, giving a dual indication that the ignition
system is functioning.
2-3
FUEL CONTROL
The fuel control system consists of a single,
engine-driven, sandwich-type pump, a fuel control
unit, and a common fuel manifold fourteen fuel
nozzles. Gas generator and power turbine
governors, working in conjunction with a
temperature compensation unit, supply continuous
information to the fuel control unit. An automatic
fuel dump valve and two drain valves are provided
to ensure drainage of residual fuel after engine
shutdown.
An electric heating element around the P-3 line
going to the fuel control is turned on by switches
on the pilots sub-panel labeled Fuel Control
Heat. These are operated any time the engine is
running to keep moisture out of the P-3 line.
PROPELLER REVERSING
When the power levers are lifted over the IDLE
detent, they override the secondary low pitch stops
and control engine power through the Beta and
Reverse range.
CAUTION
Propeller reversing on unimproved surfaces
should be accomplished carefully to
prevent propeller erosion from reversed
airflow and, in dusty conditions, to prevent
obscuring the operators vision.
Condition levers, when set at HI IDLE, keep the
engines operating at 70% minimum idle speed for
optimum reversing performance. Power levers
should not be moved into the reversing position
when the engines are not running.
.
ENGINE INSTRUMENTATION
Engine instruments are located in the center of the
instrument panel. They are: ITT gages, Torque
Indicators, Propeller PRM (N2), Gas Generator
Tachometers (N1), Fuel Flow Gages, Oil Pressure
& Oil Temperature Indicators.
The I.T.T. (Interstage Turbine Temperature) gages
give an instantaneous and accurate reading of
engine temperature at the T5 location. This
location actually corresponds to an area in the duct
between the power and compressor drive turbines.
The temperature reading on this instrument
reflects the temperature of the gases coming in
contact with the turbine wheels.
The torquemeters give an indication of the power
being applied to the propeller. Proper observation
and interpretation of these gages provides an
accurate indication of engine performance
condition.
The propeller tachometer is read directly in
revolutions per minute. The N1 or gas generator
tachometer is read in percent of rpm, based on a
figure of 37,500 rpm at 100%. Maximum gas
generator speed is limited to 38,100 rpm or
101.5% N1.
2-4
ANNUNCIATOR SYSTEM
Two annunciator panels are installed. One is a
WARNING panel with red fault identification
lights, and the other is a CAUTION panel with
amber and green identification lights. The
WARNING panel is mounted in the center of the
glare shield above the instrument panel and the
CAUTION panel is located in the top center of the
instrument panel. Illumination of a red warning
light signifies the existence of a hazardous
condition requiring immediate corrective action.
An amber caution light signifies a condition other
than hazardous requiring pilot attention. In frontal
view both panels present rows of small opaque
rectangular indicator lights. The words on each
indicator identify the monitored function,
situation, or fault condition but cannot be read
until the light is illuminated.
ENGINE LUBRICATION
The lubrication system capacity per engine is 3.5
gallons of which 1.5 gallons are usable. The oil
level is indicated by a dipstick attached to the oil
filler cap. Recommended oils are listed in Section
X, SERVICING.
Engine oil, contained in an integral tank between
the engine air intake and the accessory case, cools,
as well as lubricates the engine. A non-congealing
external oil radiator keeps the engine oil
temperature within the operating limits. Part of the
engine oil operates the propeller and the engine
torquemeter system.
INERTIAL SEPARATORS
An inertial separation system is built into each
engine air inlet to prevent moisture particles under
freezing conditions from entering the engine inlet
plenum. This is done by introducing a sudden turn
in the airstream to the engine, causing the moisture
particles to continue on undeflected because of
their greater momentum and to be discharged
overboard.
During nrmal operation, a moveable vane is raised
out of the direct ram airstream. For cold weather
(+5C or below) operation in visible moisture, it
should be lowered into the airstream. The anti-ice
vanes are operated by individual T-handle pushpull controls, located below the left-hand
subpanel. Vane position during operation is
indicated by the position of the T-handles and by a
slight decrease in torque with the Engine Ice
Protection Controls extended. The vanes should
be either fully retracted or fully extended. There
are no intermediate positions.
2-5
NOTE
See Flight Manual Supplement
for details on Auto-Pilot and
Flight Director System.
2-6
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
2-7
PROPELLERS (REVERSING)
PROPELLER CONTROLS
Conventional Propeller Levers control the
standard propeller installation. Full forward lever
travel gives low pitch high rpm, and full aft
travel (into the detent) moves the propeller blades
through high pitch low rpm into the feathered
position.
PROPELLERS
This installation includes constant speed, full
feathering, reversing propellers controlled by
engine oil through single-acting, engine-driven
propeller governors. Centrifugal counterweights,
assisted by a feathering spring, move the blades
toward the low rpm (high pitch) position and into
the feathered position. Oil pressure moves the
propeller to the high rpm (low pitch) hydraulic
stop and reverse positions. The propellers have no
low rpm (high pitch) stops; this allows the
propellers to feather after engine shutdown.
Low pitch propeller position is determined by a
mechanically
monitored
hydraulic
stop,
corresponding to the fixed low pitch mechanical
stop used with non-reversing propellers. This stop
must be hydraulic rather than mechanical to allow
the blades to rotate beyond low pitch position into
reverse. Beta and reverse blade angles are
provided by adjusting the low pitch stop,
controlled by the Power Levers in the reverse
range. A back-up system referred to as the
Secondary Low Pitch Stop, protects against
propeller reversing in the event of failure of the
normal low pitch stop.
PROPELLER GOVERNORS
Three governors, one primary and two back-up,
control the propeller rpm. The primary governor,
mounted on top of the gear reduction housing,
controls the propeller through its entire range. The
Propeller Lever operates the propeller by means of
this governor. If the primary governor should
malfunction and request more than 2200 rpm, an
overspeed governor cuts in at 2288 rpm and
dumps oil from the propeller to keep the rpm from
exceeding approximately 2288. A solenoid,
actuated by the PROP GOV TEST switch, is
provided for resetting the overspeed governor to
approximately 1900 to 2100 rpm for test purposes.
2-8
AUTOFEATHER SYSTEM
The automatic feathering system provides a means
of immediately dumping oil from the propeller
governor to enable the feathering spring to start
the feathering action of the blades. Although the
system is ARMED by a switch on the sub-panel,
the complete arming of the system occurs when
both Power Levers are advanced above the 90%
N1 position . The system is designed for use
during take-off and landing. During take-off,
should torquemeter oil pressure on either engine
drop below a prescribed setting, the oil is dumped
from the governor, the feathering spring starts the
blades toward feather and the autofeather system
of the other engine is disarmed. The disarming of
the operating engines propeller system is further
indicated when the armed light of that engine goes
out.
2.
3.
4.
5.
FUEL SYSTEM
The engine fuel supply system consists of two
identical systems sharing a common fuel
management panel and fuel crossfeed manifold.
Each fuel system consists of four interconnected
wing tanks, a nacelle tank, an engine-driven boost
pump mounted on each engine, an auxiliary fuel
pump located within the nacelle tank, a fuel
transfer pump located within the inboard wing
tank, a fuel heater (engine oil-to-fuel heat
exchanger unit), a tank vent system, a tank vent
heating system and interconnecting wiring and
plumbing.
2-9
1.
2.
3.
4.
5.
6.
FUEL TRANSFER
Two switches on the fuel management panel
placarded TRANSFER PUMP, ON and OFF control
arming of the fuel transfer pumps in the normal
mode. During normal operation both switches are on,
which allows the pump to be automatically turned off
and on by a quantity sensor located in each nacelle
tank. As the engine burns fuel from the main tank,
fuel from the wing tanks transfers automatically into
the main tank each time its level drops approximately
ten gallons. If either transfer pump fails to operate
when switched ON and triggered to function by its
quantity sensor, the fault condition is indicated by
flashing MASTER CAUTION lights on the
instrument panel and a steadily illuminated amber
FUEL XFR lights on the caution annunciator panel.
2-10
7.
8.
9.
10.
11.
12.
2-11
FUEL CROSSFEED
The fuel crossfeed valve is controlled by a twoposition switch located on the fuel management
panel, placarded OPEN, and CLOSED. Under
normal flight conditions, the switch is left in the
CLOSED position. Crossfeed operation is indicated
by the illumination of the amber FUEL
CROSSFEED indicator light on the caution
annunciator panel when the switch is placed in the
OPEN position.
Illumination of the amber FUEL CROSS-FEED
indicator light on the caution annunciator panel
indicates that the electrically operated crossfeed
valve is open.
FIREWALL SHUT-OFF
CAUTION
Do not use the fuel firewall shutoff valve to
shut down an engine, except in an emergency.
The engine-driven high-pressure fuel pump
obtains essential lubrication from fuel flow.
When an engine is operating, this pump may
2-12
FUEL DRAINS
The fuel system tanks and interconnecting lines may
be drained of moisture condensate and sediment by
means of 10 drains located at the system low points
on the nacelle tanks, wing tanks and at the inertial
separator air bypass duct.
FUEL VENTS
The system is vented through a recessed ram scoop
vent, coupled to a heated extended vent, located on
the underside of the wing adjacent to the nacelle.
The external vent is heated to prevent icing. The ram
scoop acts as a backup vent should the heated vent
become blocked. A third vent is located adjacent to
the wing tie down.
All three vents are
interconnected. The nacelle tanks have an additional
independent vent coming from the filler neck to vent
the system in the event the normal vent system would
become plugged.
THERMAL EXPANSION
Volume expansion in the fuel system is relieved by a
thermal pressure relief valve. Normally, thermal
expansion occurs only during hot weather while the
aircraft is static on the ground.
ELECTRICAL SYSTEM
GENERAL DESCRIPTION
This aircraft employs both direct current (DC) and
alternating current (AC) electrical power. The DC
electrical supply forms the basic power system
energizing most aircraft circuits. Electrical power is
used to start the engines, to power the landing gear
and flap motors, and to operate the transfer and
auxiliary fuel pumps, heater blower, ventilation
blower, lights and electronic equipment. AC power is
obtained from DC power through inverters. The three
sources of DC power consist of one 24-volt battery
and two 250-ampere starter-generators. DC power
may be applied to the aircraft through an external
power receptacle on the right nacelle. The startergenerators are controlled by generator controls units
which provide voltage regulation, generator
paralleling, reverse current control, over volt
protection, and ground fault protection. When a
generator is not operating, reverse current protection
is automatically provided. The output of each
generator is connected to its respective generator bus
(see Electrical System Diagram). The generator buses
are tied together and to a battery bus through 325
ampere current limiters (fuses). These limiters protect
each generator and the battery from a short circuit on
the other generator bus. Since such a short would
preclude returning the bus to service, no provisions
are made for replacing the limiters in flight.
However, the system is designed so that most loads
can be supplied from the remaining main bus. The
condition of the limiters can be checked by observing
operation of the inverters with the battery switch on
and generators off. If both inverters operate, both
current limiters are good.
Each main bus supplies two subpanel buses, and an
avionics bus through 50-ampere feeder circuit
breakers and isolation diodes, thus, these buses can
be powered by either generator. The number one
feeder breakers also supply power for two fuel panel
buses through individual isolation diodes. In addition
to supplying the subpanel buses, each generator bus
directly feeds a number of large loads. The division
of the loads can be seen on the accompanying
diagram. Among these loads are the number 1 and 2
inverters. The selector switch and its relay circuitry
activates one or the other inverter and connects it to
the 115 volt and 26 volt, 400 cps,alternating current
(AC) loads. The AC loads are divided into engine
instrument and avionics as needed.
2-13
2-14
ALTITUDE ENCODER #1
ALTITUDE ENCODER #2
PILOT AUDIO
COPILOT AUDIO
ADF
WEATHER RADAR
MARKER BEACON
VHF NAV #1
VHF NAV #2
NAV/GPS TRANSFER/ANNUNCIATOR
GPASS
DME
RADAR ALT
ALTITUDE ALERT
PILOT COMPASS SYSTEM
COPILOT COMPASS SYSTEM
AUTO PILOT
AVIONICS MASTER
R AUXILIARY PUMP
R FIREWALL SHUTOFF
R FUEL QTY INDICATOR
SURFACE DE-ICE
ENG INST LIGHTS
FLIGHT INST LIGHTS
CABIN LIGHTS
FIRE DETECTOR
WINDSHIELD WIPER
STALL WARNING HORN
L START CONTROL
LANDING GEAR WARN HORN
LANDING GEAR INDICATOR
ANNUNCIATOR PANEL
PLT WSHLD ANTI-ICE
PLT WSHLD ANTI-ICE CONT
R STARTER CONTROL
PROP AUTOFEATHER
CHIP DETECTOR
COPILOT WSHLD ANTI-ICE
COPILOT WSHLD ANTI-ICE CONT
LH LIP ANTI-ICE
LH IGNITOR
TEMP CONT
COMB AIR BLOWER
RH LIP ANTI-ICE
RH LDG LIGHT
BATTERY BUS
AIR CONDITIONER POWER
CLOCK POWER
2-15
2-16
INVERTER SYSTEM
AC power for the aircraft is supplied by two singlephase solid state inverters, rated at 750 volt-amperes
each. Selection of these inverters is accomplished by
inverters selector switches on the pilots subpanel.
Two flashing MASTER CAUTION lights and the
illumination of an annunciator caution light AC
FAIL, indicate an inverter failure.
AIRCRAFT
FLIGHT CONTROLS
Conventional dual controls are provided, and nose
steering is accomplished by use of the individually
adjustable rudder pedals.
Trim tabs on the rudder, elevator and left aileron are
adjustable from the center pedestal through closed
circuit cable systems which drive jackscrew-type
actuators. Position indicators for each of the trim tabs
are integrated with their respective controls. The
elevator trim tab incorporates an anti-servo
mechanism that moves the tab opposite to the
direction of movement of the elevator. This is to
lighten the control forces.
FLAPS
Flap operation is controlled by a three-position
switch. A side-loaded detent permits APPROACH
position (35%) to be selected on extension, and
serves as an OFF position of angles between
APPROACH and DOWN (100%). Flap position in
percent of travel is shown on an electric indicator at
LANDING GEAR
The landing gear is retracted and extended by a 28volt split field motor, which is located on the forward
side of the main center section spar. To prevent overtravel of the gear, the motor also acts as a dynamic
brake. Cross-shafts drive the main gear and doublerow chains drive the nose gear through conventional
jack-screw actuators. Spring-loaded friction clutches
between the gearbox and the torque shafts protect the
system in the event of mechanical malfunction and a
50-ampere, push-to-reset circuit breaker beside the
pilots seat protects the system from electrical overloads. The landing gear incorporates air-oil type
shock struts, filled with both compressed air and
hydraulic fluid. Direct linkage from the rudder pedals
turns the nose wheel 14o to the left of center and 10o
to the right. When the rudder control is augmented by
the brake, the nose wheel can be deflected up to 48o
to either side of center. As the nose wheel retracts, it
is automatically centered and the steering linkage
becomes inoperative.
BRAKE SYSTEM
The multiple disc hydraulic brakes on the main gear
use nine pressure pistons per brake which respond to
fluid pressure from the master cylinders. Toe
pressure on either set of rudder pedals actuates the
system. Dual parking brake valves are located
between the master cylinders and the brakes. After
the pilots brake pedals have been depressed to build
up pressure in the brake lines, both valves can be
closed simultaneously by pulling out the parking
brake handle on the left subpanel. This closes the
valve to retain the pressure that was previously
pumped into the brake lines. To facilitate releasing
the parking brake, depress the brake pedals to
equalize pressure on both sides of the valve, then
push in the parking brake control handle.
COCKPIT LIGHTING
2-17
WARNING
Do not operate more than 15 minutes
on the ground.
A valve control lever at the upper right corner of
the instrument panel permits the selection of an
alternate static air pressure source. It is placarded
EMERGENCY STATIC AIR SOURCE,
position (NORMAL). The normal operating
position (NORMAL) supplies static air pressure
from the external pressure ports on the aft
fuselage. When required, static pressure may be
obtained from the alternate source by releasing
the lever guard spring and repositioning the lever
to the ALTERNATE position.
FLIGHT INSTRUMENTS
The flight instruments are arranged on the
floating instrument panel in a standard T
grouping. Complete pilot and co-pilot flight
instrumentation is installed, including dual
Horizontal Situation Indicators (HSI), and dual
RMI indicators. A Flight Director Indicator (ADI)
is installed on the pilots side, and a Vacuum
Artificial Horizon on the co-pilots side. One
electric turn & bank indicator is installed on the
pilots side and one vacuum turn and bank
indicator is installed on the co-pilots side.
STALL WARNING
Approach to a stall is indicated by a steady tone
of a warning horn located behind the right
subpanel.
2-18
2-19
2-20
INTENTIONALLY LEFT
BLANK
DEFROSTING SYSTEM
The defrosting system is an integral part of the
heating and ventilation system. The system
consists of two warm air outlets connected by
ducts to the heating system. One outlet is just
below the pilots windshield and the other is
below the copilots windshield. A push-pull
control, placarded DEFROST AIR, on the right
subpanel, manually controls airflow to the
windshield. When pulled out, defrosting air is
ducted to the windshield. As the control is
pushed in, there is a corresponding decrease in
airflow.
Normal Operation
1. VENT blower operation Check.
2. CABIN TEMP control As required.
3. CABIN AIR, VENT AIR, and DEFROST
AIR controls As required.
Cabin Heater Out, light
The light will illuminate when the heater is on
and is inoperative. (See Section IV for Normal
Procedures.)
Emergency Operation.
If the automatic temperature control should fail
to operate, the temperature (of defrost air and
cabin air) may be controlled manually by
manipulating the HTR control switch between
the OFF and MAN positions.
2-21
2-22
2-23
2-24
2-25
WINDSHIELD ELECTROTHERMAL
ANTI-ICING SYSTEMS (OPTIONAL)
Both pilot and copilot windshields are provided
with an electrothermal anti-ice system. Each
windshield is part of an independent
electrothermal anti-ice system. Each system is
comprised of the windshield assembly with
heating wires sandwiched between glass panels, a
temperature sensor attached to the glass, an
electrothermal controller, a relay switch and a
control switch. Two ON-OFF switches, placarded
WINDSHIELD ANTI-ICE , PILOT COPILOT, are located on the left subpanel. Each
switch controls one electrothermal windshield
system.
2-26
AUTOIGNITION SYSTEM
2.
3.
WINDSHIELD WIPERS
4.
2-27
2-28
FAA Approved
Original: February 24, 1999
TABLE OF CONTENTS
SECTION III - LIMITATIONS
LIMITATIONS ......................................................................................................................................... 3-1
ENGINE LIMITS .................................................................................................................................. 3-3
GENERATOR LOAD VS MINIMUM N1 ............................................................................................ 3-4
TEMPERATURE LIMITS .................................................................................................................... 3-4
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT .......................................................... 3-4
FUEL...................................................................................................................................................... 3-5
FUEL CAPACITY ........................................................................................................................... 3-5
OIL......................................................................................................................................................... 3-5
STARTERS............................................................................................................................................ 3-5
MAGNETIC CHIP DETECTOR SYSTEM .......................................................................................... 3-5
POWER LEVERS.................................................................................................................................. 3-5
PROPELLERS (REVERSING INSTALLATION) ............................................................................... 3-6
INSTRUMENT MARKINGS................................................................................................................ 3-6
AIRSPEED LIMITS
KNOTS (REFER TO PAGE 1-7) ................................................................. 3-6
ALTITUDE LIMITATION ................................................................................................................... 3-6
MANEUVERS....................................................................................................................................... 3-6
FLIGHT LOAD FACTORS .................................................................................................................. 3-6
MAXIMUM WEIGHT .......................................................................................................................... 3-7
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED) ................................................. 3-7
MINIMUM FLIGHT CREW ................................................................................................................. 3-7
MAXIMUM OCCUPANCY LIMITS ................................................................................................... 3-7
CARGO.................................................................................................................................................. 3-7
AFT FACING SEATS ........................................................................................................................... 3-7
FLIGHT WITH CABIN ENTRANCE REMOVED.............................................................................. 3-7
FLIGHT INTO KNOWN ICING CONDITIONS ................................................................................. 3-7
PLACARDS........................................................................................................................................... 3-8
FAA Approved
Original: February 24, 1999
FAA Approved
Original: February 24, 1999
FAA Approved
Original: February 24, 1999
FAA Approved
Original: February 24, 1999
CONTROL PAGE
FAA APPROVED SECTIONS III VI
BEECHCRAFT 65-A90-1 & -4
ELIGIBLE FOR 10,200 LBS.
TITLE
FAA Data Title Page
FAA Data Intentionally Left Blank
FAA Data Table of Contents
FAA Data Table of Contents
FAA Data Table of Contents
FAA Data Intentionally Left Blank
FAA Data FAA Log of Revisions
FAA Date Intentionally Left Blank
FAA Data Control Page
FAA Data Control Page
Section III Limitations
Section III Limitations
Section III Limitations
Section III Limitations
Section III Limitations
Section III Limitations
Section III Limitations
Section III Limitations
Section III Limitations
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section IV Normal Operating Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
Section V Emergency Procedures
FAA Approved
Original: February 24, 1999
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REVISION
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REVISION DATE
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9
Section VI Performance
Section VI Performance
Section VI Performance
Section VI Performance
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FAA Approved
Original: February 24, 1999
SECTION III
FAA Approved
LIMITATIONS
TABLE OF CONTENTS
LIMITATIONS ............................................................................................................................................ 1
ENGINE LIMITS ...................................................................................................................................... 3
GENERATOR LOAD VS MINIMUM N1................................................................................................. 4
TEMPERATURE LIMITS ........................................................................................................................ 4
MINIMUM OIL TEMPERATURE REQUIRED FOR FLIGHT............................................................... 4
FUEL ......................................................................................................................................................... 5
FUEL CAPACITY ................................................................................................................................. 5
OIL ............................................................................................................................................................ 5
STARTERS ............................................................................................................................................... 5
MAGNETIC CHIP DETECTOR SYSTEM .............................................................................................. 5
POWER LEVERS ..................................................................................................................................... 5
PROPELLERS (REVERSING INSTALLATION) ................................................................................... 6
INSTRUMENT MARKINGS.................................................................................................................... 6
KNOTS (REFER TO PAGE 1-7) ............................................................................ 6
AIRSPEED LIMITS
ALTITUDE LIMITATION ....................................................................................................................... 6
MANEUVERS .......................................................................................................................................... 6
FLIGHT LOAD FACTORS ...................................................................................................................... 6
MAXIMUM WEIGHT .............................................................................................................................. 7
CENTER OF GRAVITY LIMITS (LANDING GEAR EXTENDED) ...................................................... 7
MINIMUM FLIGHT CREW ..................................................................................................................... 7
MAXIMUM OCCUPANCY LIMITS ....................................................................................................... 7
CARGO ..................................................................................................................................................... 7
AFT FACING SEATS ............................................................................................................................... 7
FLIGHT WITH CABIN ENTRANCE REMOVED .................................................................................. 7
FLIGHT INTO KNOWN ICING CONDITIONS...................................................................................... 7
PLACARDS .............................................................................................................................................. 8
FAA Approved
Original: February 24, 1999
3-1
3-2
FAA Approved
Original: February 24, 1999
SECTION III
LIMITATIONS
All airspeeds quoted in this section are calibrated airspeeds (KCAS)
This Pilots Operating Manual is applicable only to the following serial numbered airplanes when modified
with Beech Kit 91-5002-1:
LM-101, LM-107 through LM-111, LM-115, LM-125, LM-127 through LM129, LM132, LM133,
LM136, through LM138, LU-2, LU-5, LU-6, LU-9 through LU-13 and LU-15.
These aircraft must be equipped with wingtip ballast as specified on Drawing 91-5001 in order to operate at
10,200 lbs Maximum Gross Takeoff Weight.
The airplane is approved for VFR day and night, IFR day and night, passenger or cargo, and in known icing
conditions as defined herein.
Observance of the limitations in Section III is mandatory.
ENGINE LIMITS
The following limitations are to be observed in the operation of this airplane equipped with United Aircraft
of Canada, Ltd. PT6A-20 engines. Each column is a separate limitation. The limits presented do not
necessarily occur simultaneously.
OPERATING LIMITS
MAXIMUM GAS GEN PROPELLER
OBSERVED
RPM N1
RPM N2
(5) %
RPM
ITT0C
750
101.5
2200
OPERATING
CONDITION
SHP
TORQUE
FT LB
TAKE-OFF (6)
(5 minute limit)
MAX. CONT. (6)
(Emergency Use Only)
550
1315
550
1315
750
101.5
MAX. CLIMB
538
1315
725
MAX. CRUISE
495
1315
HI-IDLE (1)
LO-IDLE (2)
OIL
PRESS.
PSIG (3)
65 - 85
OIL
TEMP.
C
10 to 99
2200
65 - 85
10 to 99
2200
65 - 85
0 to 99
705
2200
65 - 85
0 to 99
0 to 99
685 (7)
40(MIN)
-40 to 99
STARTING
1090 (4)
-40 (MIN)
ACCELERATION (9)
1500 (4)
850 (4)
102.6 (4)
2420 (4)
0 to 99
750 (8)
88
2100
65 85
0 to 99
PROP FEATHER
525
(1)
(2)
(3)
FAA Approved
Original: February 24, 1999
3-3
(4)
(5)
(6)
(7)
(8)
(9)
0 to .5 Load
.5 to .75 Load
.75 to 90 Load
.90 to 1.0 Load
49%
53%
59%
63%
TEMPERATURE LIMITS
Aircraft shall not be operated when take-off ambient temperature exceeds ISA + 37C.
3-4
FAA Approved
Original: February 24, 1999
CAUTION
Anti-icing additive must be properly blended with the fuel to avoid deterioration of the fuel cell.
The additive concentration by volume shall be minimum of .060% and a maximum of .15%.
Approved procedure for adding anti-icing concentrate is contained in Section IV (BLENDING
ANTI-ICING ADDITIVE TO FUEL).
JP4 fuel per MIL-T05624 has anti-icing additive per MIL-I-27686 blended in the fuel at the
refinery and no further treatment is necessary. Some fuel suppliers blend anti-icing additive in
their storage tanks. Prior to refueling, check with the fuel supplier to determine if fuel has been
blended to assure proper concentration by volume of fuel on board.
FUEL
Jet A, Jet A-1, Jet B, JP-1, JP-4, JP-5 and JP-8 conforming to PWA S.B. No. 1244R16 or later rev. or
ASTM Spec. D1644, may be mixed in any ratio.
Emergency use of Aviation Gasoline, grades 80/87, 91/96, 100LL, 100/130, and 115/145, are limited to
150 hours of use during any one engine overhaul period. Whenever Aviation Gasoline is being used above
8000 feet the AUXILIARY PUMPS must be operated.
It is not necessary to purge the unused fuel from the system when changing fuel types.
Operation with the Auxiliary Fuel Pump Fail light on is limited to 10 hours between main engine driven
fuel pump overhaul or replacement period.
FUEL CAPACITY
Total of 370 gallons usable, 114 gallons usable in two nacelle tanks of 57 gallons each and 256 gallons
usable in the remaining wing tanks.
OIL
Synthetic type conforming with PWC S.B. No. 1001R21 or later revision. (Check consumable Material,
Section X, SERVICING.)
STARTERS
Use is time limited to 40 seconds on, 60 seconds off, 40 seconds on, 60 seconds off, 40 seconds on, then 30
minutes off.
Upon illumination of magnetic chip detector annunciator light, affected engine must be shut down and
secured if speed and altitude permit.
Do not take off if magnetic chip detector annunciator light illuminates. Engine must be shut down.
POWER LEVERS
(ADDITIONAL LIMITATIONS REQUIRED BY FAA AD 97-25-03)
Do not lift the power levers in flight. Lifting the power levers in flight, or moving the power levers in
flight below the flight idle position, could result in a nose-down pitch and descent rate leading to aircraft
damage and injury to personnel.
FAA Approved
Original: February 24, 1999
3-5
INSTRUMENT MARKINGS
Interstage Turbine Temperature: Red Radial 750C.
Gas Generator Tachometer (N1): Red Radial, 101.5% RPM.
Torquemeter: Red Radial, 1315 ft-lbs.
Propeller Tachometer: Green Arc, 1800 RPM to 2200 RPM; Red Radial 2200 RPM.
Oil Pressure: Red Radial, 40 psi; Green Arc, 65 psi to 85 psi.
Oil Temperature: Yellow Arc, 0oC to 10oC; Green Arc, 10C to 99; Red Radial, 0C and 99oC.
Vacuum (Suction): 30,000 ft to 15,000 ft: (Narrow Green Arc) 3.0 in. Hg to 4.3 in. Hg
15,000 ft to Sea Level: (Wide Green Arc) 4.3 in Hg to 5.9 in. Hg.
Pneumatic Gage: Green Arc, 12 psi to 20 psi; Red Radial, 20 psi.
Propeller Deicer Ammeter: Green Arc, 14 amperes to 18 amperes.
AIRSPEED LIMITS
208
93 to 208
75 to 130
174
130
156
156
130
169
25
ALTITUDE LIMITATION
Altitude limitation
Altitude limit for air starts
30,000 feet
27,000 feet
MANEUVERS
This is normal category aircraft. Acrobatic maneuvers, including spins, are prohibited.
3-6
FAA Approved
Original: February 24, 1999
MAXIMUM WEIGHT
Maximum take-off weight varies with airport altitude and ambient temperature. The maximum allowable
take-off weight must not exceed the limit taken from the Maximum Take-Off Weight graph on Page 6-7
and never exceed 10,200 pounds.
Maximum landing weight is 9,700 pounds for all conditions.
Maximum zero fuel weight: NO LIMITATION.
At 10,200 lbs., 159.2 inches AFT of datum; at 9650 lbs. or less, 160.4 inches AFT of
datum with straight line variation between these points.
At 10,200 lbs., 152.3 inches AFT of datum; at 7,850 lbs. or less, 144.7 inches AFT of
datum, with straight line variation between these points.
CARGO
When hauling cargo, maintain crew access to the cabin door or emergency exit. This access would not be
required if the optional left hand crew access door is installed in the cockpit.
FAA Approved
Original: February 24, 1999
3-7
h.
i.
j.
The above equipment must be installed at the Beech Aircraft Corporation factory or must be
installed as Beech Aircraft Corporation Approved Kits.
(ADDITIONAL ICING LIMITATIONS REQUIRED BY FAA AD 98-04-24)
WARNING
Severe icing may result from environmental conditions outside of those for which the
airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in ice build-up on protected
surfaces exceeding the capability of the ice protection system, or may result in ice
forming aft of the protected surfaces. This ice may not be shed using the ice protection
systems, and may seriously degrade the performance and controllability of the airplane.
1.
During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following visual cues. If one or more of these
visual cues exists, immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the icing conditions.
a. Unusually extensive ice accumulation on the airframe and windshield in areas not
normally observed to collect ice.
b. Accumulation of ice on the upper surface of the wing, aft of the protected area.
c. Accumulation of ice on the engine nacelles and propeller spinners farther aft than
normally observed.
2. Since the autopilot, when installed and operating, may mask tactile cues that indicate
adverse changes in handling characteristics, use of the autopilot is prohibited when
any of the visual cues specified above exist, or when unusual lateral trim
requirements or autopilot trim warnings are encountered while the airplane is in icing
conditions.
3. All wing icing inspection lights must be operative prior to flight into known or
forecast icing conditions at night.
[NOTE: This supersedes any relief provided by the Master Minimum Equipment List
(MMEL).]
PLACARDS
On floor between pilot and co-pilot: LANDING GEAR EMERGENCY EXTENSION, 1. PULL UP
HANDLE AND TURN CLOCKWISE TO LOCK. 2. REMOVE LEVER FROM SECURING CLIP AND
PUMP.
By oxygen outlet in overhead consoles WARNING DO NOT SMOKE WHILE OXYGEN IS IN USE.
PULL CONNECTING PLUG TO STOP OXYGEN FLOW.
On cockpit overhead panel: THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY
AIRPLANE IN COMPLIANCE WITH THE OPERATIONS LIMITATIONS STATED IN THE FORM
OF PLACARDS, MARKINGS, AND MANUALS. NO ACROBATIC MANEUVERS INCLUDING
SPINS ARE APPROVED.
On cockpit overhead Panel: AIRSPEED LIMITATIONS. FLAP EXTENSION (APPROACH)174
KNOTS, FLAP EXTENSION (FULL DOWN) 130 KNOTS, MAX. GEAR EXTENSION 156 KNOTS,
MIN. SINGLE ENGINE CONTROL 92 KNOTS, MAXIMUM MANEUVERING 169 KNOTS.
MAXIMUM GEAR RETRACTION 130 KNOTS."
3-8
FAA Approved
Original: February 24, 1999
FAA Approved
Original: February 24, 1999
3-9
Page 1 of 7
Airworthiness Directive
Airworthiness Directives; Beech Model 65-A90, B90, C90, C90A, E90, F90, 200, B200, 200C, B200C,
200CT, B200CT, 200T, B200T, 300, 1900, 1900C, H90, A200, A200C, A200CT, B200C, 65-A90-1,
65-A90-2, 65-A90-3 and 65-A90-4 Series Airplanes
PDF Copy (If Available):
Preamble Information
AGENCY: Federal Aviation Administration, DOT
Regulatory Information
87-04-24 BEECH AIRCRAFT CORPORATION: Amendment 39-5599. Applies to the following
Beech airplanes certificated in any category.
MODEL
SERIAL NUMBERS S/N
REFERENCE SERVICE
INSTRUCTION NO.
65-A90, B90,
LJ-114 thru LJ-1139;
Beechcraft Mandatory
C90, C90A;
Service Instruction
E90;
F90;
200, B200;
Page 2 of 7
Page 3 of 7
To preclude malfunction of the elevator trim cable system, accomplish the following:
(a) Within the next 10 hours time-in-service, perform the following:
(1) For Models 65-A90, B90, C90, C90A airplanes (S/N LJ-114 thru LJ-1110), and Model E90 airplanes
(S/N LW-1 thru LW-347), which have complied with AD 86-20- 03, paragraph (b), and for Models
C90A airplanes (S/N LJ-1111 thru LJ-1139), which have a redesigned elevator trim cable system
installed at the Beech factory without moisture protection; modify the elevator trim system in
accordance with Part IV of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987.
(2) For Models F90 airplanes (S/N LA-2 and LA-235); Models 200 and B200 airplanes (S/N BB-2, BB6 thru BB-1211 and BB-1213 thru BB-1217); and for Models 200C and B200C airplanes (S/N BL-1
thru BL-112 and BL-124); and for Models 200CT and B200CT airplanes (S/N BN-1 thru BN-4); and for
Models 200T and B200T airplanes (S/N BT-1 thru BT-30), which have complied with AD 86-20-03,
paragraph (b), and for Models F90 airplane (S/N LA-236); and for Models 200 and B200 airplanes (S/N
BB-1218 thru BB-1253, BB-1255 thru BB-1261, BB-1263 thru BB-1267); and for Models B200C
airplanes (S/N BL-125 thru BL-127); and for Models B200T airplane (S/N BT-31), which have a
redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify
the elevator trim system in accordance with Part V of Beechcraft Service Bulletin No. 2028, Rev. III,
dated February 1987.
(3) For Models 1900 airplanes (S/N UA-1 thru UA-3) and for Models 1900C airplanes (S/N UB-1 thru
UB-44), which have complied with AD 86-20-03, paragraph (b), and for Models 1900C airplanes (S/N
UB-45 thru UB-62), which have a redesigned elevator trim cable system installed at the Beech factory
without moisture protection; modify the elevator trim system in accordance with Part VI of Beechcraft
Service Bulletin No. 2028, Rev. III, dated February 1987.
(b) For those airplanes that have not been modified in accordance with paragraph (b) of AD 86-20-03,
within the next 25 hours time-in-service, accomplish the following:
(1) Check the operation of the elevator trim system and mark the elevator trim indicator scale in
accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987.
(2) For Models 65-A90, B90, C90, C90A, and E90 airplanes, mark the elevator trim tab push rods in
accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987.
NOTE: The following airplanes have been previously marked by the manufacturer per paragraphs (a)(1)
and (a)(2) of AD 86-20-03: Models C90A (S/N LJ-1077 thru LJ-1110), F90 (S/N LA-223 thru LA-235),
B200 (S/N BB-1193 thru BB-1217), B200C (S/N BL-72 thru BL-112 and BL-124), 300 (S/N FA-1 thru
FA-38 and FA-40 thru FA-50), 1900 (S/N UA-1 thru UA-3), and 1900C (S/N UB-9 thru UB-44).
(3) Place the Elevator Trim System Preflight Check Procedure, shown in Attachment 1 of this AD, in
the Limitations Section of the FAA Approved Flight Manual for the Models 65-A90, B90, C90, E90,
and 200T/200CT airplanes; and the Limitations Section of the Pilot's Operating Handbook and the FAA
Approved Airplane Flight Manual for the Models C90, C90A, F90, 200/200C, B200/B200C, B200T,
B200CT, 300, and 1900/1900C airplanes.
(c) Prior to May 15, 1987, modify the elevator trim system on all airplanes which have not complied
with the requirements of paragraph (a) of this AD, in accordance with Part III of Beechcraft Service
Bulletin No. 2028, Rev. III, dated February 1987.
Page 4 of 7
(d) Compliance with paragraph (b) of this AD is no longer necessary after the modification required in
paragraph (c) of this AD is accomplished.
(e) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be
accomplished.
(f) An equivalent means of compliance with this AD may be used, if approved by the Manager, Wichita
Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas
67209; Telephone (316) 946-4400.
All persons affected by this directive may obtain copies of the document(s) referred to herein upon
request to Beechcraft Aero and Aviation Centers or Beech Aircraft Corporation, Commercial Service
Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine copies of the document(s)
referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas
City, Missouri 64106.
This AD supersedes AD 86-20-03, Amendment 39-5413.
This amendment becomes effective on April 14, 1987, to all persons except those to whom it has already
been made effective by priority letter from the FAA dated February 23, 1987, and is identified as AD
87-04-24.
ATTACHMENT 1 - 87-04-24
OPERATING LIMITATION:
The Elevator Trim System Preflight check procedure, as defined below, must be conducted prior to each
flight.
To verify that the elevator trim cable is not fouled or disengaged from the cable drum, the following
Elevator Trim System Preflight Check is required prior to each flight of the Beech Model 65-A90, B90,
C90, C90A, E90, F90, 200, B200, 200C, B200C, 200CT, B200CT, 200T, B200T, 300, 1900 and 1900C
airplanes:
COCKPIT
1. Control Locks - REMOVE
2. Elevator Trim:
a. All airplanes except 1900/1900C - SET TO "O" UNITS
b. 1900/1900C airplanes - SET TWO UNITS NOSE UP CAUTION
The elevator trim system must not be forced past the limits which are indicated on the elevator trim
indicator scale either manually, electrically (except Model 300) or by action of the autopilot (except
Model 300).
TAIL SECTION
1. Elevator Trim Tab
Page 5 of 7
Page 6 of 7
Footer Information
Comments
Page 7 of 7
Page 1 of 4
Airworthiness Directive
Preamble Information
AGENCY: Federal Aviation Administration, DOT
ACTION: Final rule
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon
Aircraft Company (Raytheon) 65, 90, 99, 100, 200, 300, 1900, and 2000 series airplanes. This AD
requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit lifting or
positioning the power levers below the flight idle stop while the airplane is in flight. This AFM
amendment will include a statement of consequences if the limitation is not followed. This AD results
from numerous incidents and five documented accidents involving airplanes equipped with turboprop
engines where the propeller beta was improperly utilized during flight. The actions specified by this AD
are intended to prevent nose down pitch and a descent rate leading to aircraft damage and injury to
personnel caused by the power levers being positioned below the flight idle stop or the power levers
being lifted while the airplane is in flight.
EFFECTIVE DATE: January 21, 1998.
ADDRESSES: Information related to this AD may be examined at the Federal Aviation Administration
(FAA), Central Region, Office of the Regional Counsel, Attention: Rules Docket No. 97-CE-20-AD,
Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
FOR FURTHER INFORMATION CONTACT: William Schinstock, Aerospace Engineer, Wichita
Aircraft Certification Office, FAA, 1801 Airport Road, Wichita, Kansas 67209; telephone (316) 9464162; facsimile (316) 946-4407.
Page 2 of 4
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to the following was published in the Federal Register as a notice of proposed rulemaking
(NPRM) on July 2, 1997 (62 FR 35704):
Raytheon Models 65-90, 65-A90, 65-A90-1, 65-A90-3, 65-A90-4, B90, C90, C90(SE), C90A, C90B,
E90, F90, H90, 99, 99A, A99, A99A, B99, C99, 100, A100, A100A, A100C, B100, 200, 200C, 200CT,
200T, A200, A200C, A200CT, B200, B200C, B200T, B200CT, 300, B300, B300C, 1900, 1900C,
1900D, and 2000 airplanes.
The NPRM proposed to require amending the Limitations Section of the AFM to prohibit lifting or
positioning the power levers below the flight idle stop while the airplane is in flight, including a
statement of consequences if the limitation is not followed. This AFM amendment shall consist of the
following language:
"Do not lift the power levers in flight. Lifting the power levers in flight or moving the power levers in
flight below the flight idle position could result in nose down pitch and a descent rate leading to aircraft
damage and injury to personnel."
The NPRM was the result of numerous incidents and five documented accidents involving airplanes
equipped with turboprop engines where the propeller beta was improperly utilized during flight.
Interested persons have been afforded an opportunity to participate in the making of this amendment. No
comments were received on the proposed rule or the FAA's determination of the cost to the public.
The FAA's Determination
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor corrections will not change the
meaning of the AD and will not add any additional burden upon the public than was already proposed.
Compliance Time of This AD
The FAA has determined that the compliance time of this AD should be specified in calendar time
instead of hours time-in-service. While the condition addressed by this AD is unsafe while the airplane
is in flight, the condition is not a result of repetitive airplane operation; the potential of the unsafe
condition occurring is the same on the first flight as it is for subsequent flights. The compliance time of
"30 days after the effective date of this AD" will not inadvertently ground airplanes and would assure
that all owners/operators of the affected airplanes accomplish this AD in a reasonable time period.
Cost Impact
The FAA estimates that 3,093 airplanes in the U.S. registry will be affected by this AD, that it will take
approximately 1 workhour per airplane to incorporate the required AFM amendment, and that the
average labor rate is approximately $60 an hour. Since an owner/operator who holds at least a private
pilot's certificate can accomplish this AD, as authorized by sections 43.7 and 43.9 of the Federal
Aviation Regulations (14 CFR 43.7 and 43.9), the only cost impact upon the public is the time it will
take the affected airplane owner/operators to amend the AFM or POH.
Regulatory Impact
The regulations adopted herein will not have substantial direct effects on the States, on the relationship
between the national government and the States, or on the distribution of power and responsibilities
Page 3 of 4
among the various levels of government. Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism implications to warrant the preparation
of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action"
under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a significant economic impact,
positive or negative, on a substantial number of small entities under the criteria of the Regulatory
Flexibility Act. A copy of the final evaluation prepared for this action is contained in the Rules Docket.
A copy of it may be obtained by contacting the Rules Docket at the location provided under the caption
"ADDRESSES".
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40113, 44701.
39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows:
Regulatory Information
97-25-03 RAYTHEON AIRCRAFT COMPANY (formerly Beech Aircraft Corporation): Amendment
39-10226; Docket No. 97-CE-20-AD.
Applicability: Models 65-90, 65-A90, 65-A90-1, 65-A90-3, 65-A90-4, B90, C90, C90(SE), C90A,
C90B, E90, F90, H90, 99, 99A, A99, A99A, B99, C99, 100, A100, A100A, A100C, B100, 200, 200C,
200CT, 200T, A200, A200C, A200CT, B200, B200C, B200T, B200CT, 300, B300, B300C, 1900,
1900C, 1900D, and 2000 airplanes, all serial numbers, certificated in any category.
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless
of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD.
For airplanes that have been modified, altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an alternative method of compliance in
accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the
modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required within the next 30 days after the effective date of this AD, unless already
accomplished.
To prevent nose down pitch and a descent rate leading to aircraft damage and injury to personnel caused
by the power levers being positioned below the flight idle stop or the power levers being lifted while the
airplane is in flight, accomplish the following:
Page 4 of 4
(a) Amend the Limitations Section of the airplane flight manual (AFM) by inserting the following
language:
"Do not lift the power levers in flight. Lifting the power levers in flight or moving the
power levers in flight below the flight idle position could result in nose down pitch and a
descent rate leading to aircraft damage and injury to personnel."
(b) This action may be accomplished by incorporating a copy of this AD into the Limitations Section of
the AFM.
(c) Amending the AFM, as required by this AD, may be performed by the owner/operator holding at
least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14
CFR 43.7), and must be entered into the aircraft records showing compliance with this AD in
accordance with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(e) An alternative method of compliance or adjustment of the compliance time that provides an
equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office
(ACO), FAA, 1801 Airport Road, Wichita, Kansas. The request shall be forwarded through an
appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager,
Wichita ACO.
NOTE 2: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Wichita ACO.
(f) Information related to this AD may be examined at the FAA, Central Region, Office of the Regional
Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
(g) This amendment (39-10226) becomes effective on January 21, 1998.
Footer Information
Comments
Page 1 of 10
Airworthiness Directive
Preamble Information
AGENCY: Federal Aviation Administration, DOT
ACTION: Final rule
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon
Aircraft Company Models E55, E55A, 58, 58A, 58P, 58PA, 58TC, 58TCA airplanes, and 60, 65-B80,
65-B90, 90, F90, 100, 300, and B300 series airplanes. This action requires revising the FAA-approved
Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing
conditions (as determined by certain visual cues), limit or prohibit the use of various flight control
devices while in severe icing conditions, and provide the flight crew with recognition cues for, and
procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of
the requirements for certification of these airplanes in icing conditions, new information on the icing
environment, and icing data provided currently to the flight crew. The actions specified by this AD are
intended to minimize the potential hazards associated with operating these airplanes in severe icing
conditions by providing more clearly defined procedures and limitations associated with such conditions
DATES: Effective March 13, 1998.
ADDRESSES: This information may be examined at the Federal Aviation Administration (FAA),
Central Region, Office of the Regional Counsel, Attention: Rules Docket No. 97-CE-58-AD, Room
1558, 601 E. 12th Street, Kansas City, Missouri 64106.
FOR FURTHER INFORMATION CONTACT: Mr. John P. Dow, Sr., Aerospace Engineer, Small
Airplane Directorate, Aircraft Certification Service, 1201 Walnut, suite 900, Kansas City, Missouri
Page 2 of 10
Page 3 of 10
97-CE-54-AD
97-CE-55-AD
62 FR 48506
SOCATA - Groupe Aerospatiale
Model TBM-700
62 FR 48481
Aerostar Aircraft Corporation
Models PA-60-600, -601, -601P, -602P, and -700P
62 FR 48549
Twin Commander Aircraft Corporation
Models 500, -500-A, -500-B, -500-S, -500-U, -520,
-560,
-560-A, -560-E, -560-F, -680, -680-E, -680FL(P), 680T, -680V, -680W, -681, -685, -690, -690A, 690B, -690C, -690D, -695, -695A, -695B, and 720
62 FR 48517
Raytheon Aircraft Company
Models E55, E55A, 58, 58A, 58P, 58PA, 58TC,
58TCA, 60 series, 65-B80 series, 65-B90 series, 90
series, F90 series, 100 series, 300 series, and B300
series
62 FR 48531
Raytheon Aircraft Company
Model 2000
62 FR 48542
The New Piper Aircraft Corporation
Models PA-46-310P and PA-46-350P
62 FR 48546
The New Piper Aircraft Corporation
Models PA-23, PA-23-160, PA-23-235, PA-23250, PA-E23-250, PA-30, PA-39, PA-40, PA-31,
PA-31-300, PA-31-325, PA-31-350, PA-34-200,
PA-34-200T, PA-34-220T, PA-42, PA-42-720,
PA-42-1000
62 FR 48535
Cessna Aircraft Company
Models P210N, T210N, P210R, and 337 series
62 FR 48528
Cessna Aircraft Company
Models T303, 310R, T310R, 335, 340A, 402B,
402C, 404, F406, 414, 414A, 421B, 421C, 425, and
441
62 FR 48510
SIAI-Marchetti S.r.I. (Augusta)
Models SF600 and SF600A
62 FR 48560
Cessna Aircraft Company
Models 500, 501, 550, 551, and 560 series
62 FR 48556
Sabreliner Corporation
Models 40, 60, 70, and 80 series
62 FR 48563
Gulfstream Aerospace
Model G-159 series
62 FR 48553
McDonnell Douglas
Models DC-3 and DC-4 series
62 FR 48567
Mitsubishi Heavy Industries
Model YS-11 and YS-11A series
97-CE-56-AD
97-CE-57-AD
97-CE-58-AD
97-CE-59-AD
97-CE-60-AD
97-CE-61-AD
97-CE-62-AD
97-CE-63-AD
97-CE-64-AD
97-NM-170-AD
97-NM-171-AD
97-NM-172-AD
97-NM-173-AD
97-NM-174-AD
62 FR 48538
Page 4 of 10
97-NM-175-AD
Frakes Aviation
Model G-73 (Mallard) and G-73T series
62 FR 48577
97-NM-176-AD
Fairchild
Models F27 and FH227 series
Lockheed
L-14 and L-18 series airplanes
62 FR 48570
97-NM-177-AD
62 FR 48574
Page 5 of 10
Page 6 of 10
The FAA does not concur with the commenter's request to provide more specific visual cues. The FAA
finds that the value of visual cues has been substantiated during in-service experience. Additionally, the
FAA finds that the combined use of the generic cues provided and the effect of the final rules in
increasing the awareness of pilots concerning the hazard of operating outside of the certification icing
envelope will provide an acceptable level of safety. Although all of the cues may not be exhibited on a
particular model, the FAA considers that at least some of the cues will be exhibited on all of the models
affected by this AD. For example, some airplanes may not have side window cues in freezing drizzle,
but would exhibit other cues (such as accumulation of ice aft of the protected area) under those
conditions. For these reasons, the FAA considers that no changes regarding visual cues are necessary in
the final rule. However, for those operators that elect to identify airplane-specific visual cues, the FAA
would consider a request for approval of an alternative method of compliance, in accordance with the
provisions of this AD.
Comment 4. Request for Research and Use of Wing-Mounted Ice Detectors
One commenter requests that wing-mounted ice detectors, which provide real-time icing severity
information (or immediate feedback) to flight crews, continue to be researched and used throughout the
fleet. The FAA infers from this commenter's request that the commenter asks that installation of these
ice detectors be mandated by the FAA.
While the FAA supports the development of such ice detectors, the FAA does not concur that
installation of these ice detectors should be required at this time. Visual cues are adequate to provide an
acceptable level of safety; therefore, mandatory installation of ice detector systems, in this case, is not
necessary to address the unsafe condition. Nevertheless, because such systems may improve the current
level of safety, the FAA has officially tasked the Aviation Rulemaking Advisory Committee (ARAC) to
develop a recommendation concerning ice detection. Once the ARAC has submitted its
recommendation, the FAA may consider further rulemaking action to require installation of such
equipment.
Comment 5. Particular Types of Icing
This same commenter also requests that additional information be included in paragraph (a) of the AD
that would specify particular types of icing or particular accretions that result from operating in freezing
precipitation. The commenter asserts that this information is of significant value to the flightcrew.
The FAA does not concur with the commenter's suggestion to specify types of icing or accretion. The
FAA has determined that supercooled large droplets (SLD) can result in rime ice, mixed (intermediate)
ice, and ice with glaze or clear appearance. Therefore, the FAA finds that no type of icing can be
excluded from consideration during operations in freezing precipitation, and considers it unnecessary to
cite those types of icing in the AD.
The FAA's Determination
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor corrections will not change the
meaning of the AD and will not add any additional burden upon the public than was already proposed.
Cost Impact
The FAA estimates that 2,140 airplanes in the U.S. registry will be affected by this AD, that it will take
approximately 1 workhour per airplane to accomplish this action, and that the average labor rate is
approximately $60 an hour. Since an owner/operator who holds at least a private pilot's certificate as
authorized by sections 43.7 and 43.9 of the Federal Aviation Regulations (14 CFR 43.7 and 43.9) can
accomplish this action, the only cost impact upon the public is the time it will take the affected airplane
Page 7 of 10
Page 8 of 10
modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required as indicated, unless already accomplished.
To minimize the potential hazards associated with operating the airplane in severe icing conditions by
providing more clearly defined procedures and limitations associated with such conditions, accomplish
the following:
(a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1)
and (a)(2) of this AD.
NOTE 2: Operators should initiate action to notify and ensure that flight crewmembers are apprised of
this change.
(1) Revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the
Limitations Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM.
"WARNING
Severe icing may result from environmental conditions outside of those for which the
airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces
exceeding the capability of the ice protection system, or may result in ice forming aft of the
protected surfaces. This ice may not be shed using the ice protection systems, and may
seriously degrade the performance and controllability of the airplane.
During flight, severe icing conditions that exceed those for which the airplane is certificated
shall be determined by the following visual cues. If one or more of these visual cues exists,
immediately request priority handling from Air Traffic Control to facilitate a route or an
altitude change to exit the icing conditions.
- Unusually extensive ice accumulation on the airframe and windshield in areas not normally observed
to collect ice.
- Accumulation of ice on the upper surface of the wing, aft of the protected area.
- Accumulation of ice on the engine nacelles and propeller spinners farther aft than normally observed.
z
Since the autopilot, when installed and operating, may mask tactile cues that indicate
adverse changes in handling characteristics, use of the autopilot is prohibited when any of
the visual cues specified above exist, or when unusual lateral trim requirements or autopilot
trim warnings are encountered while the airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight into known or forecast
icing conditions at night. [NOTE: This supersedes any relief provided by the Master
Minimum Equipment List (MMEL).]"
(2) Revise the FAA-approved AFM by incorporating the following into the Normal Procedures Section
of the AFM. This may be accomplished by inserting a copy of this AD in the AFM.
"THE FOLLOWING WEATHER CONDITIONS
MAY BE CONDUCIVE TO SEVERE
IN-FLIGHT ICING:
z
z
Page 9 of 10
z
z
z
z
z
z
These procedures are applicable to all flight phases from takeoff to landing. Monitor the
ambient air temperature. While severe icing may form at temperatures as cold as -18
degrees Celsius, increased vigilance is warranted at temperatures around freezing with
visible moisture present. If the visual cues specified in the Limitations Section of the AFM
for identifying severe icing conditions are observed, accomplish the following:
Immediately request priority handling from Air Traffic Control to facilitate a route or an
altitude change to exit the severe icing conditions in order to avoid extended exposure to
flight conditions more severe than those for which the airplane has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
Do not engage the autopilot.
If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
If an unusual roll response or uncommanded roll control movement is observed, reduce the
angle-of-attack.
Do not extend flaps when holding in icing conditions. Operation with flaps extended can
result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper
surface further aft on the wing than normal, possibly aft of the protected area.
If the flaps are extended, do not retract them until the airframe is clear of ice.
Report these weather conditions to Air Traffic Control."
(b) Incorporating the AFM revisions, as required by this AD, may be performed by the owner/operator
holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation
Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance with this
AD in accordance with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(d) An alternative method of compliance or adjustment of the compliance time that provides an
equivalent level of safety may be approved by the Manager, Small Airplane Directorate, FAA, 1201
Walnut, suite 900, Kansas City, Missouri 64106. The request shall be forwarded through an appropriate
FAA Maintenance Inspector, who may add comments and then send it to the Manager, Small Airplane
Directorate.
NOTE 3: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Small Airplane Directorate.
(e) All persons affected by this directive may examine information related to this AD at the FAA,
Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri
64106
(f) This amendment (39-10336) becomes effective on March 13, 1998.
Footer Information
Comments
Page 10 of 10
SECTION IV
FAA Approved
NORMAL PROCEDURES
TABLE OF CONTENTS
NORMAL PROCEDURES ......................................................................................................................... 1
INITIAL COCKPIT CHECK .................................................................................................................... 3
PREFLIGHT.............................................................................................................................................. 4
LEFT WING.......................................................................................................................................... 4
NOSE SECTION ................................................................................................................................... 4
RIGHT WING ....................................................................................................................................... 4
TAIL SECTION ..................................................................................................................................... 5
BEFORE STARTING THE ENGINES ..................................................................................................... 5
ENGINE START ....................................................................................................................................... 6
ENGINE CLEARING PROCEDURE ....................................................................................................... 7
AFTER STARTING AND TAXI .............................................................................................................. 7
BEFORE TAKE-OFF................................................................................................................................ 7
TAKE-OFF................................................................................................................................................ 9
CLIMB ...................................................................................................................................................... 9
CRUISE..................................................................................................................................................... 9
KNOTS (REFER TO SECTION I)............................................................... 10
OPERATIONAL SPEEDS
DESCENT ............................................................................................................................................... 10
LANDING ............................................................................................................................................... 10
MAXIMUM REVERSE THRUST LANDING ....................................................................................... 10
AFTER LANDING.................................................................................................................................. 11
ENGINE SHUTDOWN AND SECURING............................................................................................. 11
NIGHT OR INSTRUMENT FLIGHT (BEFORE TAKE-OFF)............................................................... 12
ICING FLIGHT ....................................................................................................................................... 12
LIMITATIONS .................................................................................................................................... 12
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT
ICING ................................................................................................................................................. 12
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT .......................................... 12
CHECK ALL SYSTEMS BEFORE TAKE-OFF WHEN ICING FLIGHT IS ANTICIPATED ............. 13
BLENDING ANTI-ICING ADDITIVE TO FUEL.................................................................................. 15
CABIN ENVIRONMENTAL CONTROL .............................................................................................. 15
ILLUMINATION OF "CABIN HEAT OUT" ANNUNCIATOR........................................................... 15
DEFROSTER AIR ............................................................................................................................... 15
FRESH AIR VENTILATION ............................................................................................................... 16
OXYGEN SYSTEM................................................................................................................................ 16
NICKEL-CADMIUM BATTERY CONDITION CHECK ..................................................................... 16
DURING ENGINE START (Using Loadmeter) .................................................................................. 16
IN FLIGHT ......................................................................................................................................... 17
DURING ENGINE SHUTDOWN ....................................................................................................... 17
FAA Approved
Original: February 24, 1999
4-1
4-2
FAA Approved
Original: February 24, 1999
SECTION IV
NORMAL OPERATING PROCEDURES
FAA Approved
Original: February 24, 1999
4-3
PREFLIGHT
LEFT WING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
NOSE SECTION
1.
2.
3.
4.
RIGHT WING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
4-4
FAA Approved
Original: February 24, 1999
TAIL SECTION
1.
2.
3.
4.
5.
6.
7.
8.
9.
a.
b.
FAA Approved
Original: February 24, 1999
CAUTION
If battery voltage indicates less than 20 volts, battery must be
recharged, or replaced with a battery indicating a charge of at
least 20 volts, before using auxiliary power.
When an auxiliary power source is used, it must be of the
negatively grounded type. If the polarity of the source is
unknown, turn all switches OFF. Connect the auxiliary power
source and observe the airplane voltmeter for proper indication
(28 volts).
4-5
c.
d.
ENGINE START
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Inverter ON (1 or 2)
Right Auxiliary Fuel Pump - ON
Right Ignition and Engine Start Switch ON
Right Condition Lever - LOW-IDLE (after N1 rpm stabilizes for 5 seconds, 12% minimum)
ITT and N1 - MONITOR (1090C maximum)
Right Ignition and Engine Start Switch OFF (at 50% N1, or above)
Right Engine - ADJUST N1 to a minimum of 15% above IDLE or to the HI IDLE position
Right Generator RESET, then, ON (BATTERY CONDITION CHECK Refer to BATTERY
CONDITION CHECK)
Right Auxiliary Fuel Pump OFF, Pressure Stable
Right Engine Oil Pressure CHECK (Right Propeller unfeathered indicates oil pressure)
Left Auxiliary Fuel Pump - ON
Left Ignition and Engine Start Switch On
Left Condition Lever LOW IDLE (after N1 rpm stabilizes for 5 seconds: 12% minimum)
ITT and N1 MONITOR (1090oC maximum)
Left Ignition and Engine Start Switch OFF ( at 50% N1, or above)
Left Generator RESET THEN ON
Left Auxiliary Fuel Pump OFF, Pressure Stable
Right and Left oil pressure and fuel pressure CHECK by gage pressure.
Right N1 REDUCE TO LOW IDLE
Caution Light (BATTERY CHARGE) - ON (approximately 6 seconds after generator is on the
line)
NOTE
(Nickel Cadmium Battery Installed)
Light indicates a charge current above normal. The light should
extinguish within 5 minutes following a normal engine start. Failure to
do so indicates a partially discharged battery. Continue to charge the
battery. Make a check each 90 seconds using the During Engine
Shutdown procedure outlined below, until the charge current fails to
decrease and the light extinguishes. Failure of the light to extinguish
indicates an unsatisfactory condition. The battery should be removed
and checked by a qualified Nickel-Cadmium Battery shop.
NOTE
When the standard Nickel-Cadmium battery is installed, the Battery
Charge Current Detector System is required to be installed and
functioning to meet the requirements of FAA AD 72-19-04. If the
optional Lead-Acid battery is installed as per STC# SA1017SO, the
Battery Charge Current Detector System is optional but if installed will
function the same as with the Nickel-Cadmium Battery, except the
recharge time may extend to 15 minutes.
4-6
FAA Approved
Original: February 24, 1999
CAUTION
If NO ITT rise is observed within 10 seconds after moving the
Condition Lever to LOW IDLE, move the Condition Lever to cut-off
and the starter switch to OFF. Allow a 30-second delay to drain fuel,
then motor the engine by placing the starter switch in the STARTER
ONLY position.
If, for any reason, a starting attempt is discontinued, the entire starting
sequence must be repeated after allowing the engine to come to a
complete stop.
5.
Avionics Master ON
Fuel Control Heat (2) ON
Fire Detect TEST (Rotate counter-clockwise only)
Cabin Sign - ON (If Installed)
Lights AS REQUIRED
Transfer Pumps ON
Flight Instruments
Brakes - CHECKED
CAUTION
If either chip detector light illuminated during runup, do not take off.
Shut down the engine, investigate the cause, and initiate necessary
repairs.
NOTE
For taxi speed control, reversing propellers may be used in the Beta
Range. Beta range is defined as the control range between the idle stop
and the point at which N1 rpm begins to increase for reverse power. In
this range only blade angle is changed. This mode of control will
minimize propeller blade erosion.
BEFORE TAKE-OFF
1.
2.
3.
4.
*5.
*6.
FAA Approved
Original: February 24, 1999
4-7
a.
b.
c.
d.
e.
f.
FAA Approved
Original: February 24, 1999
TAKE-OFF
CLIMB
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Gear Up UP
Flaps CHECK UP
Climb Power SET (Observe maximum ITT, torque, and N1 rpm limits)
Propeller RPM 2000
Auto Feather OFF
Auxiliary Fuel Pumps - OFF
Engine Instruments MONITOR
Landing and Taxi Lights OFF
Fuel Caps - CHECKED
Cabin Sign - AS REQUIRED
CRUISE
WARNING
Do not lift Power Levers in flight.
1.
2.
3.
FAA Approved
Original: February 24, 1999
4-9
OPERATIONAL SPEEDS
92
101
112
101
118
169
25
Cruise Climb
SL 10,000 feet
10,000 20,000 feet
20,000 25,000 feet
Above 25,000 feet
140
120
110
100
DESCENT
1.
2.
3.
Altimeters - SET
Cabin Sign - AS REQUIRED
Windshield Anti-Ice AS REQUIRED (Turn ON well before descent into warm, moist air, to
aid in defogging.)
LANDING
CAUTION
If either of the SECONDARY LOW PITCH STOP warning light has
become illuminated in flight, DO NOT attempt propeller reversal upon
landing.
NOTE
Under low visibility conditions, landing and taxi lights should be left
off due to light reflection.
1.
2.
3.
4.
5.
6.
7.
8.
Cabin Sign ON
Autofeather Switch ARM
Auxiliary Fuel Pumps ON
Flaps AS REQUIRED
Landing Gear DOWN
Landing and Taxi Lights AS REQUIRED
Propeller Levers HIGH RPM AFTER TOUCHDOWN
Power Levers BETA RANGE AND REVERSE AS REQUIRED AFTER TOUCHDOWN
4 - 10
FAA Approved
Original: February 24, 1999
1.
2.
3.
4.
AFTER LANDING
1.
2.
3.
4.
5.
6.
7.
8.
9.
FAA Approved
Original: February 24, 1999
4 - 11
ICING FLIGHT
LIMITATIONS
See Section III "FLIGHT INTO KNOWN ICING CONDITIONS", for equipment required, and
ADDITIONAL ICING LIMITATIONS REQUIRED BY FAA AD 98-04-24.
4 - 12
FAA Approved
Original: February 24, 1999
CAUTION
Stalling airspeeds should be expected to increase when ice has
accumulated on the airplane due to the distortion of the wing airfoil.
For the same reason, stall warning devices are not accurate and should
not be relied upon. Keep a comfortable margin of airspeed above the
normal stall airspeed with ice on the airplane. Maintain a minimum of
140 knots during sustained icing conditions to prevent ice accumulation
on unprotected surfaces of the wing. To ensure adequate windshield
anti-icing protection, operation in icing conditions at or below ambient
temperatures of 24oC is not recommended.
2.
Engine Anti-Ice
a.
Preflight: Check inertial separator vanes retracted
b. Before take-off: 800 ft/lbs. Torque or above
(1) Engine ice protection controls
(a) Extend (pull) CHECK for torque drop indicating vane extension
(b) Retract (push) CHECK for torque increase to previous reading indicating
vane retraction.
c.
In flight:
(1) Before visible moisture is encountered at +5oC and below; or
(2) At night when freedom from visible moisture is not assured at +5oC and below (if in
doubt, extend the inertial separator vanes)
(a) Engine ice protection PULL
(b) Check proper operation by noting torque drop
(c) Regain torque by increasing power levers if desired (observe ITT limits)
CAUTION
If in doubt, extend the vanes. Engine icing can occur even though no
surface icing is present. If freedom from visible moisture +5oC or
below can not be assured, engine ice protection should be activated.
Visible moisture is moisture in any form: clouds, ice crystals, snow,
rain, sleet, hail, or any combination of these.
4.
FAA Approved
Original: February 24, 1999
4 - 13
5.
Engine Auto-Ignition
a. Before take-off
(1) Power Levers IDLE
(2) Auto Ignition Switches ARM
(3) Annunciator Panel IGNITION ON
(4) LH/RH Power Levers ADVANCE TO ABOVE 425 FOOT-POUNDS TORQUE
(5) Auto Ignition ARM lights CHECK ON LH/RH (IGNITION ON Annunciator
LH/RH OFF)
b. In flight
(1) Auto-Ignition ARM
NOTE
Engine Auto-Ignition must be ARMED during flight in visable
moisture below +5oC and flights at night above 14,000 feet. To prevent
prolonged operation of the igniters during descent, when Auto-Ignition
is armed, do not reduce power below 425 ft. lbs. torque.
6.
b.
Before take-off
(1) Propeller De-icer Switch ON
(2) Propeller De-icer Ammeter CHECK; 14 TO 18 AMPERES
(3) To check the automatic timer, watch the propeller ammeter closely for at least two
minutes. A small momentary needle deflection approximately every 30 seconds shows
that the timer is switching and indicates normal system operation.
In Flight
(1) Propeller De-icer Switch - ON. The system may be operated continuously in flight and
will function automatically until the switch is turned OFF.
(2) Relieve propeller unbalance due to ice by increasing rpm briefly and returning to the
desired setting.
Repeat as necessary.
CAUTION
If the propeller ammeter reads above 18 amperes or below 14 amperes,
refer to the EMERGENCY PROCEDURES section.
7.
Pitot Heat ON
CAUTION
Prolonged use of Pitot Heat on the ground will damage the heating
elements.
Windshield Switch AS REQUIRED (heat should be applied before ice forms, below +5oC in
visible moisture)
9. Fuel Vent Heat ON
10. Emergency Static Air Source refer to EMERGENCY PROCEDURES section.
8.
4 - 14
FAA Approved
Original: February 24, 1999
CAUTION
Assure that the additive is directed into the flowing fuel stream and that
additive flow is started AFTER fuel flow starts and is stopped
BEFORE fuel flow stops. Do not allow concentrated additive to contact
coated interior of fuel cells or airplane painted surfaces. Use not less
than 20 fl. oz. of additive per 260 gallons of fuel or more than 20 fl. oz.
of additive per 104 gallons of fuel.
3.
Temperature Control AS REQUIRED (Minor adjustment can be made with the cabin
temperature rheostat located in the cabin ceiling).
Cabin Air Control AS REQUIRED to divert cabin air flow to the cockpit.
4.
Mode Switch - OFF (Allow at least 5 minutes for fuel to purge from the heater)
Mode Switch - Select MAN HEAT
NOTE
If CABIN HEAT OUT light extinguishes, continue operation and have
heater inspected for cause of temporary cessation of operation. If the
annunciator does not extinguish, a second attempt to reset may be
attempted using the above steps. If heater fails to reset properly, leave
Mode Switch off and investigate for failure prior to next usage of
heater.
DEFROSTER AIR
1.
2.
FAA Approved
Original: February 24, 1999
4 - 15
OXYGEN SYSTEM
(To be developed)
4 - 16
FAA Approved
Original: February 24, 1999
IN FLIGHT
In-flight illumination of the BATTERY CHARGE annunciator light indicates a possible battery
malfunction. The battery condition can be checked in flight using the following procedure:
1.
2.
FOOTNOTE:
The change in loadmeter indication (i.e., the amount of needle deflection) is directly
proportional to the battery charging current. A change value of .025 is indicated by very
little needle movement, since full-scale deflection represents a relative load value of 1.0.
FAA Approved
Original: February 24, 1999
4 - 17
SECTION V
FAA Approved
EMERGENCY PROCEDURES
TABLE OF CONTENTS
EMERGENCY PROCEDURES ................................................................................................................. 1
SINGLE-ENGINE PROCEDURES .......................................................................................................... 3
ENGINE FAILURE DURING TAKE-OFF ........................................................................................... 3
ENGINE FAILURE OR FIRE (FLIGHT) ............................................................................................. 4
ENGINE FLAME-OUT (SECOND ENGINE)....................................................................................... 4
ENGINE FAILURE IN FLIGHT/ILLUMINATION OF MAGNETIC CHIP DETECTOR LIGHT
(AMBER ANNUNCIATOR) .................................................................................................................... 4
ENGINE FIRE (GROUND) ...................................................................................................................... 4
SINGLE-ENGINE GO-AROUND ............................................................................................................ 5
AIR START............................................................................................................................................... 5
STARTER ASSIST ................................................................................................................................. 5
WINDMILLING ENGINE AND PROPELLER (NO STARTER ASSIST) .............................................. 6
CROSSFEED............................................................................................................................................. 6
TO DISCONTINUE CROSSFEED ....................................................................................................... 6
ENGINE DRIVEN LOW PRESSURE BOOST PUMP FAILURE ........................................................... 6
ELECTRICAL SYSTEM FAILURE......................................................................................................... 6
GENERATOR INOPERATIVE (GEN OUT annunciator light on)........................................................ 6
EXCESSIVE LOADMETER INDICATION (OVER 1.0) ....................................................................... 7
CIRCUIT BREAKER TRIPPED............................................................................................................ 7
DUAL BUS FEEDER CIRCUIT BREAKER TRIPPED ........................................................................ 7
INVERTER INOPERATIVE .................................................................................................................. 7
ELECTRICAL SMOKE OR FIRE ............................................................................................................ 7
ELECTROTHERMAL PROPELLER DE-ICE ......................................................................................... 7
LANDING GEAR MANUAL EXTENSION (EMERGENCY) ................................................................ 8
LANDING GEAR RETRACTION AFTER PRACTICE MANUAL EXTENSION................................. 8
EMERGENCY ALTERNATE STATIC AIR SOURCE ........................................................................... 8
EMERGENCY DESCENT PROCEDURE ............................................................................................... 9
EMERGENCY EXIT................................................................................................................................. 9
FAILURE OF SECONDARY (ELECTRICAL) LOW PITCH STOP ....................................................... 9
SPINS ...................................................................................................................................................... 10
ILLUMINATION OF CABIN DOOR WARNING LIGHT .................................................................... 10
FAA Approved
Original: February 24, 1999
5-1
5-2
FAA Approved
Original: February 24, 1999
SECTION V
EMERGENCY PROCEDURES
All airspeeds quoted in this section are (KCAS)
SINGLE-ENGINE PROCEDURES
Detecting Dead Engine
1.
2.
FAA Approved
Original: February 24, 1999
5-3
A/P DISENGAGE
Power AS REQUIRED
Flap/Gear CHECK UP
Affected Engine:
1.
2.
3.
4.
5.
6.
7.
FAA Approved
Original: February 24, 1999
SINGLE-ENGINE GO-AROUND
1.
2.
3.
4.
AIR START
STARTER ASSIST
CAUTION
The pilot should determine the reason for engine failure before
attempting an air start.
Above 20,000 feet, starts tend to be hotter. During engine acceleration
to idle speed, it may become necessary to periodically move the
condition lever into CUT-OFF in order to avoid overtemp.
Do not attempt an air start above 27,000 feet.
All electrical loads that are not consistent with flight condition should
be reduced.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
FAA Approved
Original: February 24, 1999
5-5
CROSSFEED
1.
2.
3.
4.
5.
TO DISCONTINUE CROSSFEED
1.
2.
3.
5-6
FAA Approved
Original: February 24, 1999
INVERTER INOPERATIVE
1.
3.
4.
2.
3.
Zero Amps:
a.
Switch Breaker CHECK
b.
If OFF, reposition to ON after 30 seconds
c.
If ON with zero amps, system is inoperative. Position switch OFF.
Zero to 14 Amps:
a.
Continue operation
b.
If propeller imbalance occurs, increase rpm briefly to aid in ice removal
18 to 23 Amps:
a.
Continue operation
FAA Approved
Original: February 24, 1999
5-7
4.
b.
If propeller imbalance occurs, increase rpm briefly to aid in ice removal
More than 23 Amps:
a.
Avoid icing condition, since continued operation of the system cannot be assured
b.
Do not operate the system, except in emergencies
c.
Restrict time of operation to a minimum
5-8
FAA Approved
Original: February 24, 1999
Whenever any obstruction exists in the Normal Static Air System or the system is desired for use:
1.
2.
EMERGENCY EXIT
1.
2.
The emergency exit door is located in the third right cabin window with the handle behind the
curtain.
a.
Open cover
b.
Push release button
c.
Pull handle and push out door
The emergency exit overhead is located in the upper cockpit with handle behind hatch cover.
a.
Pull cover down
b.
Pull handle down
c.
Push door out
1. Power Lever (affected side) REDUCE AS REQUIRED (to keep torque within limits)
2. PROP GOV IDLE STOP Circuit Breaker (co-pilots right subpanel) PULL (warning
light should extinguish and propeller speed should increase to governor setting)
3. Power Lever (affected side) RETURN TO DESIRED POWER
WARNING
Any malfunction of the Secondary Low Pitch Stop System must be
repaired before the next flight.
FAA Approved
Original: February 24, 1999
5-9
SPINS
If a spin is entered inadvertently:
Immediately move the control column full forward, apply full rudder opposite to the direction of the spin
and reduce power on both engines to idle. These three actions should be done as near simultaneously as
possible; then continue to hold this control position until rotation stops and then neutralize all controls and
execute a smooth pullout. Ailerons should be neutral during recovery.
NOTE
Federal Aviation Administration Regulations do no require spin
demonstration of airplanes of this weight; therefore, no spin tests have
been conducted. The recovery technique is based on the best available
information.
Do not attempt to check the cabin door for security until the airplane is on the ground.
After landing, check the security of the cabin door:
a. Open the door, then close it again.
b. Check to ensure that the handle is in the locked position (rotated fully clockwise, as viewed from
the inside of the cabin), and that the cabin door warning light is extinguished.
5 - 10
FAA Approved
Original: February 24, 1999
SECTION VI
FAA APPROVED PERFORMANCE
TABLE OF CONTENTS
FAA APPROVED PERFORMANCE ........................................................................................................ 1
AIRSPEED CALIBRATION STANDARD SYSTEM........................................................................... 3
AIRSPEED CALIBRATION ALTERNATE SYSTEM ......................................................................... 4
ALTIMETER CORRECTION NORMAL SYSTEM ............................................................................. 5
ALTIMETER CORRECTION ALTERNATE SYSTEM ....................................................................... 6
MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT............... 7
POWER AVAILABLE FOR TAKE-OFF ................................................................................................. 8
NORMAL TAKE-OFF DISTANCE ......................................................................................................... 9
TWIN ENGINE CLIMB.......................................................................................................................... 10
TWIN ENGINE BEST RATE-OF-CLIMB SPEED ................................................................................ 11
SINGLE ENGINE CLIMB ...................................................................................................................... 12
SINGLE ENGINE BEST RATE-OF-CLIMB SPEED............................................................................. 13
BALKED LANDING CLIMB................................................................................................................. 14
NORMAL LANDING APPROACH SPEED .......................................................................................... 15
NORMAL LANDING DISTANCE WITHOUT REVERSE................................................................... 16
STALL SPEEDS KCAS ....................................................................................................................... 17
FAA Approved
Original: February 24, 1999
6-1
6-2
FAA Approved
Original: February 24, 1999
200
180
AIRSPEED - KCAS
160
PS
A
FL
UP
-G
140
S
AP
L
F
120
100
S
AP
L
F
W
DO
O
D
0%
10
%
35
R
EA
-G
R
EA
G
-
R
EA
W
DO
80
60
80
100
120
140
160
FLAPS UP AIRSPEED - KIAS
180
200
220
60
80
100
120
140
FLAPS DOWN 35% AIRSPEED - KIAS
160
180
200
40
60
80
100
120
FLAPS DOWN 100% AIRSPEED - KIAS
140
160
180
FAA Approved
Original: February 24, 1999
6-3
SE
D
-G
EA
R
U
P
200
-A
LL
IN
D
O
C
LO
180
AP
S
FL
AIRSPEED - KCAS
U
P
160
140
S
AP
L
F
120
100
60
80
OW
RM
O
L
L
ST N
T OW
-A
F
E D
0%
- L AR
10
%
E
N
0
W
10 - G
O
N
D
OW
PS
D
A
S
FL
AP
L
F
W
80
D
IN
ED
S
O
CL
100
120
-G
R
EA
DO
OW
D
IN
140
P
U
T
EF
L
-
O
ST
M
R
O
D
IN
N
PE
-G
R
EA
P
U
EN
P
O
160
180
200
220
160
180
200
60
6-4
80
100
120
140
FLAPS DOWN 100% AIRSPEED - KIAS
FAA Approved
Original: February 24, 1999
200
SURE
190
SL
150
140
130
120
R
SU
ES
PR SL
FLAPS 100%
110
D
TU
TI
AL
FLAPS 0%
160
10
METHOD
170
FT
- 1000
UDE
ALTIT
20
180
EXAMPLE
E
-1
0
00
100
FT
90
80
70
60
-250
FAA Approved
Original: February 24, 1999
-200
-150
-100
-50
0
CORRECTION TO BE ADDED - FT
50
6-5
100
210
200
EXAMPLE
190
CA
TE
D
160
DI
150
IN
170
AIRSPEED - KCAS
METHOD
180
140
130
120
110
100
90
80
-200 -100
220
210
200
KNOWN
00
, 00
10
,0
.
S .L
170
160
,0
00
150
30
180
20
METHOD
190
AIRSPEED - KCAS
IN
DI
D
TE
A
C
T
TI
AL
E
UD
E
-F
.
ET
140
130
120
110
100
90
80
0
6-6
100 200 300 400 500 600 700 800 900 1000110012001300140015001600
CORRECTION TO BE ADDED - FT
FAA Approved
Original: February 24, 1999
IR
QU
RE
B N
IM IO
CL DIT
NE ON
GI C
EN DAY
LE T
NG HO
SI R
FO
CONDITIONS:
1. MAXIMUM CONTINUOUS POWER
2. FLAPS AND GEAR UP
3. INOPERATIVE PROPELLER FEATHERED
4. BEST RATE-OF-CLIMB SPEED
EXAMPLE:
For a pressure altitude of 6000 feet and
a temperature of 33 deg C, the maximum
take-off weight permitted is 9290 pounds.
9800
9400
T
EN
EM
9000
8600
8200
7800
REFERENCE LINE
PRESSURE ALTITUDE - FT
8000
7400
6000
4000
Max. Op.
Temp.
2000
0
0
10
20
30
40
50
60
TEMPERATURE - C
FAA Approved
Original: February 24, 1999
6-7
METHOD
ENTER FAT
HERE
MOVE RIGHT TO
PRESSURE
ALTITUDE =
4307 FT
100
0F
T
22
20
ES
SU
-20
-10
MA
XI
MU
M
20
30
OP
ER
AT
IN
G
50
60
400
500
ITS
16
12
14
10
4
2
40
MOVE DOWN,
READ
TORQUE
AVAILABLE
PER ENGINE =
1159 FT-LB
18
0
10
RE LI
M
25 24
RE
-30
PR
PRESSURE
ALTITUDE =
4307 FT
FAT = 12
DEGREES C
ALT
ITU
D
-40
EXAMPLE
PERA
TU
E-
-50
OPER
ATIN
G TEM
600
700
.
S.L
TE
MP
ER
AT
UR
EL
IM
IT
S
800
900
1000
1100
1200
NOTE:
TORQUE INCREASES APPROXIMATELY 15 FT-LB FROM ZERO TO 70 KNOTS.
6-8
FAA Approved
Original: February 24, 1999
1300
MINI
MUM
-60
FAA Approved
Original: February 24, 1999
o
C
-20
ISA
o
C
-30
ISA
o
0C
ISA+1
ISA
o
C
-10
ISA
-20
20
o
TEMPERATURE - C
ITU
DE
40
EE
5500
60
6500
8500
GROSS WEIGHT - LBS
7500
9500
TA
ILW
IND
10500 -10
MAXIMUM TAKE-OFF
WEIGHT 10,200 LBS
REFERENCE
LINE
10
20
WIND COMPONENT - KTS
HEA
DWIN
REFERENCE
LINE
-40
SURE
o
0C
ISA+2
PRES
S.L. AIRPORT
o
0C
ISA+3
T
AL
o
C
ISA+37
0
800
6000
4000
2000
10000
-F
ASSOCIATED CONDITIONS:
Power
Take-Off Power
Flaps
Up
Landing Gear
Down. Retracted immediately
after becoming airborne.
Runway
Paved, level, dry surface.
Procedure
Accelerate with both engines at take-off power
to 101 knots (CAS), take off, retract landing
gear and climb out at 101 knots (CAS).
EXAMPLE:
For an airport pressure altitude of 2000 feet, a temperature of
21 deg C (ISA+10C), a gross weight of 7400 pounds, and a 10
knot headwind, the normal take-off distance is 1625 feet.
REFERENCE LINE
30
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
5000
5200
REFERENCE LINE
6-9
-80
-20
-30
40
00
00
16
00
20
24
00
12
20
80
6000
60
REFERENCE LINE
TEMPERATURE - C
-20
5
+3 37
+
-40
0
+2
SL
DEG (C)
6500
7000
7500
-60
-10
TEMPERATURE = 10 DEG. C,
PRESSURE ALTITUDE = 8000 FT,
GROSS WEIGHT OF 8400 LBS.,
GROSS WEIGHT OF 8400 LBS.,
RATE
CLIMB
= FT/MIN
1500 FT/MIN
RATE
OFOF
CLIMB
= 1500
I SA
ES
+10
PR
RE
SU
E
UD
TIT
AL
T
(F
REFERENCE LINE
6 - 10
REFERENCE LINE
EXAMPLE:
8500
9000
9500
10000
WEIGHT - LBS
8000
1.
2.
3.
CONDITIONS:
-500
10500
500
1000
1500
2000
2500
3000
3500
4000
0
00
0
0
FAA Approved
Original: February 24, 1999
28000
1 0 , 20 0
24000
HT
WEIG
PRESSURE ALTITUDE - FT
ROSS
LBS G
96 5 0
90 0 0
80 0 0
70 0 0
6 00 0
20000
16000
12000
8000
4000
0
96
100
104
108
112
116
120
AIRSPEED - KCAS
FAA Approved
Original: February 24, 1999
6 - 11
-60
+3
+37 5
o
0
00
14
60
6000
REFERENCE LINE
FAA Approved
Original: February 24, 1999
+20
+10
TEMPERATURE - C
40
0
00
0
10
00
12
20
00
60
00
80
00
40
ISA
-20
REFERENCE LINE
6 - 12
SL 0
0
20
-20
-40
)
FT
E(
D
U
TIT
AL
E
UR
SS
E
PR
-10
-30
DEG (C)
6500
7000
7500
REFERENCE LINE
8500
9000
9500
10000
200
400
600
800
1000
1200
1400
1600
-200
10500
WEIGHT - LBS
8000
1.
2.
3.
4.
CONDITIONS
14000
12000
1 0, 20
0 LBS
965 0
90 00
800 0
7000
6 00 0
T
EIGH
PRESSURE ALTITUDE - FT
SW
GROS
10000
8000
6000
4000
2000
0
92
96
100
104
108
112
116
AIRSPEED - KCAS
FAA Approved
Original: February 24, 1999
6 - 13
-80
E
UR
SS
20
00
24
16
TEMPERATURE - C
T)
(F
00
12
20
40
TI
AL
DE
TU
5
+3 37
+
0
80
-20
0
+2
40
-40
0
+1
E
PR
6000
60
L.
-30
-60
-10
-20
6500
7000
7500
S.
DEG (C)
I SA
6 - 14
REFERENCE LINE
REFERENCE LINE
EXAMPLE
TEMPERATURE = 10 DEG. C,
PRESSURE ALTITUDE = 8000 FT,
GROSS WEIGHT OF 8400 LBS.,
RATE
OFCLIMB
CLIMB
= 860
FT/MIN
RATE OF
= 860
FT/MIN
8500
9000
9500
10000
WEIGHT - LBS
8000
1.
2.
3.
4.
CONDITIONS
-500
10500
500
1000
1500
2000
2500
3000
00
0
0
00
FAA Approved
Original: February 24, 1999
CONDITIONS
1. FLAPS DOWN 100%
2. GEAR DOWN
3. POWER RETARDED MAINTAIN
800 FT/MIN DESCENT
110
105
100
95
90
85
80
6000
6500
7000
7500
8000
8500
9000
9500
10000
WEIGHT - LBS
FAA Approved
Original: February 24, 1999
6 - 15
20
0
+1
0
+2
40
REFERENCE LINE
6000
60
7
+3
5
+3
0
-1
-2
TEMPERATURE - C
IS
(DEG C)
6500
7000
7500
WEIGHT - LBS
8000
8500
9000
9500
1.
2.
3.
4.
5.
1000
30
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
10000
-5
0
5
10
15
20
25
TAIL HEAD
WIND COMPONENT - KTS
-20
REFERENCE LINE
0
800
6000
40 00
2000 L.
S.
AIR
S SU
PRE
T
R
PO
- FT
UDE
LTIT
A
E
REFERENCE LINE
-40
Retarded to maintain
an 800 ft/min descent.
100%
Down
See Normal Landing Approach
Speed graph.
Paved, level, dry surface.
Maximum
50-foot
EXAMPLE:
Runway
Braking
Obstacle
Flaps
Landing Gear
Approach Speed
Power
ASSOCIATED CONDITIONS:
REFERENCE LINE
CONDITIONS:
6 - 16
0
-3
FAA Approved
Original: February 24, 1999
EXAMPLE
10500
WEIGHT =
9650 LB
10000
FLAP SETTING
= UP
METHOD
UP
DO
WN
FL
AP
S
9000
FLA
PS
WEIGHT - LBS
BANK ANGLE =
30 DEGREES
9500
8500
ENTER
WEIGHT HERE
8000
MOVE RIGHT
TO FLAP
SETTING
7500
MOVE DOWN
TO BANK
ANGLE, READ
STALL SPEED
= 98 KT
7000
130
120
AIRSPEED - KCAS
110
E
GL
N
A
K
60
AN
-D
EG
100
45
30
90
15
0
80
70
60
FAA Approved
Original: February 24, 1999
6 - 17
SECTION VII
FIELD LENGTH
TABLE OF CONTENTS
FIELD LENGTH.......................................................................................................................................... 1
ACCELERATE AND STOP DISTANCE ................................................................................................. 3
SINGLE ENGINE TAKE-OFF DISTANCE ............................................................................................. 4
7-1
7-2
o
0C
ISA+3
o
0C
ISA+2
o
0C
ISA+1
ISA
o
C
-10
I SA
o
C
-20
ISA
o
C
-30
I SA
-20
7-3
20
o
TEMPERATURE - C
40
60
6000
8000
9000
GROSS WEIGHT - LBS
7000
EXAMPLE:
The accelerate and stop distance for 8500
pounds at an airport altitude of 2000 feet, an
o
o
air temperature of 21 C (ISA+10 C) and a
reported 10-knot headwind is 3440 feet.
10000
-10
10,200 LBS
MAXIMUM
TAKE-OFF
WEIGHT
TA
IL
W
IN
D
REFERENCE LINE
-40
00
100
0
800
E
UD
6000
TIT
L
A
0
400
E
SUR
2000
RES
P
.
T
.L
R
S AIRPO
REFERENCE LINE
T
EE
-F
ASSOCIATED CONDITIONS:
Power
Take-Off Power (to 101 knots CAS)
Flaps
Up
Landing Gear
Down
Braking
Maximum (after engine shutdown)
Runway
Paved, level, dry surface
Procedure
Apply take-off power to both engines
while holding brakes. Release brakes
and accelerate. After engine failure
at 101 knots (CAS), abandon the takeoff by closing throttles of both
engines and immediately
applying maximum braking.
REFERENCE LINE
10
20
WIND COMPONENT - KTS
HEAD
WIND
30
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10000
7-4
Take-off power
Up
Down during ground operation;
Retraction initiated immediately after becoming airborne.
Paved, level, dry surface
Apply take-off power to both engines while holding brakes, release brakes, accelerate to 101
knots (CAS). Graph assumes engine failure at 101 knots (CAS). After engine failure, continue
take-off, feather propeller on inoperative engine, retract landing gear after airborne and climb out
at 101 knots (CAS).
POWER
FLAPS
LANDING GEAR
RUNWAY
PROCEDURE
ASSOCIATED CONDITIONS:
C
+10
ISA
ISA
10
AIS
o C
0
-2
A
IS
o C
30
AIS
TEMPERATURE - C
20
40
60
6000
REFERENCE LINE
o
7C
ISA+3
RE
o
30 C
ISA+
SSU
8000
9000
7000
-20
C
20
PRE
10,000 -10
-10
10000
10,200 LB
MAXIMUM TAILW
IN D
TAKE-OFF
WEIGHT
-40
+
ISA
AIR P O R T
DE
EE
AT IS
A+1 o
0 C
0
+3
ISA
T
AL
-F
OR
ATE
OF C
LIMB
00
100
0
800
60 0 0
4000
2 00 0 .
S .L
ZE R
NOTE:
Off-loading is recommended if gross
weight exceeds temperature limits
for single engine zero rate of climb
with landing gear down.
20
A+
IS
ITU
ASSOCIATED CONDITIONS:
Power
Take-Off Power.
Flaps
Up.
Landing Gear Down during ground operation;
retraction initiated immediately
after becoming airborne.
Runway
Paved, level, dry surface.
Procedure
Apply take-off power to both engines
while holding brakes, release brakes,
accelerate to 101 knots (CAS). Graph
assumes engine failure at 101 knots (CAS).
After engine failure, continue take-off,
feather propeller on inoperative engine,
retract landing gear after airborne and
climb out at 101 knots (CAS).
REFERENCE LINE
10
IN D
20
WIND COMPONENT - KTS
H E AD W
EXAMPLE:
For an airport at 2000 feet, a tempero
o
ature of 31 C (ISA+20 C), a take-off
weight of 7400 pounds, and a 10 knot
headwind, the total take-off distance
over a 50 foot obstacle is 2910 feet.
REVERENCE LINE
REFERENCE LINE
30
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10000
7-5
SECTION VIII
CRUISE CONTROL
TABLE OF CONTENTS
CRUISE CONTROL.................................................................................................................................... 1
INTRODUCTION TO CRUISE CONTROL............................................................................................. 3
TWIN ENGINE CRUISE CLIMB............................................................................................................. 6
RANGE - MAXIMUM CRUISE POWER ................................................................................................ 8
MAXIMUM CRUISE POWER ISA-30C ................................................................................................ 9
MAXIMUM CRUISE POWER ISA-20C .............................................................................................. 10
MAXIMUM CRUISE POWER ISA-10C .............................................................................................. 11
MAXIMUM CRUISE POWER ISA........................................................................................................ 12
MAXIMUM CRUISE POWER ISA+10C ............................................................................................. 13
MAXIMUM CRUISE POWER ISA+20C ............................................................................................. 14
MAXIMUM CRUISE POWER ISA+30C ............................................................................................. 15
MAXIMUM CRUISE POWER ISA+40C ............................................................................................. 16
RANGE - MAXIMUM RANGE POWER............................................................................................... 17
MAXIMUM RANGE POWER ISA-30C............................................................................................... 18
MAXIMUM RANGE POWER ISA-20C............................................................................................... 19
MAXIMUM RANGE POWER ISA-10C............................................................................................... 20
MAXIMUM RANGE POWER ISA ........................................................................................................ 21
MAXIMUM RANGE POWER ISA+10C.............................................................................................. 22
MAXIMUM RANGE POWER ISA+20C.............................................................................................. 23
MAXIMUM RANGE POWER ISA+30C.............................................................................................. 24
MAXIMUM RANGE POWER ISA+40C.............................................................................................. 25
ENDURANCE TIME .............................................................................................................................. 26
DESCENT ............................................................................................................................................... 27
WIND COMPONENTS........................................................................................................................... 28
ISA CONVERSION ................................................................................................................................ 29
TEMPERATURE CORRECTION .......................................................................................................... 30
FUEL DENSITY TEMPERATURE VARIATION................................................................................. 31
8-1
8-2
SECTION VIII
INTRODUCTION TO CRUISE CONTROL
The graphs and tables on pages 8-7 through 8-27, present performance for flight planning at various power,
weight, altitude and temperature conditions. Cruise information is tabulated for maximum cruise and
maximum range powers, for altitudes from sea level to 28,000 feet. Graphs of range distance at maximum
cruise and maximum range powers and endurance time at maximum endurance power, are presented for
standard conditions on pages 8-8, 8-17 and 8-26. Graphs of cruise climb and descent time, fuel and range,
are presented on pages 8-7 and 8-27 respectively.
EXAMPLE:
Estimating flight time, block speed and fuel required, using tabulated and graphic cruise data.
CONDITIONS:
Distance
Cruise Altitude
Assumed OAT
Ramp Weight
Take-Off
Take-Off Airport Altitude
Landing Airport Altitude
Enter the Twin Engine Cruise Climb Graph, page 8-7, at 16000 feet and 2000 feet at 9650 pounds and
apply the temperature correction for ISA+10oC, to obtain the following:
Time to climb from sea level to 16000 feet = 24 Minutes
Time to climb from sea level to 2000 feet = 2 Minutes
Time to climb from 2000 feet to 16000 feet = 22 Minutes
Fuel used during climb from sea level to 16000 feet = 217 Pounds
Fuel used during climb from sea level to 2000 feet = 21 Pounds
Fuel used during climb from 2000 feet to 16000 feet = 196 Pounds
Distance traveled during climb, sea level to 16000 feet = 75 N.M.
Distance traveled during climb, sea level to 2000 feet = 5 N.M.
Distance traveled during climb, 2000 feet to 16000 feet = 70 N.M.
Enter the maximum Cruise Power tabulation (ISA +10oC), Page 8-13 at 16000 feet.
4.
5.
= -1oC, 31oF
= 901, Left and Right
= 234, Left
= 226, Right
= 460, Total
= 215 Knots
= 218 Knots
8-3
NOTE 1:
Indicated OAT is corrected by the temperature correction on page 8-30, in determining true
outside air temperature (TOAT).
NOTE 2:
Cruise speed increases 1 knot for each 333 pounds of fuel consumed.
Enter the Descent graph, Page 8-27, at 16000 and 300 feet at 169 knots to obtain the following:
Time to descend from 16000 feet to sea level
Time to descend from 3000 feet to sea level
Time to descend from 16000 feet to 3000 feet
= 16 Minutes
= 3 Minutes
= 13 Minutes
= 78 Pounds
= 16 Pounds
= 62 Pounds
= 50 N.M.
= 9 N.M.
= 41 N.M.
TIME
FUEL
DISTANCE
:00
:22
:14
3:11
3:47
55
196
62
1467
1780
0
70
41
689
800
Allowance for 45 minute fuel reserve = (.75 Hours) (460) = 345 Pounds.
Total fuel, including reserve = 2125 Pounds
Flight Time = 3 Hours, 47 Minutes
Block Speed = 211 Knots
8-4
8-5
8-6
Original:
2.
3.
Engine Limits:
1.
NOTES:
SL 10000 FT
10000 20000 FT
20000 25000 FT
ABOVE 25000 FT
Time to Climb
18.5 min.
Fuel used in Climb 160 lbs.
Horizontal Distance 61 N.M.
Traveled During
Climb
EXAMPLE:
140 KCAS
120 KCAS
110 KCAS
100 KCAS
ASSOCIATED CONDITIONS:
ALTITUDE - FT
ALTITUDE - FT
TEMPERATURE - C
Original:
TEMPERATURE - C
8-7
10
20
10
20
30
40
50
TIME TO CLIMB - MINUTES
60
ISA+40
ISA+30
ISA+30
ISA+40
ISA+20
ISA+ 20
ISA+20
200
100
200
FUEL USED TO CLIMB - LBS
100
300
300
ISA+ 40
ISA+ 30
ISA+20
ISA+ 10
ISA+10
60
ISA+10
50
ISA0
40
10000
0
ISA
30
10000
ISA0
10000
10,200 LBS
9,650
9,000
8,000
7,000
TAKE-OFF WEIGHT
20000
20000
20000
10,200 LBS
9,650
9,000
8,000
7,000
TAKE-OFF WEIGHT
30000
30000
30000
100
50
100
DIST. TRAVELED
TO CLIMB - NAUTICAL MILES
50
150
150
10,200 LBS
9,650
9,000
8,000
7,000
TAKE-OFF WEIGHT
ASS0CIATED CONDITIONS
1. Range plus 45 minute reserve.
2. Does not include distance to climb to altitude.
3. Fuel: Aviation kerosene.
4. Fuel: Density: 6.7 lb/gal.
EXAMPLE:
At 20,000 feet with average mission weight of
8000 pounds and 2050 pounds fuel the maximum
cruise power range is: 875 nautical miles.
60
00
EI
10 GH
,2 T
00 - P
UN
DS
30000
PRESSURE ALTITUDE - FT
G
RO
SS
25000
20000
15000
10000
5000
0
REFERENCE LINE
384
2500
350
FUEL - LBS
250
1500
200
150
1000
100
500
50
0
0
100
200
300
400
500
600
700
800
900
8-8
Original:
FUEL - GALLONS
300
2000
8-9
-10
-13
-17
-21
-25
-29
-32
-36
-40
-44
-49
-53
-57
-62
-66
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
SL
(FEET)
ALTITUDE
PRESSURE
-87
-79
-71
-63
-55
-48
-40
-33
-26
-19
-13
-6
14
IOAT
632
711
798
892
992
1098
1201
1291
1315
1315
1315
1315
1315
1315
1315
LB-FT
TORQUE
158
176
196
217
239
263
285
305
311
314
318
322
328
335
343
LEFT
FLOW
158
176
196
217
239
263
285
305
311
314
318
322
328
335
343
RIGHT
LB/HR
FUEL
316
352
392
434
478
526
570
610
622
628
636
644
656
670
686
TOTAL
124
136
149
160
171
181
189
196
198
202
204
206
207
207
206
CAS
181
192
203
211
218
223
226
227
223
220
216
212
207
201
195
TAS
10,000 LBS
132
141
152
163
173
182
190
197
199
202
205
207
208
208
208
CAS
194
201
209
216
222
226
229
229
225
222
218
214
209
203
197
TAS
9000 LBS
AIRSPEED
135
147
156
166
174
183
190
198
202
204
206
208
208
208
208
CAS
199
208
214
220
224
227
229
231
228
224
219
215
209
203
197
TAS
8000 LBS
- KNOTS
141
150
158
167
174
184
192
200
203
205
208
208
208
208
208
CAS
207
213
217
222
224
228
231
233
230
225
221
215
209
203
197
TAS
7000 LBS
8 - 10
-7
-11
-15
-18
-22
-26
-30
-34
-38
-43
-47
-52
-56
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-3
2000
4000
SL
(FEET)
ALTITUDE
PRESSURE
-69
-61
-53
-45
-37
-30
-22
-15
-8
-1
13
19
26
33
IOAT
647
728
815
908
992
1067
1139
1209
1280
1315
1315
1315
1315
1315
1315
LB-FT
TORQUE
162
180
200
220
239
256
272
288
304
314
317
321
327
334
342
LEFT
FLOW
162
180
200
220
239
256
272
288
304
314
317
321
327
334
342
RIGHT
LB/HR
FUEL
324
360
400
440
478
512
544
576
608
628
634
642
654
668
684
TOTAL
123
136
149
161
170
178
184
191
196
199
203
205
207
207
207
CAS
184
196
207
216
221
224
225
226
225
222
219
215
211
205
199
TAS
10,000 LBS
132
141
152
163
171
178
185
192
197
200
203
206
208
208
208
CAS
198
205
214
221
225
227
228
228
227
224
221
217
213
207
201
TAS
9000 LBS
AIRSPEED
135
147
156
165
173
180
185
191
198
202
205
207
208
208
208
CAS
204
213
219
225
227
229
228
228
229
227
222
218
213
207
201
TAS
8000 LBS
- KNOTS
141
150
158
167
173
180
187
193
200
204
206
208
208
208
208
CAS
212
218
222
227
228
230
230
230
231
228
224
219
213
207
201
TAS
7000 LBS
8 - 11
-1
-5
-8
-12
-16
-20
-24
-29
-33
-37
-41
-46
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
2000
4000
11
SL
(FEET)
ALTITUDE
PRESSURE
-50
-42
-35
-27
-19
-12
-5
10
17
24
31
38
44
51
IOAT
662
736
808
869
933
998
1066
1130
1192
1257
1315
1315
1315
1315
1315
LB-FT
TORQUE
165
181
198
212
227
242
257
272
287
302
317
321
327
334
341
LEFT
FLOW
165
181
198
212
227
242
257
272
287
302
317
321
327
334
341
RIGHT
LB/HR
FUEL
330
362
396
424
454
484
514
544
574
604
634
642
654
668
682
TOTAL
124
135
146
156
163
171
178
185
190
195
200
203
205
206
206
CAS
189
199
208
214
217
220
222
223
223
222
221
217
213
208
202
TAS
10,000 LBS
132
140
150
159
165
173
179
185
191
196
201
204
207
208
208
CAS
203
209
215
220
222
224
225
226
225
224
223
219
215
210
204
TAS
9000 LBS
AIRSPEED
135
146
154
161
168
174
180
185
191
198
203
205
208
208
208
CAS
209
217
221
224
225
226
227
226
225
226
225
221
216
210
204
TAS
8000 LBS
- KNOTS
141
149
156
163
169
174
181
187
193
199
205
207
208
208
208
CAS
217
222
225
226
227
226
227
228
227
227
226
222
217
210
204
TAS
7000 LBS
8 - 12
-3
-7
-11
-15
-19
-23
-27
12000
14000
16000
18000
20000
22000
24000
-36
10000
28000
8000
-31
6000
26000
13
17
2000
4000
21
SL
(FEET)
ALTITUDE
PRESSURE
-32
-24
-17
-9
-2
13
20
27
35
41
49
56
63
69
IOAT
647
699
753
813
871
930
985
1040
1093
1152
1204
1261
1307
1315
1315
LB-FT
TORQUE
161
174
186
200
214
228
242
255
268
283
297
311
325
333
341
LEFT
FLOW
161
174
186
200
214
228
242
255
268
283
297
311
325
333
341
RIGHT
LB/HR
FUEL
322
348
372
400
428
456
484
510
536
566
594
622
650
666
682
TOTAL
120
129
138
148
157
164
171
177
182
188
194
197
203
206
206
CAS
187
194
201
208
213
216
217
218
218
218
218
215
215
212
206
TAS
10,000 LBS
129
136
143
151
160
166
173
178
184
190
195
198
205
208
208
CAS
203
206
210
215
218
220
221
221
221
221
220
217
217
214
208
TAS
9000 LBS
AIRSPEED
132
140
148
155
162
168
174
180
185
189
196
201
206
208
208
CAS
209
213
218
220
222
223
223
223
222
220
221
220
219
214
208
TAS
8000 LBS
- KNOTS
138
144
151
157
164
170
174
180
186
192
197
203
208
208
208
CAS
217
219
222
223
225
225
223
223
223
223
222
222
220
214
208
TAS
7000 LBS
8 - 13
23
19
15
11
-1
-5
-9
-13
-17
-22
-26
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
27
2000
4000
31
SL
(FEET)
ALTITUDE
PRESSURE
-14
-7
16
23
31
38
45
52
59
66
73
80
87
IOAT
604
650
698
748
800
851
901
949
995
1046
1094
1138
1177
1213
1239
LB-FT
TORQUE
153
164
176
188
201
213
226
238
250
264
277
290
303
316
328
LEFT
FLOW
153
164
176
188
201
213
226
238
250
264
277
290
303
316
328
RIGHT
LB/HR
FUEL
306
328
352
376
402
426
452
476
500
528
554
580
606
632
656
TOTAL
---
121
130
139
147
156
162
169
175
180
185
191
195
197
202
CAS
---
187
194
199
204
210
211
212
213
212
212
212
210
206
205
TAS
10,000 LBS
124
130
137
144
151
159
165
171
176
182
187
192
196
198
203
CAS
200
202
205
208
211
215
215
216
216
215
215
214
212
208
207
TAS
9000 LBS
AIRSPEED
127
134
141
149
155
162
167
173
178
183
186
192
197
201
205
CAS
204
207
211
215
217
218
218
218
217
217
214
214
213
211
209
TAS
8000 LBS
- KNOTS
131
139
145
152
157
163
169
173
177
184
189
194
198
203
207
CAS
211
216
217
219
220
220
220
219
217
218
217
216
214
213
210
TAS
7000 LBS
8 - 14
33
29
25
21
17
13
-4
-8
-12
-16
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
36
2000
4000
40
SL
(FEET)
ALTITUDE
PRESSURE
11
18
26
33
41
48
55
62
69
77
84
91
98
104
IOAT
555
594
635
680
725
772
815
858
899
945
986
1022
1047
1066
1079
LB-FT
TORQUE
143
153
164
175
187
199
211
222
234
247
259
271
282
293
303
LEFT
FLOW
143
153
164
175
187
199
211
222
234
247
259
271
282
293
303
RIGHT
LB/HR
FUEL
286
306
328
350
374
398
422
444
468
494
518
542
564
586
606
TOTAL
---
---
121
129
137
146
153
159
165
172
177
182
185
189
191
CAS
---
---
183
189
194
199
203
204
205
207
206
205
203
201
198
TAS
10,000 LBS
119
124
130
136
143
150
157
163
168
174
179
183
187
191
193
CAS
195
197
198
200
203
206
209
209
209
210
209
208
206
203
200
TAS
9000 LBS
AIRSPEED
121
127
133
140
148
154
160
165
170
175
180
184
186
190
194
CAS
198
201
203
207
211
212
212
212
212
211
210
209
205
203
201
TAS
8000 LBS
- KNOTS
124
131
139
145
151
156
162
167
171
175
181
185
189
192
195
CAS
204
208
212
213
215
215
215
214
213
211
211
210
208
205
202
TAS
7000 LBS
8 - 15
50
46
42
38
34
30
26
22
18
14
10
-2
-6
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
SL
(FEET)
ALTITUDE
PRESSURE
21
28
35
43
50
58
65
72
80
87
94
101
108
115
122
IOAT
504
538
574
612
652
693
735
771
803
839
870
897
914
930
943
LB-FT
TORQUE
134
143
153
164
175
186
198
208
218
230
241
251
261
271
281
LEFT
FLOW
134
143
153
164
175
186
198
208
218
230
241
251
261
271
281
RIGHT
LB/HR
FUEL
268
286
306
328
350
372
396
416
436
460
482
502
522
542
562
TOTAL
---
---
---
119
127
135
142
150
156
161
167
171
175
177
180
CAS
---
---
---
178
183
188
192
195
197
197
198
197
195
192
189
TAS
10,000 LBS
114
118
123
129
134
141
147
154
159
164
169
174
177
180
183
CAS
191
191
192
193
195
197
199
201
202
201
201
200
197
195
192
TAS
9000 LBS
AIRSPEED
115
120
126
132
138
146
152
157
162
167
171
175
178
181
184
CAS
193
194
196
198
201
204
205
205
205
204
203
202
199
196
193
TAS
8000 LBS
- KNOTS
118
123
130
137
143
149
154
159
164
168
172
174
178
182
185
CAS
197
199
202
206
207
209
209
208
207
206
204
201
199
197
194
TAS
7000 LBS
8 - 16
52
48
44
40
36
32
28
24
20
16
12
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
56
2000
28000
60
SL
(FEET)
ALTITUDE
PRESSURE
38
46
53
60
68
75
82
89
97
104
111
118
125
132
139
IOAT
452
483
516
550
584
618
649
678
704
732
758
782
799
811
821
LB-FT
TORQUE
134
144
154
164
174
184
193
202
212
222
232
241
251
260
254
LEFT
FLOW
134
144
154
164
174
184
193
202
212
222
232
241
251
260
254
RIGHT
LB/HR
FUEL
268
288
308
328
348
368
386
404
424
444
464
482
502
520
508
TOTAL
---
---
---
---
117
124
128
135
140
147
153
156
161
165
167
CAS
---
---
---
---
172
175
179
182
183
185
187
186
185
184
181
TAS
10,000 LBS
109
113
117
122
127
132
137
143
148
153
159
163
166
170
173
CAS
186
186
186
187
188
188
189
190
190
191
192
190
189
187
184
TAS
9000 LBS
AIRSPEED
109
114
119
124
130
136
142
148
152
157
161
165
168
171
174
CAS
187
187
188
190
192
194
195
197
196
195
195
193
191
188
186
TAS
8000 LBS
- KNOTS
111
116
122
128
135
141
146
150
155
159
163
167
170
172
174
CAS
189
191
193
196
199
201
201
200
199
198
197
195
192
190
186
TAS
7000 LBS
ASS0CIATED CONDITIONS
1. Range plus 45 minute reserve.
2. Does not include distance to climb to altitude.
3. Fuel: Aviation kerosene.
4. Fuel: Density: 6.7 lb/gal.
PRESSURE ALTITUDE - FT
25000
00
70
800
0
9 00
96 50
GRO
SS W
EIGH
T-L
10,20
B
0
30000
EXAMPLE:
At 20,000 feet with average mission weight of
8000 pounds and 2000 pounds fuel the maximum
range is 1038 nautical miles.
60
00
20000
15000
10000
5000
0
REFERENCE LINE
384
2500
350
FUEL - LBS
250
1500
200
150
1000
100
500
50
0
0
100
200
300
400
500
600
700
800
900
8 - 17
FUEL - GALLONS
300
2000
8 - 18
-23
-27
-31
-35
-39
-43
-47
-50
-54
-58
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
-66
-20
4000
28000
-16
2000
-62
-12
S.L.
26000
-86
-79
-72
-66
-59
-52
-45
-38
-31
-24
-17
-10
-3
11
I.O.A.T.
FEET
Pressure
Altitude
---
711
735
725
720
721
718
708
705
695
733
740
748
769
786
FT-LB
TORQUE
PER
ENGINE
---
176
185
185
187
191
194
196
201
210
218
226
235
247
259
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
136
142
143
145
149
151
152
153
158
161
164
166
171
174
KNOTS
CAS
---
634
638
630
630
623
621
616
618
606
639
646
657
672
687
FT-LB
TORQUE
PER
ENGINE
---
159
161
161
164
165
168
171
176
183
190
197
206
216
226
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
133
137
138
141
143
145
147
149
153
156
159
162
166
169
KNOTS
CAS
564
560
556
558
556
543
538
542
548
561
570
580
596
606
616
FT-LB
TORQUE
PER
ENGINE
142
143
145
147
150
150
153
158
163
171
178
185
195
204
214
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
129
130
132
135
137
137
139
142
145
148
151
154
158
161
164
KNOTS
CAS
482
484
486
476
468
464
468
474
482
494
507
515
527
543
557
FT-LB
TORQUE
PER
ENGINE
126
128
131
132
134
136
140
145
151
159
167
174
183
194
204
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
123
125
128
129
130
131
134
137
140
143
146
149
152
156
159
KNOTS
CAS
8 - 19
-17
-21
-25
-29
-33
-36
-40
-44
-48
-52
-56
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-9
4000
8000
-6
2000
-13
-2
S.L.
6000
-68
-61
-54
-48
-41
-34
-27
-20
-13
-6
15
22
29
I.O.A.T.
FEET
Pressure
Altitude
---
727
746
734
730
723
717
715
712
730
745
745
754
774
794
FT-LB
TORQUE
PER
ENGINE
---
180
189
189
191
192
195
200
203
212
221
228
237
250
261
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
135
141
143
145
147
149
151
152
156
161
162
165
170
173
KNOTS
CAS
---
640
648
638
634
629
624
622
624
640
650
654
662
676
694
FT-LB
TORQUE
PER
ENGINE
---
162
164
164
166
167
170
174
178
186
193
200
208
218
228
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
132
136
138
140
142
144
146
148
152
156
158
161
165
168
KNOTS
CAS
568
568
561
558
555
550
550
552
558
570
579
588
600
614
624
FT-LB
TORQUE
PER
ENGINE
145
145
146
148
150
153
156
161
166
174
181
188
198
207
217
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
127
129
131
133
135
137
139
141
144
148
151
154
157
160
163
KNOTS
CAS
488
488
488
488
484
476
478
482
490
502
516
524
532
546
563
FT-LB
TORQUE
PER
ENGINE
127
129
132
135
137
139
143
148
153
161
170
177
186
195
206
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
122
124
127
129
130
132
134
136
139
143
146
149
152
155
158
KNOTS
CAS
8 - 20
-3
-7
-11
-15
-19
-23
-26
-30
-34
-38
-42
-45
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
2000
S.L.
4000
-50
-43
-36
-29
-23
-16
-9
-2
12
19
26
33
40
47
I.O.A.T.
FEET
Pressure
Altitude
---
730
755
743
735
738
736
745
737
742
751
761
756
759
771
FT-LB
TORQUE
PER
ENGINE
---
186
191
191
193
197
200
207
211
217
225
234
239
248
258
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
133
140
141
143
147
149
153
154
157
160
164
164
166
169
KNOTS
CAS
---
647
660
650
643
642
640
644
642
647
655
660
664
671
682
FT-LB
TORQUE
PER
ENGINE
---
165
167
167
169
171
174
179
184
189
196
203
210
219
228
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
131
136
137
139
142
144
147
149
152
155
158
160
163
166
KNOTS
CAS
577
578
570
570
564
564
560
561
566
576
582
587
600
618
631
FT-LB
TORQUE
PER
ENGINE
148
149
149
151
153
156
160
164
170
177
183
190
199
209
219
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
126
129
130
133
135
137
139
141
144
147
150
152
156
160
163
KNOTS
CAS
496
494
491
490
486
482
485
490
496
504
516
529
538
551
573
FT-LB
TORQUE
PER
ENGINE
130
131
133
136
139
141
146
151
156
164
171
180
188
198
209
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
121
124
126
128
129
131
133
136
139
142
145
148
151
154
158
KNOTS
CAS
8 - 21
18
15
11
-1
-5
-9
-12
-16
-20
-24
-28
-31
-35
S.L.
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-32
-25
-18
-11
-4
10
17
23
30
37
44
51
58
65
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
762
745
738
748
756
752
757
758
760
763
773
773
FT-LB
TORQUE
PER
ENGINE
---
---
---
197
197
199
204
210
216
221
228
235
243
253
262
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
142
143
145
148
152
153
157
159
162
163
167
168
KNOTS
CAS
---
664
662
662
652
646
655
658
659
660
661
663
670
675
679
FT-LB
TORQUE
PER
ENGINE
---
170
170
171
172
174
179
183
189
193
199
205
213
221
230
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
131
134
137
139
141
144
147
149
152
154
157
159
162
164
KNOTS
CAS
579
589
579
573
576
579
582
583
582
586
588
592
600
608
610
FT-LB
TORQUE
PER
ENGINE
150
152
152
153
157
161
165
170
174
180
186
192
201
209
217
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
124
129
130
132
135
137
140
142
145
147
149
152
155
157
160
KNOTS
CAS
506
502
500
500
505
506
501
500
502
510
516
526
542
552
559
FT-LB
TORQUE
PER
ENGINE
133
134
136
139
143
147
150
155
160
166
173
181
190
199
208
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
121
123
125
128
131
133
134
136
138
141
144
147
151
153
156
KNOTS
CAS
8 - 22
28
25
21
17
13
-2
-6
-10
-14
-18
-21
-25
S.L.
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
-13
-6
14
21
28
35
42
49
55
62
69
76
83
I.O.A.T.
FEET
Pressure
Altitude
---
---
698
748
761
744
730
742
769
761
766
773
770
768
771
FT-LB
TORQUE
PER
ENGINE
---
---
176
188
201
201
202
210
219
224
232
240
246
254
263
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
130
139
143
144
144
148
154
155
159
161
163
165
168
KNOTS
CAS
---
---
674
666
661
651
648
654
670
667
668
674
672
670
673
FT-LB
TORQUE
PER
ENGINE
---
---
175
175
175
176
179
185
191
196
202
209
215
222
230
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
134
136
138
140
142
145
149
151
154
156
158
160
163
KNOTS
CAS
601
589
588
579
574
579
593
590
588
593
596
597
596
597
602
FT-LB
TORQUE
PER
ENGINE
156
154
155
156
158
162
168
172
177
183
189
195
202
209
217
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
126
127
130
131
133
136
140
142
144
147
149
151
153
155
158
KNOTS
CAS
515
506
501
507
516
515
515
515
515
518
523
530
530
529
535
FT-LB
TORQUE
PER
ENGINE
136
136
138
142
146
150
154
159
163
169
176
183
190
196
205
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
121
122
124
127
131
133
135
137
139
141
144
146
148
150
152
KNOTS
CAS
8 - 23
27
23
19
15
12
-4
-7
-11
-15
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
26000
28000
35
2000
31
39
S.L.
4000
12
19
25
32
39
46
53
60
67
74
80
87
94
101
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
---
725
760
743
725
732
760
773
773
777
779
786
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
187
207
208
208
214
226
235
242
250
259
269
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
---
137
144
145
145
148
154
158
160
163
165
168
KNOTS
CAS
---
---
---
---
670
660
650
644
650
666
674
674
678
680
686
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
180
180
182
185
190
198
205
211
218
226
235
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
---
---
138
139
141
143
146
150
153
155
158
160
163
KNOTS
CAS
---
---
596
586
578
572
576
594
598
597
597
597
602
608
616
FT-LB
TORQUE
PER
ENGINE
---
---
159
160
160
163
168
175
180
185
191
197
204
213
222
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
---
---
129
131
132
134
137
141
144
146
148
150
153
155
158
KNOTS
CAS
519
512
494
500
508
524
522
520
524
521
520
519
524
530
536
FT-LB
TORQUE
PER
ENGINE
139
139
140
142
147
153
157
161
166
171
177
182
190
198
207
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
120
122
123
125
128
133
134
136
139
140
142
144
146
149
152
KNOTS
CAS
8 - 24
37
33
29
25
22
18
14
10
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
37
44
50
57
64
71
78
85
92
99
106
---
---
---
---
735
752
728
723
746
768
777
777
---
41
4000
112
779
28000
45
2000
119
FT-LB
---
49
S.L.
TORQUE
PER
ENGINE
26000
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
---
---
---
198
219
217
221
231
243
252
260
269
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
---
---
---
142
147
147
148
153
158
162
164
166
KNOTS
CAS
---
---
---
---
---
---
664
654
642
642
658
674
678
678
680
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
---
---
188
190
191
196
204
213
220
227
235
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
---
---
---
---
141
142
144
146
150
154
157
159
161
KNOTS
CAS
---
---
---
---
588
578
568
568
580
594
602
605
604
606
609
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
165
166
168
173
179
186
193
200
206
214
222
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
---
---
---
---
132
133
134
137
141
144
147
150
152
154
156
KNOTS
CAS
---
---
512
504
496
500
514
522
522
523
528
536
538
542
545
FT-LB
TORQUE
PER
ENGINE
---
---
144
145
146
151
157
163
168
173
179
187
194
202
210
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
---
---
123
124
126
128
132
135
138
140
142
145
147
149
151
KNOTS
CAS
8 - 25
39
35
32
28
24
20
17
10000
12000
14000
16000
18000
20000
22000
62
69
75
82
89
96
103
110
---
---
---
---
---
704
732
729
742
---
43
8000
117
759
28000
47
6000
124
782
---
51
4000
131
784
26000
55
2000
138
FT-LB
---
59
S.L.
TORQUE
PER
ENGINE
24000
I.O.A.T.
FEET
Pressure
Altitude
---
---
---
---
---
---
---
---
212
222
232
240
252
265
273
LB/HR
FUEL
FLOW
PER ENG
10,000 LBS
---
---
---
---
---
---
---
---
140
147
150
154
158
164
165
KNOTS
CAS
---
---
---
---
---
---
---
---
651
641
643
655
666
678
684
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
---
---
---
---
197
200
205
212
221
230
238
LB/HR
FUEL
FLOW
PER ENG
9000 LBS
---
---
---
---
---
---
---
---
143
145
147
151
154
158
160
KNOTS
CAS
---
---
---
---
---
591
578
567
562
570
585
594
596
601
610
FT-LB
TORQUE
PER
ENGINE
---
---
---
---
---
172
173
175
178
185
193
200
207
215
224
LB/HR
FUEL
FLOW
PER ENG
8000 LBS
---
---
---
---
---
134
135
136
137
140
144
148
150
152
155
KNOTS
CAS
---
---
---
517
505
493
488
498
512
520
520
522
527
537
553
FT-LB
TORQUE
PER
ENGINE
---
---
---
150
151
152
155
161
168
174
180
186
194
203
213
LB/HR
FUEL
FLOW
PER ENG
7000 LBS
---
---
---
125
126
126
128
131
135
138
140
142
145
148
151
KNOTS
CAS
ENDURANCE TIME
MAXIMUM ENDURANCE POWER
EXAMPLE:
For a pressure altitude of 8000 feet, an
average mission weight of 8000 pounds
and 1000 pounds fuel, the maximum
endurance time is: 2 hours 45 minutes,
at 105 knots CAS.
STANDARD DAY
ASS0CIATED CONDITIONS
1. Endurance plus 45 minute reserve.
2. Fuel: Aviation kerosene.
3. Fuel: Density: 6.7 lb/gal.
30000
6000
7000
9000
9650
8000
20000
10,200
GROSS WEIGHT - LB
PRESSURE ALTITUDE - FT
25000
MAXIMUM
ENDURANCE SPEED
AVERAGE CALIBRATED
WEIGHT AIRSPEED
-POUNDS
-KNOTS
10,200
119
9650
116
9000
112
8000
105
7000
99
6000
92
15000
10000
5000
0
REFERENCE LINE
384
2500
350
FUEL - LBS
250
1500
200
150
1000
FUEL - GALLONS
300
2000
100
500
50
0
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
8 - 26
ALTITUDE - FT
0
30
5000
5000
5
10
15
20
25
TIME TO DESCEND - MINUTES
10000
10000
15000
20000
25000
30000
20
8O
R
16
9K
N
OT
S
(CA
S)
15000
20000
25000
30000
NO
TS
(
CA
S)
50
100
150
FUEL USED DURING DESCENT - LBS
16
9K
200
5000
10000
15000
20000
25000
30000
AS)
50
100
DIST. TRAVELED DURING
DESCENT - NAUTICAL MILES
16
9
K
NOT
S (C
DESCENT
20
8
(C
AS
)
OT
S
KN
AS)
NO
TS
(C
208
K
8 - 27
ALTITUDE - FT
150
WIND COMPONENTS
o
80
60
70
50
60
55
o
40
PA
TH
50
FL
IG
H
30
20
o
10
o
0
AN
45
TI
O
N
EC
W
IN
IR
35
ET
W
EE
30
G
LE
25
AN
40
20
15
10
5
0
0
10
15
20
25
30
35
40
8 - 28
ISA CONVERSION
PRESSURE ALTITUDE VS OUTSIDE AIR TEMPERATURE
35000
30000
PRESSURE ALTITUDE - FT
25000
20000
15000
10000
30
0C
+4
ISA
20
0C
+3
ISA
10
0C
+2
ISA
0C
+1
ISA
ISA
C
-10
ISA
-20
ISA
-20
C
-30
ISA
-30
5000
0
-80
-70
-60
-50
-40
-10
0
o
TEMPERATURE - C
40
50
60
8 - 29
TEMPERATURE CORRECTION
TRUE OAT = INDICATED OAT - T
12
11
TEMPERATURE CORRECTION, T - C
9
8
ES
SU
RE
AL
25 TIT
,00 UD
0
E20
FE
,00
ET
0
15
,00
0
10
,00
0
5,
00
0
S.
L.
10
PR
6
5
4
3
2
1
0
40
8 - 30
60
80
100
120
140
160
AIRSPEED - KCAS
180
200
220
240
7.1
7.0
6.9
K ER
OSE
N
E
JET
A
6.8
6.7
JET
B
6.6
& JE
T A1
(JP4)
6.5
6.4
6.3
6.2
AVI
ATI
ON
GAS
OLE
NE
6.1
6.0
5.9
5.8
5.7
5.6
5.5
5.4
5.3
5.2
5.1
5.0
-50
-40
-30
-20
-10
10
o
TEMPERATURE - C
20
30
40
50
8 - 31
SECTION IX
WEIGHT AND BALANCE
TABLE OF CONTENTS
9-1
9-2
DATE: ______________
_______________________
_______________________
NOSE
MAIN
EXTENDED
29.4
176.2
FORWARD
83.5
COMPRESSED
30.7
178.3
AFT
195.5
REACTION
WHEEL-JACK POINTS
SCALE
READING
TARE
NET WEIGHT
ARM
MOMENT
LEFT MAIN
RIGHT MAIN
SUB-TOTAL
NOSE
TOTAL (as weighed)
SPACE BELOW PROVIDED FOR ADDITIONAL AND SUBTRACTIONS TO AS WEIGHED CONDITION
Remove
Prepared by
A&P
9-3
REGISTRATION NO:
DATE:
PAYLOAD COMPUTATIONS
ITEM
WEIGHT
MOM/100
ITEM
PASSENGERS (OR CARGO)
WEIGHT
NO.
MOM/100
BAGGAGE
CABINENT CONTENTS
TOTAL PAYLOAD
TAKEOFF CONDITION
LESS FUEL
__________Gal.
LANDING CONDITION
LOADING INSTRUCTIONS
It is the responsibility of the airplane operator to insure that the airplane is properly loaded. At the time of certification,
the necessary weight and balance data was provided for the operator to compute individual loadings with minimum
effort. All subsequent changes in weight and balance are the responsibility of the airplane owner/operator.
The Basic Empty Weight and Moment of the Airplane at the time of certification is shown on the Aircraft empty Weight
and Balance Form. Useful Load items which may be loaded into the Airplane are shown on the Useful Load Weights
and Moments Tables. The Minimum and Maximum Moments approved by the FAA are shown on the Gross Weight
Moment Limits Graph. These Moments correspond to the forward and aft Center of Gravity flight limits for a particular
weight. All Moments are divided by 100 to simplify computations.
COMPUTING PROCEDURE
1.
Record the Basic Empty Weight and Moment from the Aircraft Empty Weight and Balance Form (or from the
latest superseding form). The moment must be divided by 100 to correspond to Useful Load Moments.
2.
3.
Total the weight column and moment column. The total weight must not exceed the maximum allowable gross
weight and the total moment must be within the minimum and maximum moments shown on the gross Weight
Moment Limits Graph.
4.
Determine the weight and corresponding moment of fuel to be burned by subtracting the amount on board on
landing from the amount on board at take-off.
9-4
5.
Subtract the weight and moment of fuel to be burned from the take-off weight and moment. The landing moment
must be within the minimum and maximum moments shown on Gross Weight Moment Limits Graph for that
weight. If the total moment is less than the minimum moment allowed, useful load items must be shifted aft or
forward load items reduced. If the total moment is greater than the maximum moment allowed, useful load items
must be shifted forward or aft load items reduced. If the quantity or location of load items is changed, the
calculations must be revised and the moments rechecked.
9-5
SEATING CONFIGURATION
PASSENGER CONFIGURATION
9-6
AFT
COMP.
PASSENGER SEAT
PASSENGER SEAT
F.S. 174
F.S. 209
F.S. 243
WEIGHT
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
CLUB SEATING
F.S. 279
F.S. 168
F.S. 212
JUMP
SEAT
F.S. 245
134
151
168
185
202
218
235
252
269
286
302
319
336
353
370
386
403
420
437
454
470
487
504
521
538
554
571
588
605
622
638
655
672
170
191
212
233
254
276
297
318
339
360
382
403
424
445
466
488
509
530
551
572
594
615
636
657
678
700
721
742
763
784
806
827
848
196
221
245
270
294
319
343
368
392
417
441
466
490
514
539
564
588
613
637
662
686
711
735
760
784
809
833
858
882
907
931
956
980
PASSENGER SEAT
MOMENT/100
103
116
129
142
155
168
181
194
206
219
232
245
258
271
284
297
310
323
335
348
361
374
387
400
413
426
439
452
464
477
490
503
516
139
157
174
191
209
226
244
261
278
296
313
331
348
365
383
400
418
435
452
470
487
505
522
540
557
574
592
609
626
644
661
679
696
167
188
209
230
251
272
293
314
334
355
376
397
418
439
460
481
502
523
543
564
585
606
627
648
669
690
711
732
752
773
794
815
836
194
219
243
267
292
316
340
365
389
413
437
462
486
510
535
559
583
608
632
656
680
705
729
753
778
802
826
851
875
899
923
948
972
223
251
279
307
335
363
391
419
446
474
502
530
558
586
614
642
670
698
725
753
781
809
837
865
893
921
949
977
1004
1032
1060
1088
1116
BAGGAGE
WEIGHT
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
F.S. 70
F.S. 275
MOMENT/100
7
14
21
28
35
42
49
56
63
70
77
84
91
98
105
112
119
126
28
55
83
110
138
165
193
220
248
275
303
330
358
385
413
440
468
495
WEIGHT
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
F.S. 70
F.S. 275
MOMENT/100
133
140
147
154
161
168
175
182
189
196
203
210
217
224
231
238
245
523
550
578
605
633
660
688
715
743
770
798
825
853
880
908
935
963
9-7
AIRLINE SEATING
-HIGH DENSITY-
F.S. 129
F.S. 158
ROW I
103
116
129
142
155
168
181
194
206
219
232
245
258
271
284
297
310
323
335
348
361
374
387
400
413
426
439
452
464
477
490
503
516
126
142
158
174
190
205
221
237
253
269
284
300
316
332
348
363
379
395
411
427
442
458
474
490
506
521
537
553
569
585
600
616
632
WEIGHT
CHAIR PASSENGER
F.S. 188
F.S. 218
ROW II
ROW III
AFT
COMP.
F.S. 248
ROW IV
F.S. 279
ROW V
198
223
248
273
298
322
347
372
397
422
446
471
496
521
546
570
595
620
645
670
694
719
744
768
794
818
843
868
893
918
942
967
992
223
251
279
307
335
363
391
419
446
474
502
530
558
586
614
642
670
698
725
753
781
809
837
865
893
921
949
977
1004
1032
1060
1088
1116
MOMENT/100
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
150
169
188
207
226
244
263
282
301
320
338
357
376
394
414
432
451
470
489
508
526
545
564
583
602
620
639
658
677
696
714
733
752
174
196
218
240
262
283
305
327
349
371
392
414
436
458
480
501
523
545
567
589
610
632
654
676
698
719
741
763
785
807
828
850
872
NOSE BAGGAGE
9-8
WEIGHT
F.S. 70
MOMENT/100
WEIGHT
F.S. 70
MOMENT/100
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
7
14
21
28
35
42
49
56
63
70
77
84
91
98
105
112
119
126
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
133
140
147
154
161
168
175
182
189
196
203
210
217
224
231
238
245
CABIN CARGO
WEIGHT
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
425
450
475
500
525
550
575
600
625
650
675
700
725
750
775
800
825
850
875
900
925
950
975
1000
A
H-ARM 152
B
H-ARM 168
38
76
114
152
190
228
266
304
342
380
418
456
494
532
570
608
646
684
342
760
42
84
126
168
210
252
294
336
378
420
462
504
546
588
630
672
714
756
798
840
882
924
966
1008
1050
1092
1134
1176
1218
1260
1302
1344
1386
1428
1470
1512
1554
1596
1638
1680
CABIN COMPARTMENT
C
D
H-ARM 186
H-ARM 206
MOMENT/100
47
52
93
103
140
155
186
206
233
258
279
309
326
361
372
412
419
464
465
515
512
567
558
618
605
670
651
721
698
773
744
824
791
876
837
927
884
979
930
1030
977
1082
1023
1133
1070
1185
1116
1236
1163
1288
1209
1339
1256
1391
1302
1442
1349
1494
1395
1545
1442
1597
1488
1648
1535
1700
1581
1751
1628
1803
1674
1854
1721
1906
1767
1957
1814
2009
1860
2060
E
H-ARM 226
F
H-ARM 245
57
113
170
226
283
339
396
452
509
565
622
678
735
791
848
904
961
1017
1074
1130
61
123
184
245
306
368
429
490
551
613
674
735
796
858
919
980
9-9
9 - 10
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
185
GAL.S
6.0 LB/GAL
WEIGHT MOMENT
100
30
39
60
77
90
114
120
152
150
189
180
227
210
265
240
303
270
342
300
381
330
422
360
462
390
502
420
543
450
582
480
623
510
663
540
702
570
743
600
785
630
827
660
872
690
918
720
965
750
1019
780
1070
810
1121
840
1173
870
1224
900
1274
930
1325
960
1373
990
1424
1020
1472
1050
1523
1080
1572
1110
1624
6.5 LB/GAL
WEIGHT MOMENT
100
33
42
65
83
98
124
130
165
163
205
195
246
228
287
260
328
293
370
325
413
358
457
390
500
423
544
455
588
488
631
520
675
553
718
585
761
618
805
650
850
683
896
715
945
748
995
780
1046
813
1104
845
1159
878
1214
910
1271
943
1326
975
1380
1008
1436
1040
1488
1073
1543
1105
1595
1138
1650
1170
1703
1203
1759
6.70 LB/GAL
WEIGHT MOMENT
100
34
44
67
86
101
128
134
170
168
212
201
253
235
296
268
338
302
381
335
426
367
471
402
516
436
561
469
606
503
651
536
696
570
740
603
785
637
830
670
876
704
923
737
974
771
1026
804
1078
838
1138
871
1195
905
1251
938
1310
972
1367
1005
1422
1039
1479
1072
1534
1106
1590
1139
1644
1173
1700
1206
1755
1240
1813
190
195
200
205
210
215
220
225
230
235
240
245
250
255
260
265
270
275
280
285
290
295
300
305
310
315
320
325
330
335
340
345
350
355
360
365
370
GAL.S
6.0 LB/GAL
WEIGHT MOMENT
100
1140
1674
1170
1730
1200
1783
1230
1836
1260
1887
1290
1940
1320
1993
1350
2044
1380
2094
1410
2142
1440
2188
1470
2232
1500
2279
1530
2323
1560
2369
1590
2416
1620
2465
1650
2514
1680
2562
1710
2611
1740
2664
1770
2715
1800
2768
1830
2820
1860
2870
1890
2920
1920
2969
1950
3022
1980
3074
2010
3114
2040
3172
2070
3219
2100
3262
2130
3305
2160
3352
2190
3398
2220
3444
6.70 LB/GAL
WEIGHT MOMENT
100
1273
1869
1307
1931
1340
1991
1374
2051
1407
2107
1441
2167
1474
2225
1508
2283
1541
2339
1575
2392
1608
2444
1642
2492
1675
2544
1709
2594
1742
2646
1776
2699
1809
2753
1843
2808
1876
2861
1910
2917
1943
2975
1977
3032
2010
3091
2044
3149
2077
3205
2111
3261
2144
3316
2178
3374
2211
3433
2245
3488
2278
3542
2312
3594
2345
3643
2379
3691
2412
3742
2446
3794
2479
3846
FORWARD CG LIMIT
ARM
MOM/100
152.3
15535
150.6
14608
144.7
11359
150.4
14514
AFT CG LIMIT
ARM
MOM/100
159.2
16238
160.2
15539
160.4
12591
160.4
15479
9 - 11
9 - 12
_________
DATE
ITEM
WEIGHT
ARM
(a)
125
49.0
(b)
3 ea.
59.0
(c)
3 ea.
59.0
(a)
2 ea.
185.0
(b)
3 ea.
122.0
11.5 ea.
102.0
31 ea.
109.0
(a)
104. Starter-Generators
(a)
(a)
22 ea.
178.0
(b)
16 ea.
178.0
(a)
24 ea.
178.0
(b)
25 ea.
178.0
Page 1 of 6
_________
DATE
ITEM
WEIGHT
ARM
32.0
(a)
(a)
17
32.0
(b)
18
32.0
302. Battery
(a)
80
147.0
(b)
80
147.0
.5 ea
156.0
2.4
60.0
(a)
(b)
(a)
175.0
(b)
407.0
2.8 ea.
108.0
(c)
Page 2 of 6
_________
DATE
ITEM
WEIGHT
ARM
(a)
(a)
23
72.0
(b)
44.0
(c)
51.0
(d)
157.0
(e)
74.0
(a)
13
303.0
(b)
46
308.0
(a)
(b)
27
72.0
(c)
274.5
(d)
27
279.0
(e)
27
296.5
Page 3 of 6
_________
DATE
ITEM
WEIGHT
ARM
28 ea.
131.0
2 ea.
54.0
406. Seats
(a)
501. Propeller
(a)
(b)
(c)
(d)
180.0
(a)
146.0
(b)
146.0
(c)
3 ea.
347.0
(d)
380.0
(e)
148.0
(f)
148.0
(g)
191.0
(h)
179.0
Page 4 of 6
_________
DATE
ITEM
WEIGHT
ARM
(i)
(j)
164.0
(k)
184.0
12
108.0
503. Windshield
(a)
(a)
(b)
150.0
505. Miscellaneous
(a)
(a)
23
168.0
(b)
23
168.0
(c)
RH Middle Seat
23
210.0
(d)
LH Middle Seat
23
210.0
Page 5 of 6
_________
DATE
ITEM
WEIGHT
ARM
(e)
RH Rear Seat
23
243.0
(f)
14
158.0
(g)
158.0
(h)
251.0
(i)
3.5
131.0
Page 6 of 6
AVIONICS
WEIGHT
ARM
0.3
364.0
0.3
104.0
0.3
104.0
4.3
78.0
0.3
368.0
0.3
104.0
0.3
104.0
4.8
66.1
101.4
2.9
101.4
0.8
103.0
1.9
53.0
5.2
77.5
KN 72 VOR/LOC Converter
1.3
53.0
3.2
100.8
3.2
100.8
100.0
KN 53 Nav
100.1
KMA 24H
1.7
102.3
KMA 24H
1.7
102.3
KR 87 ADF
3.2
100.1
KR 21 Marker
0.6
102.0
101.7
101.7
0.7
102.5
KA 44 ADF Antenna
182.0
KA 60 DME Antenna
0.3
173.0
3.1
221.0
0.7
130.1
0.7
136.0
#1 COMPASS SYSTEM
#2 COMPASS SYSTEM
KI 525A HSI
200-5 Directional Gyro
NAV-COMM SYSTEMS
page 1 of 3
INSTALLED
WEIGHT
ARM
4.5
385.0
3.6
163.0
208.1
0.9
102.2
0.9
209.5
KA 26 Marker Antenna
0.5
118.0
KA 22 Glideslope Antenna
0.25
27.0
GNC-300XL GPS/Comm.
2.4
102.0
0.3
150.0
SPA-400 Intercom
0.3
102.8
1.2
83.0
1.7
101.7
4.8
345.3
2.2
345.3
Yaw Bracket
2.5
345.3
4.8
187.2
2.2
187.2
Roll Bracket
1.8
187.2
2.2
328.7
328.7
Pitch/Trim Bracket
328.7
2.2
333.1
333.1
Pitch/Trim Bracket
333.1
6.8
70.5
1.2
102.1
69.5
101.3
4.4
101.2
1.4
104.1
0.5
122.5
0.1
122.5
page 2 of 3
INSTALLED
WEIGHT
ARM
4.9
72.5
1.7
73.5
0.5
68.5
0.5
175.0
11
100.0
15
55.0
25.0
3.1
100.5
3.1
100.5
KA 60 XPDR Antenna
0.3
115.0
KA 60 XPDR Antenna
0.3
101.0
0.8
72.0
0.8
67.5
102.6
VA 100
3.2
62.0
0.75
59.7
0.4
366.0
Avionics Shelf
2.4
70.6
PC 17A Inverter
15
171.0
PC 17A Inverter
15
171.0
KG 258 Gyro
3.1
101.6
3.1
135.0
3.1
137.0
139.0
141.0
0.8
160.0
0.8
206.0
0.8
250.0
RADAR
TRANSPONDER
page 3 of 3
SECTION X
SERVICING
TABLE OF CONTENTS
SERVICING ................................................................................................................................................. 1
INTRODUCTION TO SERVICING.......................................................................................................... 3
GROUND HANDLING ............................................................................................................................... 3
TOWING.................................................................................................................................................... 3
PARKING .................................................................................................................................................. 3
CONTROL LOCKS ................................................................................................................................... 3
CONTROL LOCKS (DIAGRAM) ........................................................................................................... 3
TIE-DOWN................................................................................................................................................ 4
AIRCRAFT SERVICING ........................................................................................................................... 4
EXTERNAL POWER ................................................................................................................................ 4
BATTERY ................................................................................................................................................. 4
LANDING GEAR ...................................................................................................................................... 4
TIRES ..................................................................................................................................................... 4
SHOCK STRUTS .................................................................................................................................... 5
BRAKE SYSTEM .................................................................................................................................... 5
BRAKE WEAR (DIAGRAM)................................................................................................................... 5
OIL SYSTEM............................................................................................................................................. 5
CLEANING AND INSPECTING THE OIL FILTER .............................................................................. 6
OIL FILTER (DIAGRAM) ...................................................................................................................... 6
CHANGING THE ENGINE OIL ............................................................................................................ 6
FUEL SYSTEM ......................................................................................................................................... 7
FUEL HANDLING PRACTICES ........................................................................................................... 7
FUEL GRADES AND TYPES................................................................................................................. 8
FILLING THE TANKS ........................................................................................................................... 8
DRAINING FUEL SYSTEM ................................................................................................................... 8
ENGINE FUEL FILTERS....................................................................................................................... 9
CHANGING PESCO FUEL PUMP FILTER (EVERY 100 hours) ........................................................ 9
INSTRUMENT VACUUM AIR ................................................................................................................ 9
SERVICING THE OXYGEN SYSTEM .................................................................................................... 9
MISCELLANEOUS MAINTENANCE................................................................................................... 10
AIRCRAFT FINISH CARE ................................................................................................................... 10
SURFACE DEICE BOOT CLEANING................................................................................................... 10
CLEANING PLASTIC WINDOWS ........................................................................................................ 10
INTERIOR CARE.................................................................................................................................... 11
HEATER FUEL FILTER ELEMENT CLEANING................................................................................. 11
FUEL BRANDS AND TYPE DESIGNATIONS..................................................................................... 12
APPROVED LUBRICATION OILS FOR THE PT6A-20 ENGINE ....................................................... 13
LAMP REPLACEMENT CHART........................................................................................................... 14
CONSUMABLE MATERIALS CHART................................................................................................. 15
LUBRICATION CHART......................................................................................................................... 16
SHEET 1 ............................................................................................................................................... 16
10 - 1
SHEET 2 ............................................................................................................................................... 17
SHEET 3 ............................................................................................................................................... 18
SHEET 4 ............................................................................................................................................... 19
SHEET 5 ............................................................................................................................................... 20
SHEET 6 ............................................................................................................................................... 21
10-2
SECTION X
SERVICING
INTRODUCTION TO
SERVICING
The purpose of this section is to outline the
requirements for maintaining the 65-A90-1 & -4
in a condition at least equal to that of its original
manufacture. This information sets the time
frequency intervals in which the airplane should
be taken to the Parts and Service Outlet for
periodic servicing or preventive maintenance.
The Federal Aviation Regulations place the
responsibility for the maintenance of this
airplane on the owner and operator, who should
ensure that all maintenance is done by qualified
mechanics in conformity with all airworthiness
requirements established for this airplane.
All limits, procedures, safety practices, time
limits, servicing and maintenance requirements
contained in this manual are considered
mandatory.
GROUND HANDLING
TOWING
The tow bar connects to the upper torque knee
fitting of the nose strut. The airplane is steered
with the tow bar when moving the airplane by
hand or an optional tow bar is available for
towing the airplane with a tug. Although the tug
will control the steering of the airplane, someone
should be positioned in the pilots seat to operate
the brakes in case of an emergency. Always
ascertain that the control locks are removed
before towing the airplane as serious damage can
occur to the steering linkage if towed with a tug
with the rudder locks installed. The nose gear
strut has turn radius warning marks to warn the
tug driver when structure limits of the gear will
be exceeded. Damage will occur to the nose gear
and linkage if the turn radius is exceeded. When
ground handling the airplane, do not use the
propellers or control surfaces as hand holds, to
push or move the airplane.
PARKING
The parking brakes can be set by pulling out the
parking brake handle and depressing the pilots
brake pedals. Do not attempt to lock the parking
brake by applying force to the parking brake
handle; it controls a valve only, and cannot apply
pressure to the brake system. To release the
brakes, depress pedals to equalize pressure on
the brake lines, and then push the parking brake
handle in.
NOTE
Do not set the parking brakes during low
temperatures when an accumulation of
moisture may cause the brakes to freeze,
or when they are hot from severe use.
CONTROL LOCKS
The control lock, consisting of two pins and a Ushaped clamp connected together by a chain,
holds the power quadrant controls, and the
elevator, aileron, and rudder in the neutral
position. Install the clamp over the power
quadrant and the pins in the control column and
rudder pedals. Due to the possibility of an
attempt to taxi or fly the airplane with the power
quadrant clamp removed and the control surface
lock pins installed, it is important that all three
locks be installed or removed at the same time,
never leaving the power quadrant unlocked
when
10 - 3
TIE-DOWN
Three mooring eyes are provided, one on each
wing and one on the tail. To moor the airplane,
chock the wheels fore and aft, install the control
lock and tie the airplane down at all three points.
Avoid over tightening the rear line and pulling
the nose of the airplane up so far that wind will
create lift on the wings. If extreme weather is
anticipated, it is advisable to nose the airplane
into the wind. Install engine inlet and exhaust
covers and pitot mast covers when mooring the
aircraft.
To tie down your aircraft securely, use the
following steps:
1.
2.
3.
4.
AIRCRAFT SERVICING
EXTERNAL POWER
The aircraft electrical system is protected against
damage from an external power source with
reversed polarity by a relay and diodes in the
external power circuit. The external power
receptacle is located just outboard of the nacelle
in the right center section. The receptacle is
designed for a standard AN type plug. To supply
power for ground checks or to assist in starting,
a ground power source capable of delivering a
continuous load of 300 amperes and up to 1000
amperes for .1 second is required. Observe the
following precautions when using an external
power source.
1.
10-4
2.
3.
BATTERY
The 24-volt Nickel-Cadmium battery or optional
Lead-Acid battery will provide years of reliable
service; however, careful maintenance is
required to obtain this service. Nickel cadmium
batteries are significantly different from lead
acid batteries. When service is required, it is
recommended it be serviced by qualified
personnel.
LANDING GEAR
TIRES
The 65-A90-1 & -4, approved at 10,200 lbs., is
equipped with 8.50 x 10, 10 ply, tubeless tires on
the main gear wheels and a 6.50 x 10, 6 ply,
tubeless tire on the nose gear.
CAUTION
Tires that have picked up a fuel or oil
film should be washed down as soon as
possible with a detergent solution to
prevent contamination of the rubber.
Maintaining proper tire inflation will help to
avoid damage from landing shock and contact
with sharp stones and ruts, and will minimize
tread wear. When inflating the tires, inspect them
for cuts, cracks, breaks, and tread wear. The main
tires should be inflated between 52 and 60 psi and
the nose tire between 50 and 55 psi.
SHOCK STRUTS
OIL SYSTEM
WARNING
Release the air pressure entirely
before removing the valve adapter.
With the airplane empty except for fuel and oil,
inflate the nose strut with dry air or nitrogen
until the piston is extended 3 to 3-1/2 inches and
the main strut until the piston is extended 3
inches.
BRAKE SYSTEM
Brake system servicing is limited primarily to
maintaining the hydraulic fluid level in the
reservoir mounted in the upper right corner of
the nose radio compartment. A dip stick is
provided for measuring the fluid level. When
the reservoir is low on fluid, add a sufficient
quantity of MIL-H-5606 hydraulic fluid to fill
the reservoir to the full mark on dipstick. The
CAUTION
Do not mix different brands of oil when
adding oil between oil changes, for
different brands of oil may be
incompatible because of the difference in
their chemical structure.
The oil tank is provided with an oil filler neck
and quantity dipstick cap which protrude
through the accessory gearcase at the eleven
oclock position. The dipstick is marked in U.S.
quarts and indicates the amount of oil required to
fill the tank. Access to the dipstick cap is gained
by opening the aft engine cowl. Service the oil
system with oil as specified in the Consumable
Materials Chart. Do not mix the oil brands. Oil
Tank capacity is 2.3 U.S. gallons with 5 quarts
measured on the dipstick as usable, for adding
purposes. When a dry engine is first serviced it
will require approximately 5 quarts in addition to
tank capactiy to fill the lines and cooler, giving a
total system capacity of 14 quarts. The engine
will trap approximately 1.5 quarts which cannot
be drained; therefore, when performing an oil
change, refill the system with 12 quarts and add
additional oil based on the dipstick reading.
CAUTION
Spilled oil should be removed
immediately to prevent possible tire
contamination or damage.
CAUTION
Ensure oil cap is properly in place: Loss
of oil due to improperly installed caps has
required engine shutdowns more than any
other reason.
10 - 5
1.
2.
3.
4.
5.
6.
7.
8.
FUEL SYSTEM
FUEL HANDLING PRACTICES
All hydrocarbon fuels contain some dissolved
and some suspended water. The quantity of
water contained in the fuel depends on
temperature and the type of fuel. Kerosene, with
its higher aromatic content, tends to absorb and
suspend more water than aviation gasoline.
Along with the water, it will suspend rust, lint
and other foreign materials longer. Given
sufficient time, these suspended contaminants
will settle to the bottom of the tank. However,
the settling time for kerosene is five times that of
aviation gasoline. Due to this fact, jet fuels
require good fuel handling practices to assure
that the 65-A90-1 & -4 is serviced with clean
fuel. If recommended ground procedures are
carefully followed, solid contaminants will settle
and free water can be reduced to 30 parts per
million (ppm), a value that is currently accepted
by the major airlines. Since most suspended
matter can be removed from the fuel by
sufficient settling time and proper filtration, they
are not a major problem. Dissolved water has
been found to be the major fuel contamination
problem. Its effects are multiplied in aircraft
operating primarily in humid regions and warm
climates.
Dissolved water cannot be filtered from the fuel
by micronic type filters, but can be released by
lowering the fuel temperature, such as will occur
Original: February 24, 1999
10 - 7
1.
2.
3.
4.
5.
6.
7.
NOTE
Servicing the nacelle tanks first prevents
fuel transfer through the gravity feed
interconnect lines from the tanks into the
nacelle tanks during fueling. If wing
tanks are filled first, fuel will transfer
from them into the nacelle tank leaving
the wing tanks only partially filled. Be
sure that nacelle tanks are completely
full after servicing the fuel system to
assure proper automatic fuel transfer
during flight operation. For a complete
list of recommended fuels, check the
Fuel Listings Chart.
CAUTION
Jet fuel spilled in ramp areas should be
removed immediately to prevent tire
contamination and subsequent tire
damage.
3.
INTENTIONALLY LEFT
BLANK
10 - 9
INTENTIONALLY LEFT
BLANK
INTENTIONALLY LEFT
BLANK
MISCELLANEOUS
MAINTENANCE
AIRCRAFT FINISH CARE
Urethane paint is used on the 65-A90-1 & -4. A
finish of this type is necessary because the
turbine oil used in the PT6A-20 engines will
damage enamel and lacquer finishes. Besides
forming a tougher protective film, it has a very
lustrous sparkle. A good coat of wax will aid in
protecting the surface from the elements. Any
good automotive polish or wax may be used on
the 65-A90-1 & -4.
INTERIOR CARE
2.
3.
4.
5.
6.
10 - 11
Designation
Product Name
Designation
Jet A
Jet A-1
Jet A
Jet A-1
Jet A
Jet A-1
Jet B
Jet A
Jet A-1
Jet B
BP TRADING CO.
BP A.T.K.
BP A.T.G
Jet A-1
Jet B
Jet A
Jet A-1
Jet A-1
Jet B
STANDARD OIL OF
CALIFORNIA
Chevron TF-1
Chevron JP-4
Jet A-1
Jet B
STANDARD OIL OF
KENTUCKY
Standard JF A
Standard JF A-1
Standard JF B
Jet A
Jet A-1
Jet B
Jet A
Jet A
Jet A
Jet A-1
Jet B
Jet A
Jet A-1
Jet A
Jet A-1
Jet B
TEXACO
Texaco Avjet K-40
Texaco Avjet K-58
Texaco Avjet JP-4
Jet A
Jet A-1
Jet B
Jet A
Jet A-1
Jet B
Jet A-1
Jet B
MOBIL OIL CO
Mobil Jet A
Mobil Jet A-1
Mobil Jet B
Jet A
Jet A-1
Jet B
Jet A
Jet B
Jet A
Jet A-1
10-12
NOTE
Jet A Aviation Kerosene type fuel with
-40oC (-40oF) Freeze Point.
Canada (Vender)
Imperial Oil Ltd.
NAME OF OIL
**Esso Aviation Turbo Oil 35
**Esso Turbo Oil 35
**Esso Turbo Oil 274
*Esso Turbo Oil 2380
**Aeroshell 750
Castrol Inc.
**Wakefield Castrol 98
**Turbo-S-1408 Improved
*Sinclair Turbo S Oil Type II
Texaco Inc.
**Castrol 98 U.K.
CAUTION
All PT6 engines are currently factory tested with 7.5 centistoke oil (**). If it is desired to operate on 5
centistoke oil (*) the engine must be flushed in accordance with the applicable Engine Maintenance
Manual. Do not mix different brands of oil when adding oil between oil changes for different brands of oil
may be incompatible because of the difference in their chemical structure.
10 - 13
307
Aisle Lights
1864
303
Compass Light
327
327
Edge Lights
D158-100-5T
327
327
327
327
Glareshield Lights
1864
327
A7512-24
AN3158-4
327
Reading Light
1495
G7740
A469B
327
Table Light
307
Taxi Light
4587
327
Threshold Light
313
A7079A24
327
327
327
327
327
327
327
Annunciator Lights
327
10-14
MATERIAL
ENGINE FUEL
(Recommended)
See FUEL BRANDS AND TYPE DESIGNATIONS Table
SPECIFICATIONS
2.
Engine Oil
3.
VV-L-800
4.
MIL-L7870
5.
MIL-G-7711
6.
MIL-G-23827
7.
MIL-L-3545
8.
MIL-G-21164
9.
10.
MIL-H-5606
11.
Lubricating Oil
12.
Solvent
12A.
Molybdenum Disuflide
MIL-M-7866
13.
Lubrication Grease
14.
MIL-L-25567
15.
MIL-O-27210
16.
MIL-G- 6711
1.
2.
10 - 15
LUBRICATION CHART
SHEET 1
10-16
SHEET 2
TABLE OF LUBRICANTS
LUBRICATION
SYMBOL
F-001
G-353
G-354
SPECIFICATION
TYPE OF LUBRICANT
DC550R
MIL-G-21164
MIL-G-23827
G-395
MIL-G-81322
GS-01
*MIL-G-7866
AND
TT-N-95
MIL-M-7866
AND
TT-N-95
**LPS3
MIL-L-7870
GS-02
L-001
0-001
LUBRICANT.
LUBRICATING OIL, GENERAL PURPOSE, LOW
TEMPERATURE.
0-155
MIL-L-6086
LUBRICATING OIL, GEAR, PETROLEUM BASE.
0-190
VV-L-800
LUBRICATING OIL, GENERAL PURPOSE
S-740
MIL-M-7866
MOLYBDENUM DISULFIDE, TECHNICAL
LUBRICATING GRADE.
*MIX 45 GRAMS S-740 WITH 1 POUND G-354.
**LPS RESEARCH LABORATORY, 1954 COTNER, LOS ANGELES, CALIFORNIA 90025.
NOMENCLATURE KEY
27. Elevator trim tab rod ends
1. Wheel bearings
28. Trim tab hinge
2. Landing gear grease fittings
29. Elevator hinge bearings
3. Landing gear door hinges and retract linkage
30. Rudder trim tab push rod end
4. Landing gear retract actuator jackscrew
31. Rudder trim tab actuator
5. Actuator support bearings
32. Rudder trim tab hinge
6. Landing gear retract actuator jackscrew
33. Door release mechanism
7. Steering idler arms
34. Aileron trim tab actuator
8. Landing gear grease fittings
35. Aileron bellcrank
9. Nose wheel steering mechanism
36. Landing gear grease fittings
10. Rudder pedals and bellcrank
37. Wheel bearings
11. Control column linkage
38. Landing gear retract grease fittings
12. Trim tab controls
39. Landing gear door hinges and retract mechanism
13. Engine controls
40. Propeller hub
14. Emergency landing gear retract mechanism
41. Lower pitch stop rod
15. Nose gear retract chain
42. Distributor valve
16. Landing gear retract clutch
43. Nose lower drag leg (DU) bushings
17. Landing gear motor spline and spur drive gears
44. Nose landing gear support (DU) bushings
18. Landing gear clutch fingers
45. Cockpit emergency entrance/exit hatch release
19. Landing gear retract shaft bearings
mechanism
20. Landing gear retract limit switch slide
46. Aileron trim tab actuating rod ends and trim
21. Aileron bellcrank
hinge
22. Flap actuator screw and piston
47. Aileron forward and aft push-pull rod end
22A. Flap actuator bearings
bearings
23. Flap motor and reduction gear
48. Control rods ends
24. Flap actuator 900 drive
25. Emergency exit door mechanism
49. Camplates and pins
26. Elevator trim tab actuator
50. Generator drive shaft spline
Original: February 24, 1999
10 - 17
SHEET 3
10-18
SHEET 4
10 - 19
SHEET 5
10-20
SHEET 6
10 - 21
SECTION XI
FAA AIRPLANE FLIGHT MANUAL
SUPPLEMENTS
TABLE OF CONTENTS
SUPPLEMENTS .......................................................................................................................................... 1
LOG OF REVISIONS.................................................................................................................................. 3
FAA Approved
Original: February 24, 1999
11 - 1
11 - 2
FAA Approved
Original: February 24, 1999
NOTE: Supplements applicable to equipment other than that installed may, at the discretion of the owner
operator, be removed from the manual.
FAA Approved
Original: February 24, 1999
11 - 3