Term
NOTE:
Check aircraft mod status/weight limits on next page before entering graph.
To prevent risk of tail tipping, CG must always remain forward of____MAC.
At aft CG positions, use the tail support strut during loading/unloading. |
|
Definition
|
|
Term
NOTE:
Refer to the applicable Weight and Balance Manual for additional specific
airplane loading limitations. |
|
Definition
|
|
Term
NOTE:
Some national regulations may require performance determined on a
different basis. |
|
Definition
|
|
Term
NOTE:
Some aircraft have placards installed in the cargo compartment which
illustrate a different weight. Company limitations supersede all other higher
weights as illustrated on the placards installed in the cargo compartment. |
|
Definition
|
|
Term
.
WARNING
IT IS PROHIBITED TO MOVE THE POWER LEVER(S) BELOW FLIGHT IDLE WHEN
AIRBORNE. IF THE PL IS MOVED BELOW FLIGHT IDLE WHEN AIRBORNE, THE
PROPELLER WILL GO INTO LOW PITCH ANGLE, THE PROPELLER SPEED WILL
INCREASE UNCONTROLLED WITH EXTREMELY HIGH DRAG, POSSIBLE
UNCONTROLLED FLIGHT, ENGINE SHUTDOWN AND POTENTIAL ENGINE DAMAGE
AND TOTAL LOSS OF ENGINE POWER. |
|
Definition
|
|
Term
NOTE:
Check aircraft mod status/weight limits on next page before entering graph. To prevent risk of tail tipping, CG must always remain forward of 47% MAC. At aft CG positions, use the tail support strut during loading/unloading. |
|
Definition
|
|
Term
NOTE:
Refer to the applicable Weight and Balance Manual for additional specific airplane loading limitations. |
|
Definition
|
|
Term
Note:
Some national regulations may require performance determined on a different basis |
|
Definition
|
|
Term
| Note: Some national regulations may require performance determined on a different basis |
|
Definition
|
|
Term
| Note: Some aircraft have placards installed in the cargo compartment which illustrate a different weight. Company limitations supersede all other higher weights as illustrated on the placards installed in the cargo compartment. |
|
Definition
|
|
Term
Warning:
IT IS PROHIBITED TO MOVE THE POWER LEVER(S) BELOW FLIGHT IDLE WHEN AIRBORNE. IF THE PL IS MOVED BELOW FLIGHT IDLE WHEN AIRBORNE, THE PROPELLER WILL GO INTO LOW PITCH ANGLE, THE PROPELLER SPEED WILL INCREASE UNCONTROLLED WITH EXTREMELY HIGH DRAG, POSSIBLE UNCONTROLLED FLIGHT, ENGINE SHUTDOWN AND POTENTIAL ENGINE DAMAGE AND TOTAL LOSS OF ENGINE POWER. |
|
Definition
|
|
Term
Engine Propeller
Power Setting TRQ
% ITT
°C Eng rpm
% Prop rpm Oil press psi
min-max (kPa) Oil temp
°C min- max 1) Oil press psi
min-max (kPa) Oil temp
°C
min-max 2) 6)
Take-off Power + APR or go-around power
107
3)
102
1396
30-100
(210-690)
35-122
25-140
(175-965)
45-77
(max. 5 min) 940
(max. 2 min) 107 950
Take-off Power
100 3)
101
1396
30-100
(210-690)
35-122
25-140
(175-965)
45-77
(max. 5 min) 917
(max. 2 min) 100 927
Max Continous (OEI)
100
940
102
1396 30-100
(210-690)
35-122 25-140
(175-965)
45-77
Transient except Take-off
(max 12 sec)
112
965
105
1572
Engine Start 965
Between Ground Idle and Flight Idle with propeller unfeathered
Min 950 4)
20-100
(140-690)
35-122 5)
25-140
(175-965)
max 77 |
|
Definition
| Note: The above chart shows the certificated limits; it must not be used for setting power. |
|
|
Term
NOTE:
The 1396 is a maximum prop RPM. Normal operating range is 1384-1396. An aircraft does not need to reach 1396 to be within service limits. It need only reach the normal range. |
|
Definition
1. Maximum 132°C allowed for 15 minutes.
2. Minimum oil temp. +25°C for ground operations, and after Takeoff for maximum 5 minutes.
3. Normal takeoff ITT may be exceeded in accordance with Supplement 24, “ITT Exceedance Program”.
4. Maximum 200 psi (1380 kPa) at starting and initial ground idle operation with extremely cold oil.
5. No operations above ground idle at 5-25 psi (35-175 kPa) and 140- 225 psi (175-1550 kPa).
6. Maximum 93°C allowed for 15 minutes.
7. Maximum continuous power may be used with both engines operating to exit severe icing conditions. |
|
|
Term
NOTE:
Minimum time between engine starts when starting subsequent engines is one minute. This applies to all start types. The one minute wait begins when the associated GEN light extinguishes following engine start and the subsequent engine start flow |
|
Definition
|
|
Term
NOTE:
Minimum oil temperature for engine start with type II oil is -40ºC (-40ºF). Mixing of Type I and II oils is allowed but not recommended. |
|
Definition
Type I Oils: Type II Oils:
BP Turbo Oil 2389 Aero Shell Turbine 500
Exxon Turbo Oil 2389 Castrol 205
Castrol 325 BP Turbo Oil 2380
Exxon Turbo Oil 2380
Mobil Jet II
Stauffer Jet II |
|
|
Term
NOTE:
The FUEL TEMP LOW light must be off for takeoff. |
|
Definition
|
|
Term
NOTE:
XFEED and CONN VALVE switches shall be OFF and CLOSED during takeoff and landing in normal operation. |
|
Definition
|
|
Term
NOTE 1:
This supersedes any relief provided by the Master Minimum Equipment List (MMEL) or Minimum Equipment List (MEL), which may be contrary to this requirement. |
|
Definition
|
|
Term
NOTE 2:
Minimum airspeed and autopilot/Flight Director limitations for icing conditions must be adhered to as long as operating in icing conditions. |
|
Definition
|
|
Term
NOTE:
As taxiing is not a function of aircraft performance, these limitations do not apply for taxi. Pilot judgment shall be used to determine limitations regarding maximum depth of contamination, braking action, and wind limitations for safe movement of the aircraft on ramps and taxiways. |
|
Definition
|
|
Term
NOTE:
If unacceptable propeller vibration occurs in the temperature range of
-10°C to -12°C SAT due to prop ice, use MAX as required until vibrations cease. Use caution in MAX mode as runback ice may occur. |
|
Definition
|
|
Term
NOTE:
Minimum airspeed and autopilot/Flight Director limitations for icing conditions must be maintained as long as: |
|
Definition
2.6.7-3. The OAT or SAT is +5 degrees C (plus 5 degrees C) or colder and there is any type of visible moisture present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, or ice crystals), or
4. Any amount of ice is observed on any part of the aircraft, or
5. It is not certain that there is no ice accumulation on the aircraft. |
|
|
Term
CAUTION:
The maximum operating speed VMO may not be deliberately exceeded in any regime of flight (climb, cruise, or descent) unless a high speed is authorized for flight test or Pilot training. |
|
Definition
|
|
Term
CAUTION:
Full application of rudder and aileron controls, as well as maneuvers that involve angles of attack near stall, must be confined to speed below VA. |
|
Definition
|
|
Term
NOTE:
Do not exceed 15° of bank prior to reaching VMM. Refer to Chapter 5: Performance / Weight and Balance, “Go-Around Performance Charts”– Table 5-33: Climb Limited Landing Weight for specific speeds. |
|
Definition
|
|
Term
| Warning:AVOID RAPID AND LARGER ALTERNATING CONTROL INPUTS, ESPECIALLY IN COMBINATION WITH LARGE CHANGES IN PITCH, ROLL, OR YAW (E.G., LARGE SIDESLIP ANGLES) AS THEY MAY RESULT IN STRUCTURAL FAILURES AT ANY SPEED, INCLUDING BELOW VA. THIS DOES NOT PRECLUDE A RAPID AND LARGE INPUT WHEN NECESSARY, E.G., AT AN ENGINE FAILURE. |
|
Definition
|
|
Term
NOTE:
Attempt to maintain this speed in rough air. This is not a minimum speed, but rather an optimum speed for both stall buffer and structural protection. |
|
Definition
|
|
Term
NOTE:
These speeds already include an increment for maneuvering up to 30 degrees of bank.
If a lower airspeed must be used to exit the icing conditions, “Enroute Climb Speed - with residual airframe and propeller ice” (VCLEAN +15) may also be used for flaps 0 climb (No Maneuvering). |
|
Definition
|
|
Term
NOTE:
To help prevent premature brake wear, use power to control speed. DO NOT RIDE THE BRAKES.
Use the Brake Cooling Time Chart and examples, on the next couple of pages, when excessive braking has been used. As always, contact Maintenance Control for brake time cooling |
|
Definition
|
|
Term
NOTE:
Flight Director must be on prior to engaging the autopilot. |
|
Definition
|
|
Term
CAUTION: C
Holding with flaps extended is prohibited. |
|
Definition
|
|
Term
NOTE:
The Terrain Awareness Display is intended to serve as a situational awareness tool only. It does not have the integrity, accuracy or fidelity on which to solely base decisions for terrain or obstacle avoidance. |
|
Definition
|
|
Term
NOTE:
Grooved runways need not be considered contaminated when wet. |
|
Definition
|
|
Term
NOTE:
Reduced takeoff power used on a wet runway must not be based on the V1 reduction method in the basic AFM. |
|
Definition
|
|
Term
NOTE:
This was demonstrated on a dry runway and found not to be limiting, however, all Company operations use a steady crosswind component of 35 knots as a limitation. |
|
Definition
|
|
Term
All icing detection lights must be operative prior to flight into icing conditions at night.
NOTE:
This supersedes any relief provided by the Master Minimum Equipment List (MMEL). |
|
Definition
|
|
Term
NOTE 3:
Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. |
|
Definition
|
|
Term
NOTE 2:
Operators must initiate action to notify and ensure that Flight Crewmembers are apprised of this change. |
|
Definition
|
|
Term
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 (b) 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 |
|
Definition
Compliance: Required as indicated, unless accomplished previously.
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. |
|
|
Term
| 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. |
|
Definition
|
|
