beechcraft king air c90 g-vbcd operations manual version 1.12 – 9 march 2014
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Beechcraft King Air C90 G-VBCD OPERATIONS MANUAL Version 1.12 – 9 March 2014 1981 Model Year, Serial Number LJ-972 - PowerPoint PPT PresentationTRANSCRIPT
V1.12 – 9 Mar 2014
Beechcraft King Air C90G-VBCDOPERATIONS MANUALVersion 1.12 – 9 March 2014
1981 Model Year, Serial Number LJ-972Incorporates AFM updates and supplements to March 2014, including Blackhawk XP STC (PT6A-135A engine installation), Blackhawk XLR STC (wing locker fuel tank installation), Raisbeck EPIC STC, 10,500lb MTOM STCEmpty (Aircraft Prepared for Service) Mass and Balance measured July 2011
This document is for information onlyCompliance with the PRNAV procedures in this manual is a requirement of the UK general approval for non-AOC operators (reference ORS4-959)
V1.12 – 9 Mar 2014
Revision Log
Date Version Note of Revisions Signed
1 Feb 2014 1.1First issue of final Ops Manual following trial use of v1.0
23 Feb 2014 1.11NP6 amend to include Departure BriefEP6 amend to include check of Starter if Gen failed
9 Mar 2014 1.12
NP6 Governor test RPM amend to 1750EP6 Crossfeed proc item 4 addedEP7 Avionics Power fail proc addedOperating Manual Notes: Cold Temperature limitations added
V1.12 – 9 Mar 2014
GENERAL INFORMATION
NORMAL PROCEDURES
EMERGENCY PROCEDURES
OPERATING INFORMATION
V1.12 – 9 Mar 2014
General Information
Owner and Operators
EGHH and EGLK Contact Details
Flight Plan filing
CAMO
Intentionally blank in this version
Intentionally blank in this version
Intentionally blank in this version
Intentionally blank in this version
V1.12 – 9 Mar 2014
Flight Plan information
PRIORITY ADDRESSEE(S)
<<≡ FF →
<<≡FILING TIME
→ <<≡
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR
3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION
<<≡ (FPL − G V B C D − − G <<≡
9 NUMBER TYPE OF AIRCRAFT WAKE TURBULANCE CAT.
− B E 9 L / L SDFGRY / S <<≡
− <<≡
ROUTE
− N 0 2 5 0 →
<<≡
13 DESTINATION AERODROME 2ND. ALTN AERODROME
− → → <<≡
18 OTHER INFORMATION
− PBN/B2D2S1 NAV/SBAS
) <<≡
19 ENDURANCE EMERGENCY RADIO
PERSONS ON BOARD UHF VHF ELBA
−E/ →P/ →R/ U V E
SURVUVALEQUIPMENT POLAR DESERT MARITIME J UNGLE J ACKETS LIGHT FLUORES UHF VHF
→ S P D M J → J / L F U V
DINGHIES CAPACITY
ORIGINATOR
8 FLIGHT RULES TYPE OF FLIGHT
15 CRUISING SPEED LEVEL
HR.MINTOTAL EET
TIME
10 EQUIPMENT
ALTN AERODROME
13 DEPARTURE AERODROME
COLOUR
SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)
HR.MIN
Item 8I—IFR, V—VFRY—IFR then VFR, Z—VFR then IFRIn item 15, specify transition point
Item 15Speed or altitude change—enter the point followed by a slash and new speed or altitude (e.g., LN/N0200A045).
Flight rule change—enter the point/designator followed by a space and the new flight rule (e.g., LN VFR, LN/N0200A045 IFR, etc.).
Item 18 (from Nov 12)For PBN capability enter PBN/B2D2S1
•B2 - RNAV 5 GNSS•D2 - RNAV 1 GNSS•S1 - RNP APCH
For SBAS enter NAV/SBAS
Item 10 SDFGRS/S S for VHF, VOR, ILS B for LPV (APV SBAS) – not at presentD for DME, F for ADF, G for GNSSR for PBN approved (see Item 18)Y for 9.33kHz/S for Mode S
V1.12 – 9 Mar 2014
Specs & Limitations (see AFM)
ENGINE OILTotal capacity 14 qts each engineRefill capacity 12.5 qts each engineOperating level 9.5 – 12.5 qts each engine
FUELMinimum fuel for take-off 265lbs per wing & above yellow arcApproved Fuel: Jet A, A-1, B and JP4,5Capacity: Mains plus Locker 384 USg plus 78USg; total 462 USg
1454litres plus 295litres; total 1749litres2570lbs plus 520lbs; total 3090lbs
Quantities are Useable. Anti-ice additive not req’d. See AFM for use of Avgas.
TIRE PRESSURES 51-55 psi Nose, 67-73 psi Mains(*)(* 10 ply tires fitted, required for operation at increased MTOM 10,500lbs)
MAXIMUM OPERATING ALTITUDEMaximum 30,000’Without Oxy equipment 25,000’
Above 25,000’, all occupants must have a 10min Oxy supply availablePressure Differential 0-4.7 PSI normal, 4.7 PSI max
V1.12 – 9 Mar 2014
G-VBCD Preflight Planning SheetG-VBCD P reflight P lanning Sheet CHECK
Mass and BalanceEmpty Mass 6840 lbs Max Ramp Mass 10560 lbs Full Mains = 2570lbs MassFuel Max Take-off Mass 10500 lbs Mains & Locker = 3090 lbsCrew & Pax Max Landing Mass 9700 lbsBaggage Max Zero Fuel Mass 9000 lbs Balance
subtotal CoG Calculated: Total Guidelines met: 1. Crew mass below 450lbs, min 20lbs aft, no fw d bags
2. Mass in Side facing seat and aft area <300lbsDeparture Runway If Guidelines are met and MTOM is below Max, CG is w ithin limints
Length Available Reqd: Take-Off to 50' @10500lbs , 25C, 2000' elev T-O to 50'2450'
Temp Reqd: Accelerate Stop Ac cel. StopWind 4500'Elevation
Reqd: Accelerate Go Ac cel. Go3600'
Fuel ReservesEndurance Assume 700lbs first hour inc. Taxi, T/O and Climb VFR
Assume 500lbs/hr Cruise ETE + 60minsETEAlternate If 60min Final Reserve not available IFR
then calculate Fuel Plan (see Ops Man) ETE + Alternate + 60mins
Destination and Alternate Weather (EU OPS) Destination F'cast AOM Alternate F'cast AOM Destination > AOMCeilingVisibility OR
Alternate > AOMor Destination VMC +/- 2hrs
Arrival Runway
Length Available @9700lbs , 25C, 2000'elev Landing over 50'Destination 2300'Alternate Landing over 50', no Prop Revrs
Other Compliance RequiredAircraft
CoA, CoR All CompliantNoise CertificateVAT docs, Intercept procedures CrewARC and Phase Inspections EASA Pilot LicenceInsurance current EASA BE90/200 TR/IR currentDatabases current Passport or Photo IDPrivate Ops only, non-RVSM 24mth EASA Class 2 MedicalRNAV1 & PRNAV Compliant 90 day 3 landing rule for pax
V1.12 – 9 Mar 2014
GENERAL INFORMATION
NORMAL PROCEDURES
EMERGENCY PROCEDURES
OPERATING INFORMATION
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 1
Air Minimum Control Speed (VMCA)……….
Vr and V1………………….........................Initial Climb (2 Engine, Vy)……………… Intentional One Engine InoperativeSpeed (VSSE) ............................................ Two-engine Best Angle-of-Climb (Vx)…….Two-engine Best Rate-of-Climb (Vy)……
Maximum Maneuvering Speed (VA)……… Turbulent Air Penetration ..........................
Landing Approach VREF…….....…..……..ICAO Approach Category…………………..Balked Landing Climb .............................. Maximum Demonstrated Crosswind……… Cruise Climb:
Sea Level to 10,000 feet……………10,000 to 20,000 feet……………….20,000 to 25,000 feet……………….25,000 to 30,000 feet……………….
Vmo Max Operating Speed………………..Vfe Max Flaps Extended……………………
Vlo Max Gear Operation……………….......
Vle Max Gear Extended……………………Vso (bottom of White Arc)………………….Vs1 (bottom of Green Arc)…………………
Airspeeds for Normal Operation
90 KIAS
95 KIAS110 KIAS
97 KIAS
100 KIAS110 KIAS 170 KIAS 160 KIAS 100 KIASB95 KIAS 25 KIAS
150 KIAS140 KIAS130 KIAS120 KIAS
208 KIAS178 KIAS (APP, 35%)130 KIAS (FULL, 100%)156 KIAS – Extend130 KIAS – Retract156 KIAS76 KIAS89 KIAS
Amended by Operator with 10KIAS increment over AFM due PT6A-135A observed performance
V1.12 – 9 Mar 2014
1. Aft area………………….. LIFERAFT & 1ST AID KIT 2. Cabin……………………. LIFEJACKETS, OXY MASKS & AMENETIES 3. Fwd Partition...…………. TECH LOG & AFM 4. Cockpit………………….. OXY MASKS, FIRE EXTING, TORCH
Cabin Checks
• Locker Fuel Tank CHECK• Flaps………… CHECK• Aileron and Tab CHECK• Wing Tip (Lights) CHECK• Stall Warning… CHECK• Deice Boot…….. CHECK• Chocks…………REMOVE• Wing Fuel Tank…CHECK• Outboard Wing Sump
……………....DRAIN• Wheel Well Sump DRAIN• Landing Gear….. CHECK• Boost Pump Sump DRAIN
• Propeller………CHECK• Engine Air and Oil Cooler
Intakes…………CLEAR Ice Vane……….CHECK
• Engine Boot......CHECK• Engine Oil……..CHECK• Fuel Filter….…..DRAIN• Cowling………...CHECK• Nacelle Fuel Tank ………………CHECK• Heat Exchanger CLEAR• Transfer Pump Sump
…………………DRAIN• Antennas and Beacon
…………………CHECK
• Ram Air Inlet…...CLEAR• Baggage Door.SECURE• Air Con Ducts….CLEAR• Nose Gear……..CHECK• Landing &Taxi Lights
…………….CHECK• Pitot Covers…REMOVE• Windshield Wipers …………….CHECK
• Transfer Pump Sump …………………DRAIN
• Heat Exchanger CLEAR• Nacelle Fuel Tank ………………CHECK• Propeller………CHECK• Engine Air and Oil Cooler
Intakes…………CLEAR Ice Vane……….CHECK
• Engine Boot......CHECK• Engine Oil……..CHECK• Fuel Filter….…..DRAIN• Cowling………...CHECK
• Oxygen Door …..SECURE• Static Ports…….CLEAR• Access Panels…SECURE• Deice Boots…….CHECK• Elevator…………CHECK• Fin fittings………CHECK• Static Ports…….CLEAR
External inspection
1
2
3
4
6
• Boost Pump Sump DRAIN• Landing Gear….. CHECK• Wheel Well Sump DRAIN• Outboard Wing Sump
………………DRAIN• Wing Fuel Tank... CHECK• Chocks…………REMOVE• Deice Boot…….. CHECK• Wing Tip (Lights) CHECK• Aileron and Tab CHECK• Flaps………… CHECK• Locker Fuel Tank CHECK
5
NORMAL PROCEDURES 2
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 3
1. Cabin Door LOCKED2. Baggage SECURE (Mass & Balance checked)3. Emergency Exit SECURE4. Seats & Harnesses POSITIONED; UPRIGHT, FASTENED5. Passengers BRIEFED
6. Parking Brake SET7. Control Locks REMOVE8. Pedestal Circuit Breakers IN9. Overhead Panel CHECK10. Oxygen Control ON then OFF11. Oxygen System Pressure CHECK12. Emergency Static Air Valve NORMAL13. Right Circuit Breaker Panel CHECK14. Cabin Temp Mode OFF; Vent Blower AUTO, Elec’ Heat OFF15. Landing Gear Handle DOWN16. Condition Levers CUT OFF17. Propeller Levers FULL FORWARD or FEATHER18. Power Levers IDLE19. Engine Ice Vanes EXTENDED (handles pulled out)20. Left Subpanel Switches OFF
21. Start Clearance Battery & Avionics ON, as req'd, then OFF
22. Fuel Panel CHECKa. Circuit Breakers IN
*b. Fuel Valves (Firewall) CLOSED *c. Crossfeed OPEN, FUEL CROSSFEED lit, CLOSED
d. Boost Pumps ON (listen for operation)
23. Battery Switch ON, check FUEL PRESSURE lights one. Fuel Valves (Firewall) OPEN, check FUEL PRESSURE lights offf. Fuel Quantity CHECK
*g. Transfer Pumps ON (listen for operation), then OFF
24. Locker Fuel Panel Switches OFF, CBs in, Test Lights
25. Voltmeters CHECK Battery Volts 26. Cabin Sign Switch NO SMOKE & FSB
Before Starting Engines
*May be omitted at Pilot’s discretion for quick turnaround
No voltage on one side indicates current limiter out
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 4
External lights ON as required1. Right Ignition Start Switch ON, RH ING IND on……….after Ng rpm stabilizes for 5s, 12% minimum;17% normal2. Right Condition Lever LOW IDLE 3. ITT and Ng MONITOR ITT 1090°C maximum……….at Ng 60% or above4. Right Start Switch OFF5. Right Condition Lever HIGH IDLE if required6. Right Generator ON unless external power is used7. Right Oil Pressure CHECK correct indication if prop unfeathered
……...after Right Generator load falls below 50%8. Right Generator OFFNote LJ972 AFM: If req’d, Left Engine may be started with Right Generator ON,or Right Generator may be turned ON after the LH Start Switch is engaged
9. Left Start Switch ON, LH ING IND on……….after Ng rpm stabilizes for 5s, 12% minimum;17% normal2. Left Condition Lever LOW IDLE 3. ITT and Ng MONITOR ITT 1090°C maximum……….at Ng 60% or above4. Left Start Switch OFF5. Left and Right Generators BOTH ON unless external power is used6. Left Oil Pressure CHECK correct indication if prop unfeatheredExternal Power disconnect and Engine Clearing – see Normal Procedures 9
Engine Starting
1. Transfer Pumps ON2. Crossfeed Switch AUTO3. DC Volt and Loadmeters CHECK4. Inverter CHECK BOTH and SELECT inverter5. Avionics Master Switch ON6. Lights AS REQUIRED7. Fuel Control Heat ON8. Cabin Temp and Mode AS REQUIRED (observe gauge limits)9. Annunciator Lights TEST then CLEAR
After Engine Starting
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 5
1. Engine Ice Vanes CHECK EXTENDED (handles pulled out)2. Baro setting ATIS copied, G600 and Altimeter SET 3. GTN650 Self-test & database CHECK4. Other Instruments CHECK5. Propellers Max RPM, Prop Sync OFF6. Brakes CHECK
7. Parking Brake SET2. Boost Pumps and Auto Crossfeed
a. Left Boost Pump OFF LH FUEL PRESS off, FUEL CROSSFEED on
b. Left Boost Pump ONc. Crossfeed CLOSED then AUTOd. Right Boost Pump OFF
RH FUEL PRESS off, FUEL CROSSFEED one. Right Boost Pump ONf. Crossfeed CLOSED then AUTO
3. Avionics and RadarCHECK, radar to STBY if reqd4. Pressurization SET switch, rate knob & Alt to Cruise +500’5. Autopilot CHECK, then OFF6. Electric Elevator Trim CHECK
a. Tab Control Switch ONb. Pilot's and Co-pilots' Switches CHECK OPERATIONc. Trim Disconnect CHECK DEACTIVATION OF SYSTEMd. Tab Control Switch OFF then ON
7. Trim Tabs SET8. Flaps CHECK AND SET UP9. Flight Controls CHECK 10.Autofeather TEST at Lo Idle then ARMAutofeather test: Set Power to 500 ft-lbs, hold test switch
L AUTOFEATHER and R AUTOFEATHER IlluminatedIndividually each engine: Retard power, @400ft-lbs opposite annunciator extinguishes
@260lbs, both annunciators extinguish and prop feathers11. Manual Prop Feathering CHECK at Lo Idle
Before Taxi
Before Take-Off
Continue with item 12, “Before Take-Off CONTINUED” procedure
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 6
12. Run-Up TEST *a. Propeller Controls Fully FWD, Max RPMb. Power Levers IDLEc. Governor Test Switch HOLD in TEST positiond. LH Power Lever Increase RPM to 1750, stabilizee. LH Power Lever Advance, check 1750rpm maintainedf. Governor Test Switch Releaseg. LH Prop Lever Retard then fully FWD to checkh. Vacuum and Pneumatic CHECK Gauge pressurei. LH Engine Ice Vane RETRACT, check Torque drop, EXTENDj. LH Power Lever IDLE Repeat steps c-j for RH Engine
13. Friction Locks SET14. Fuel System Boost & Transfer Pumps ON
Crossfeed AUTO, recheck Quantity15. Instruments CHECK16. Auto Ignition ARM17. Autofeather ARM18. Bleed Air Valves OPEN
19. IFR Departure Checks after clearance copieda. HDG bug SET to runway headingb. Departure procedure LOADED, CHECKEDc. G600 CDI mode SET, CDI on initial trackd. Altitude Selector SET to cleared levele. Baro SET, to 1013 if cleared to FLf. TOGA switch PRESS, check Flight Director cue
>>> Departure Brief (Wx, Wind & Temp, Distances, Vr, V1, Alternate)After Line-Up Clearance
20. Ice Protection ON (Hot 5, Windshield and as reqd)21. Landing Lights ON
Before Take-Off CONTINUED*May be omitted at Pilot’s discretion for quick turnaround
1. Power Levers ADVANCE, limit to 1520 ft-lbs Torque2. Rotate at 95 KIAS3. Landing Gear RETRACT with positive climb
Take-Off
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 7
1. Climb Power SET 1300 ft-lb2. Propeller 1900 RPM, Sync ON 3. Alt Selector SET and ARM4. Baro setting CHECK5. Landing Lights OFFwhen workload permits
6. Autofeather Switch OFF7. Auto Ignition OFF when not in visible moisture8. Engine Ice Vanes RETRACT when not in visible moisture9. Engine Instruments MONITOR10. Cabin Sign AS REQUIRED11. Pressurization CHECK, SET rate as desired
Climb
1. Pressurization SET rate & outer scale to Field Elev +500’2. Altimeters CHECK, SET Baro3. Altitude Selector SET and ARM4. Ice Protection As required
Descent
Cruise1. Altitude CHECK2. Power SET3. Gauges CHECK (Fuel, Battery, Engine, Press’n)4. Ice Protection CHECK and SET as required5. Navigation Update avionics as appropriate6. Communication As appropriate7. Weather Radar, Stormscope, ATIS as appropriate
1. Radios SET, copy ATIS2. Arrival and Approach LOAD procedure, BRIEF3. Altimeters CHECK, SET Baro4. Pressurization CHECK5. Ice Protection As required6. Fuel CHECK7. Cabin Secure, Seat back & Harnesses, Sign
Arrival
CAUTIONAlt Selector and Autopilot are coupled to analogue P1 Altimeter, not G600
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 8
1. Engine Ice Vanes EXTEND2. Auto Ignition ARM3. Auto Feather ARM4. Propeller 1900 RPM5. Prop Sync OFF6. Pressurization CHECK7. Flaps APPROACH (below 178 KIAS)
Initial Approach
1. TOGA switch PRESS2. Power Levers MAX POWER (1520 lbs-ft)3. Airspeed 95 KIAS or above4. Flaps UP5. Gear UP
Go-Around
Final Approach and Landing1. Landing Gear DOWN (below 156 KIAS) 3 GREENS2. Landing Lights ON3. Ice CHECK4. Condition Levers LO or HIGH IDLE as required5. Propellers MAX RPM6. Power Levers SET
When Landing Assured FLAPS DOWN FULL (below 130 KIAS)
After Landing POWER in BETA or REVERSE as reqd
1. Lights Landing OFF, Taxi ON2. Auto Ignition OFF3. Auto Feather OFF4. Ice Protection OFF, Engine Ice Vanes stay EXTENDED5. Flaps UP6. Trim SET7. Electrical load Observe Limits
After Landing
V1.12 – 9 Mar 2014
1. Parking Brake SET2. Transfer Pumps OFF3. Crossfeed CLOSED4. Inverter OFF5. Avionics Master Switch OFF6. Subpanel Switches OFF7. Cabin Mode Control OFF8. Blower AUTO9. Bleed Air Valves CLOSED10. Oxygen Supply Control OFF11. ITT BELOW 585°C FOR ONE MINUTE
12. Propellers FEATHERED13. Condition Levers CUT-OFF14. Boost Pumps OFF below 10% Ng or less15. DC Volt Loadmeters CHECK VOLTAGE (No voltage on one side indicates current limiter out)18. Battery and Generators OFF
19. Tech Log UPDATE20. Control Lock FIT only if aircraft will not be towed21. Cabin Lights CHECK OFF22. External Covers & Chocks INSTALL as required
NORMAL PROCEDURES 9
External Power (if used) DISCONNECT, access door SECUREDRight Generator ONBattery Condition CHECKLeft Generator ON
Engine ClearingCondition Lever CUT-OFFIgnition and Engine Start Switch OFFBattery Switch ONBoost Pump ONIgnition and Engine Start Switch STARTER ONLY (min of 15 seconds)Ignition and Engine Start Switch OFFBoost Pump OFF
Shutdown and Securing
Other Normal Procedures: After Start
V1.12 – 9 Mar 2014
NORMAL PROCEDURES 10
• This aircraft has navigation equipment installed and approved for PRNAV & RNAV 1• This procedures on this page have been written in accordance with JAA TGL10• When these procedures are used, and when the Pilot-in-Command has had suitable
ground training in accordance with TGL10, for Private (non-AOC) operation the aircraft is PRNAV and RNAV 1 compliant through the provisions of UK CAA ORS4-959
• The ICAO FPL codes are thus Item 10: SBDFGR/S Item 18: PBN/B2D2S1 NAV/SBAS• Jeppesen hold a Type 2 LoA for the databses used in the GTN650s, thefore databse
integrity checks for private operation are not required other than as detailed below
RNAV 1 or PRNAV Operating Procedures
1. Check NOTAMs for EGNOS and GPS serviceability and coverage2. Check currency and coverage of GTN650 databases
A. Pre-Flight (in addition to Normal Procedures)
1. Check both GTN650s self-test and check WAAS enabled2. IF WAAS/EGNOS unavailable, perform GTN650 RAIM prediction3. Enter Flight Plan and select Departure Procedure4. Crosscheck procedure legs listed in the GTN650 with Jeppesen chart5. Select GPS CDI mode in G600, check CDI slews to first track6. Perform GPS position check on runway After take-off
• Monitor tracking on G600 CDI scale (1nm) and GTN650 Integrity Annunciator• Crosscheck RNAV guidance with conventional aids
B. Before Take-Off (in addition to Normal Procedures)
1. Select and load the Arrival Procedure in GTN650 #12. Crosscheck Procedure map display with Jeppesen charts3. Select GPS CDI mode in G600, check CDI slews to first track4. Prepare and brief the alternative non-PRNAV procedure5. Complete gross error check using radio navaids6. Monitor tracking on G600 CDI scale (1nm) and GTN650 Integrity Annunciator
C. Arrival (in addition to Normal Procedures)
RNAV 1 Capability Failure (eg. LoI alert)Total failure of one GTN650 1. Revert to the working GTN650 2. Notify ATC
In the event of an LoI alert, monitor the GTN650s for 1 minute, then initiate the procedures below
Loss of Integrity or other loss of RNAV 1 capability in both GTN650s 1. Select radio navigation aids and CDI source 2. Cancel GPS Roll Steer mode if engaged 3. Advise ATC and continue with non-RNAV procedure or as directed
V1.12 – 9 Mar 2014
Locker useable fuel quantity is 260lbs (148l) per tank, total 520lbs (296l)
CAUTIONDo not transfer fuel from either Locker Tank when there is less than 400lbs of available fuel space in each Wing Tank
Avoid partial transfer of Locker fuel
Max lateral imbalance of combined Main and Locker fuel is 200lbs
LH and RH transfer should be concurrent to avoid imbalance
If Locker Fuel quantity is uncertain; complete the fuel transfer, or drain or fill the tanks so that they are known to be full or empty
1. Fuel Gauges CHECK >400lbs space each Wing tank
2. Locker Fuel Pumps L & R both ON3. LOCKER PUMP ON Lights L & R both continuously illuminated
4. Wing Fuel Quantity Monitor L & R Fuel Gauges for increase5. Timing Note, transfer takes ~20mins
6. When L & R NO LOCKER XFR lights have illuminated:a. Locker Fuel Pumps L & R both OFFb. Annunciators CHECK all OFFc. Fuel gauges CHECKd. Flight planning CHECK range and endurance
7. Verify fuel state is consistent with successful transfer by correlating fuel gauge readings before and after transfer with engine fuel burn during transfer. Record Locker Tanks as empty in aircraft Tech Log
NORMAL PROCEDURES 11
XLR Fuel Locker Notes
Locker Fuel Transfer
“NO LOCKER XFR” Light IlluminationIf the “NO LOCKER XFR” light illuminates other than upon expected completion of a transfer, it is most likely that the illuminated-side pump has failed, or the system has clogged or a fuel leak has occurred:1. Locker Fuel Pumps L & R both OFF2. Fuel gauges CHECK3. Flight planning RE-VERIFY range and endurance
V1.12 – 9 Mar 2014
Limitations:
NORMAL PROCEDURES 12
KFC250 Autopilot Operating Notes (see AFM Supp for full detail)
KFC250 Autopilot Emergency Procedures
1. Engage Procedure: use the Mode Controller in center pedestal• Select the FLT DIR mode• Push the AP engage lever to ON
2. Disengage Procedure• Hold control wheel firmly, and monitor FD for unsatisfied commands or pitch mis-trim• Push the Pilot’s AP YD DISC/TRIM INTRPT switch
3. ALT HOLD operation• Press ALT switch on Mode Controller, observe ALT annunciator• Pressure altitude from P1 analogue altimeter at time of engagement will be held• Alternatively, use KAS297 ALT SELECT and ARM functions
4. ALT HOLD level change• In ALT mode, press & hold the VERTICAL TRIM switch on the mode controller to climb
or descend ~600fpm and hold altitude at moment of switch release• Or, disengage ALT mode, enter climb or descent using VERTICAL TRIM and capture
new altitude manually or with ALT SELECT and ARM5. GPS Roll Steer Operation
• The Roll-Steer Selector/Annunciator left of the G600 toggles the autopilot’s HDG error source in HDG mode between the G600 heading bug and the roll steer output of the GDU620 when GPS1 or GPS2 source is displayed
• Roll-Steer mode is indicated by the GPSS symbol on the left edge of the G600 PFD
6. NAV or APPR mode operation • Select Nav source on G600 using CDI key, set desired course with CRS key• Press NAV or APPR mode to intercept course and observe ARM annunciator• Note CPLD annunciator when course intercepted and tracking coupled
7. GS operation – only in APPR CPLD operation with BCK CRS mode OFF• GS CPLD mode automatically engages intercepting a valid glideslope signal• GS CPLD mode disengages when any other vertical mode is selected
i. Autopilot operation is permitted up to Vmo (208 KIAS)ii. Do not use the autopilot below the following altitudes: Approach: 200ft AGL Climb: 500ft AGL Other: 1000ft AGLiii. Do not use the autopilot or yaw damper during take-off or landing
EMERGENCY DISENGAGE OF AUTOPILOT AND ELEC TRIM1. Control Wheel HOLD FIRMLY2. AP YD DISC/INTRPT button PRESS AND HOLD, re-trim manually3. Avionics Master switch OFF, AP YD DISC/INTRPT button
RELEASE4. AP TRIM circuit breaker PULL5. Avionics Master switch ONENGINE FAILURE6. Disengage Autopilot, follow appropriate Emergency Procedure7. Aileron and Rudder axes must be manually trimmed before Autopilot
engagement in One Engine Inoperative flight
V1.12 – 9 Mar 2014
GENERAL INFORMATION
NORMAL PROCEDURES
EMERGENCY PROCEDURES
OPERATING INFORMATION
V1.12 – 9 Mar 2014
EMERGENCY PROCEDURES 1
Emergency Airspeeds
ENGINE FAILURE AFTER TAKE-OFF – insufficient runwayPitch UP > Power UP > Flap UP > Gear UPMaintain 100 KIAS and control yawIdentify failed engine – power lever IDLEShutdown failed engineEMERGENCY ENGINE SHUTDOWN in the event of:
Engine Failure in flightEngine Fire in flightEngine Torque increase – uncontrolled, in ground or flightIllumination of CHIP DETECT annunciator
Affected Engine:1. Condition Lever CUT-OFF2. Propeller Lever FEATHER3. Fuel Firewall Valve CLOSED4. Secure inoperative engine:
a. Bleed Air Valve AS REQUIREDb. Engine Auto Ignition OFFc. Boost Pump OFFd. Fuel Transfer Pump OFFe. Crossfeed CLOSEDf. Generator OFFg. Fuel Control Heat OFFh. Autofeather OFFi. Propeller Synch OFF
5. Electrical Load MONITOR
Engine Failure
Air Minimum Control Speed (Vmca)…………..Intentional Single-Engine Speed (Vsse) ........Single-engine Best Angle-of-Climb (Vxse)…….Single-engine Best Rate-of-Climb (Vyse)…Maximum Maneuvering Speed (Va)………… Turbulent Air Penetration .............................Maximum Range Glide Speed……...……….
90 KIAS97 KIAS100 KIAS110 KIAS170 KIAS 160 KIAS100 KIAS
V1.12 – 9 Mar 2014
1. Power Levers IDLE2. Brakes As Required
If insufficient runway remains for stopping:
3. Condition Lever CUT-OFF4. Fuel Firewall Valve CLOSED5. Master Switch STARTER ONLY6. Boost Pumps OFF
EMERGENCY PROCEDURES 2
Engine Fire on GroundAffected Engine:1. Condition Lever CUT-OFF2. Fuel Firewall Valve CLOSED3. Starter Switch STARTER ONLY4. Boost Pump OFF5. Fuel Transfer Pump OFF6. Crossfeed CLOSED
Engine Failure During Ground Roll
1. Reduce power on operative engine as req’d to maintain control2. Lower nose to accelerate above minimum control speed3. Adjust power as required4. Secure affected engine as per EMERGENCY ENGINE SHUTDOWN
Engine Failure In-Flight below Vmca 90KIAS
1. Power Lever IDLE2. Propeller DO NOT FEATHER3. Condition Lever CUT-OFF
4. Conduct AIR START procedures – see EMERGENCY PROCEDURES 3
Flame-Out of Operating Engine during One-Engine Inoperative Flight
V1.12 – 9 Mar 2014
EMERGENCY PROCEDURES 3
Air Start – STARTER ASSIST1. Electrical Load REDUCE (eg. Radar, Anti Ice, Cabin Temp Mode OFF)
2. Power Lever IDLE3. Condition Lever CUT-OFF4. Fuel Panel CHECK
a. Fuel Firewall Valve OPENb. Boost Pump ONc. Transfer Pump ONd. Crossfeed AUTO
5. Start Switch ON (up) Check IGNITION light ON6. Condition Lever LOW IDLE (8 seconds after start switch ON)7. Start Switch OFF (Ng above 51%)8. Generator RESET momentarily, then ON9. Propeller AS REQUIRED10. Power Lever AS REQUIRED11. Fuel Control Heat ON12. Electrical Equipment AS REQUIRED
Air Start – WINDMILLING ENGINE AND PROP1. Electrical Load REDUCE (eg. Radar, Anti Ice, Cabin Temp Mode OFF)
2. Power Lever IDLE3. Propeller MAX RPM4. Condition Lever CUT-OFF5. Fuel Panel CHECK
a. Fuel Firewall Valve OPENb. Boost Pump ONc. Transfer Pump ONd. Crossfeed AUTO
5. Generator (Inop Engine) OFF6. Airspeed ABOVE 140 KIAS7. Altitude BELOW 20,000 ft8. Auto-Ignition ARM9. Condition Lever LOW IDLE (8 seconds after Auto-Ign ARM)10. Power and Prop Levers AS REQUIRED (after ITT has peaked)11. Auto-Ignition OFF12. Fuel Control Heat ON13. Electrical Equipment AS REQUIRED
V1.12 – 9 Mar 2014
EMERGENCY PROCEDURES 4
Smoke or Fire or FumesSmoke and Fume eliminationAttempt to Identify the source of smoke or fumes. Smoke associated with electrical failures is usually gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental system failures Is generally white in color, and much less irritating to the nose and eyes.
ELECTRICAL SMOKE OR FIRE1. Oxygen Control handle ON, Masks ON2. Cabin Temp Mode OFF3. Vent Blower AUTO4. Avionics Master OFF5. Nonessential Electrics OFF If smoke or fire ceases
• Individually restore avionics & electrics, isolate defective equipment If smoke or fire persists
• Cabin Pressure switch DUMP• Land as soon as practical
ENVIRONMENTAL SYSTEM SMOKE OR FUMES6. Oxygen Control handle ON, Masks ON7. Cabin Temp Mode OFF8. Vent Blower HI9. LH Bleed Air CLOSED If smoke decreases
• Continue operation with LH Bleed Air closed If smoke does not decrease
• LH Bleed Air OPEN• RH Bleed Air CLOSED• If smoke decreases, continue operation with RG Bleed Air Closed
1. Power Levers IDLE2. Propeller Controls MAX RPM3. Wing Flaps APPROACH4. Landing Gear EXTEND5. Airspeed 156KIAS maximum
Emergency Descent
V1.12 – 9 Mar 2014
EMERGENCY PROCEDURES 5
Landing Emergencies
ONE ENGINE INOPERATIVE LANDINGWhen it is certain that the field can be reached:1. Flaps APPROACH2. Landing Gear DOWN3. Propeller Controls FULL FORWARD4. Airspeed 110 KNOTSWhen It is certain there is no possibility of go-around:5. Flaps DOWN6. Airspeed 100 KNOTS7. Execute Normal Landing
ONE ENGINE INOPERATIVE GO-AROUND8. Power MAXIMUM ALLOWABLE9. Flaps UP10.Landing Gear UP11. Airspeed 107 KNOTS
1. Flaps UP2. Landing Gear UP3. Propeller Controls FEATHERED4. Airspeed 150 KNOTS
Glide (both engines inoperative)
1. Airspeed ESTABLISH 120 KNOTS2. Landing Gear Relay CB PULL (next to Gear handle, not on CB panel) 3. Landing Gear Handle DOWN4. Emergency Engage Handle:
LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE5. Extension Lever
PUMP up and down until the 3 green gear down lights are litRetraction after practice manual extension ONLY: (i) Emergency Engage handle rotate counter clockwise and push down to stow (ii) Extension lever stow (iii) Gear CB in (iv) Gear handle Up
Landing Gear Manual Extension
V1.12 – 9 Mar 2014
EMERGENCY PROCEDURES 6
Low Oil PressureOil Pressure values between 40 and 80 psi are undesirable: they should be tolerated only for the completion of the flight, and then only at a reduced power setting.Oil pressure values below 40 psi are unsafe; they require either that the engine be shut down, or !hat a landing be made as soon as possible, using the minimum power required to sustain flight.
Fuel System EmergenciesBOOST PUMP FAILURE1. Inoperative Boost Pump OFF2. Determine whether continuation of flight with Crossfeed open is
possible (refer to Flight Manual)3. To continue flight with Crossfeed closed, satisfactory operation may
be obtained by reducing power, descending to a lower altitude, waiting for fuel to cool
CROSSFEED (One Engine Inoperative operation)4. Fuel Boost Pumps Both ON5. Transfer Pumps ON6. Crossfeed switch OPEN, Check FUEL CROSSFEED on7. NON-FEEDING tank Fuel Boost Pump OFF and check
non-feeding side FUEL PRESS unlitTO DISCONTINUE CROSSFEED8. Fuel Boost Pumps Both ON9. Crossfeed switch CLOSED10. Fuel Boost Pump OFF (inoperative engine only)
NOTE: The Crossfeed system is designed solely for operation in the event of a Fuel Boost Pump failure or an Engine failure. The normal position of the Crossfeed switch with both engines running is AUTO with the FUEL CROSSFEED annunciator unlit
1. Attitude CONTROL MANUALLY2. AP/Trim Disconnect Switch DEPRESS FULLY3. Manually re-trim airplane4. ELEV TAB switch (pedestal) OFF
Uncommanded Electric Pitch Trim operation
V1.12 – 9 Mar 2014
EMERGENCY PROCEDURES 7
Electrical System FailureGENERATOR INOPERATIVE (DC GEN annunciator lit)1. Starter switch Check OFF2. Generator switch RESET momentarily then ONIf Generator will not reset2. Generator Switch OFF3. Operating Generator Do not exceed Load of 1.0EXCESSIVE LOADMETER INDICATION (over 1.0)4. Battery Switch OFFIf Loadmeter still indicates above 1.02. Non-essential Electrics OFFIf Loadmeter indicates 1.0 or below3. Battery Switch ONCIRCUIT BREAKER TRIPPED Non-essential Circuit DO NOT RESET IN FLIGHT Essential Circuit RESET ONCE ONLYSUBPANEL FEEDER CIRCUIT BREAKER TRIPPED (fuel panel bus feeders and right circuit breaker panel bus feeders) A short is indicated DO NOT RESET IN FLIGHTINVERTER INOPERATIVE (INVERTER annunciator lit)1. Select the other inverterAVIONICS POWER SWITCH FAILURE2. Pull the Avionics Master CB (system defaults to powered)
1. Cabin Altitude controller SET HIGHERIf condition persists2. Bleed Air valves CLOSED3. Cabin Pressure Switch DUMP4. Bleed Air valves OPEN
Pressurization System (differential pressure in red arc)
1. Emergency hatch cover OPEN2. Release button PUSH (or pull hooks then push button)3. PULL handle and PUSH out hatch
Emergency Exit Hatch (third right cabin window)
Inadvertent SpinControl wheel FWD, rudder OPPOSITE, power IDLE, aileron NEUTRAL
V1.12 – 9 Mar 2014
GENERAL INFORMATION
NORMAL PROCEDURES
EMERGENCY PROCEDURES
OPERATING INFORMATION• Mass and Balance• Performance• Operations
V1.12 – 9 Mar 2014
Mass and Balance 1
The following Loading definitions are used in this manual and associated materials:(including Flight Planning sheet, M&B Worksheet and RocketRoute.Com aircraft model)
Loading definitions and notes
“Nose Baggage” Max 350lbsNose baggage area forward of avionics bay. Not used in normal operation.
“Crew”Includes Pilot and Co-Pilot and items stowed in the cockpit area and cabinets Pilot mass is NOT included in Empty Mass of 6840lbs
“Forward Pax”The forward pair of aft-facing seats in the main cabin
“Aft Pax”The rear pair of forward-facing seats in the main cabin
“Side Pax”The Side-Facing seat opposite the main cabin door
“Aft Baggage” Max 350lbsThe right-hand side area from the rear partition to the aft bulkheadAssume 20lbs for Life raft, External Covers & other items “Lav Pax”The aft-most belted seat, with a lavatory beneath the seat cushion
Cabin Fuel tanks
Nacelle tank
4 inter-connected Wing tanks
Locker tankThe 4 interconnected wing tanks are considered one single Wing tank for all operating purposesFor fuel and mass planning, the Nacelle & Wing tanks are treated as the “Main tank”The “Locker tank” is a separate system, and its fuel must be transferred to the Main TankThe entire fuel system is symmetrical on the left and right sides of the aircraft
1
23
Note: Fuel filling sequenceThere is no LH/RH imbalance limit whilst loading fuel. In flight, the limit is 200lbs.
Note that fuel crews are unfamiliar with the rare C90 Locker tank
installation. If required, verify the Locker tanks have been filled
Main tank
Fuel Capacity
Pounds US gal LitresMain 1285 192 732
Locker 260 39 148
Total 1545 231 881
Pounds US gal Litres
Main 2570 384 1465
Locker 520 78 296
Total 3090 461 1761
One Wing Both Wings
V1.12 – 9 Mar 2014
Mass and Balance 2
Mass, Balance and Loading Limits
148 150 152 154 156 158 1608500
8700
8900
9100
9300
9500
9700
9900
10100
10300
10500
10700Mass
lbs
Centre of Gravity inches aft of datum
Max Ramp Mass 10560 lbs Empty Mass 6840 lbsMax Take-off Mass 10500 lbs Useful Load 3720 lbsMax Landing Mass 9700 lbs Load w/Mains full 1150 lbsMax Zero Fuel Mass 9000 lbs Load w/Max Fuel 630 lbsMetric MTOM 4773 kg Max Load 2160 lbs
Mass and Balance envelope and limit examples
3090 lbsfuel
2570 lbsfuel
2000 lbsfuel
1500 lbs fuel
Fwd example 1:2 Crew, 400lbsNo other occupantsNo baggage
Fwd example 2:1 Crew, 200lbsNo other occupantsNo baggage
Aft example 1:1 Crew,180lbs2 Aft Pax, 400lbsAft bags 50lbs
Aft example 2:1 Crew,200lbsNo other occupantsAft bags 300lbs
The CG limits are unlikely to be exceed with normal loading if the aircraft mass is below the MTOM limit. Therefore, as an alternative to calculating CG, the following criteria may be used
1. With no aft load and no forward baggage, a Crew mass of 400lbs or less will assure a CG within the forward limit at any fuel load. With 20lbs in the Aft baggage area, the Crew mass may be 450lbs.
2. With only a single 180lb crew member on board, a mass in the Aft baggage area of 300lbs or less will assure the CG remains within the aft limit
These criteria are included in the Mass & Balance section of the Preflight Planning Sheet
V1.12 – 9 Mar 2014
Mass and Balance 3
Mass and Balance WorksheetNote: Main Fuel arm varies with tank contents, 150” is an approximation.
Mass Arm Momentlbs in lbs-in/100
Empty Mass 6840 155 10602
Nose Bags 70LH Crew 129RH Crew 129LH Pax Fwd 168RH Pax Fwd 168LH Pax Aft 212RH Pax Aft 212Side Pax rear 245Lav Pax rear 285LH Main Fuel 150RH Main Fuel 150LH Locker Fuel 189RH Locker Fuel 189Aft Bags 282
Load totals
Zero Fuel Mass max 9000 lbs
Ramp M& Bmax 10560 lbs less taxi fuel 150 60lbs is standard taxi fuel
Take Off M&Bmax 10500 lbsless take-off fuel 150less cruise fuel 150
Landing M& Bmax 9700 lbs
V1.12 – 9 Mar 2014
Mass and Balance 4
Mass and Volume unit conversion (6.7lbs/US Gallon 0.57litres/lb)
lbs USgal litres lbs USgal litres50 7 29 1300 194 741
100 15 57 1350 201 770150 22 86 1400 209 798200 30 114 1450 216 827250 37 143 1500 224 855300 45 171 1550 231 884350 52 200 1600 239 912400 60 228 1650 246 941450 67 257 1700 254 969500 75 285 1750 261 998550 82 314 1800 269 1026600 90 342 1850 276 1055650 97 371 1900 284 1083700 104 399 1950 291 1112750 112 428 2000 299 1140800 119 456 2050 306 1169850 127 485 2100 313 1197900 134 513 2150 321 1226950 142 542 2200 328 12541000 149 570 2250 336 12831050 157 599 2300 343 13111100 164 627 2350 351 13401150 172 656 2400 358 13681200 179 684 2450 366 13971250 187 713 2500 373 14251285 192 732 2570 384 1465
1335 199 761 2670 399 15221385 207 789 2770 413 15791435 214 818 2870 428 16361485 222 846 2970 443 16931535 229 875 3070 458 17501545 231 881 3090 461 1761
1x Main & Locker Full 2 Main & 2 Locker Full
One Main Full Both Mains Full
V1.12 – 9 Mar 2014
This page intentionally blank
V1.12 – 9 Mar 2014
GENERAL INFORMATION
NORMAL PROCEDURES
EMERGENCY PROCEDURES
OPERATING INFORMATION• Mass and Balance• Performance• Operations
Performance data is drawn from the Raisbeck AFM Supplement, which includes the Blackhawk XP Engine modification and 10500lb MTOM STC and supersedes the original AFM
The priority sequence for LJ-972’s Flight Manual is1. Raisbeck AFMS content2. Blackhawk AFMS content not available in the Raisbeck AFMS3. Beechcraft AFM content
The “G-VBCD Preflight Planning Sheet” is an acceptable means of planning for all operations conforming to the simplified criteria on that sheet. This section of the manual is for more detailed calculations and cross-checks
V1.12 – 9 Mar 2014
Take Off Distance – 0% Flaps – 2 Engines
V1.12 – 9 Mar 2014
Accelerate-STOP DistanceAc
cele
rate
-Sto
p Di
stan
ceAs
soci
ated
Con
ditio
ns:
Pow
er…
…
Flap
s……
..Ge
ar…
……
Runw
ay…
Brak
ing…
..Take
-off
Pow
er se
t bef
ore
brak
e re
leas
eBo
th E
ngin
es id
le a
t V1
Up
Retr
act a
fter
Lift
-Off
Pave
d, Le
vel,
Dry
Surf
ace
Max
with
out ti
res s
lippi
ng
Exam
ple:
OAT
……
……
……
……
……
……
..Pr
essu
re A
ltitu
de…
……
……
Take
-Off
Wei
ght…
……
……
.He
adw
ind
Com
pone
nt…
..Ac
cel-S
top
Dist
ance
……
…V1
……
……
……
……
……
……
....25
C39
66 ft
9650
lbs
10 k
nots
3813
ft94
KIA
S
Wei
ght -
lbs
V1 K
IAS
10,5
0095
10,0
0094
9,00
090
8,00
085
V1.12 – 9 Mar 2014
Accelerate-GO Distance
V1.12 – 9 Mar 2014
Climb - 2 Engines – Flap Up
Out
side
Air T
empe
ratu
re: O
CW
eigh
t: Po
unds
-30
-20
-10
010
2030
4010
000
9000
8000
7000
1050
0 M
TOW
1035
0 re
f lin
e
50-4
0-5
0050
0
2000
2500
Sea
Leve
l40
00 ft
6000
ft
8000
ft
1000
0 ft
1200
0 ft
1400
0 ft
1600
0 ft
1800
0 ft
2000
0 ft
2200
0 ft
2400
0 ft
2600
0 ft
2800
0 ft
3000
0 ft
20%
19%
18%
17%
16%
15%
14%
13%
12%
11%
10%
9% 8% 7% 6% 5% 4% 3% 2% 1% 0%
Rate of Climb fpmClim
b Gr
adie
nt
%
1000
1500
Ref L
ine
Clim
b –T
wo
Engi
nes
–Fla
p Up
Exam
ple:
OAT…
……
……
……
……
……
…..
Pres
sure
Alti
tude
……
……
…Ta
ke-O
ff W
eigh
t……
……
….
Rate
Of C
limb…
……
……
……
Clim
b Gr
adie
nt…
……
…...
...
-10
C17
000
ft94
00 lb
s17
88 fp
m12
.8%
Asso
ciate
d Co
nditi
ons:
Pow
er…
…Fl
aps…
…..
Gear
……
…
Max
Con
tinuo
usUp Up
Clim
b Sp
eed
112
KIAS
(all
wei
ghts
)
V1.12 – 9 Mar 2014
Climb – One Engine Inoperative - Flap Up
-4 C
9000
ft94
00 lb
s55
0 fp
m4.
3%
Out
side
Air T
empe
ratu
re: O
CW
eigh
t: Po
unds
-30
-20
-10
010
2030
4010
000
9000
8000
7000
1050
0 M
TOW
1035
0 re
f lin
e
50-4
0-5
0020
0
800
1000
Sea
Leve
l
4000
ft60
00 ft
8000
ft
1000
0 ft
1200
0 ft
1400
0 ft
1600
0 ft
Clim
b Gr
adie
nt
%
400
600
Ref L
ine
Clim
b –O
ne E
ngin
e In
oper
ativ
e –F
lap
UpEx
ampl
e:O
AT…
……
……
……
……
……
…..
Pres
sure
Alti
tude
……
……
…Ta
ke-O
ff W
eigh
t……
……
….
Rate
Of C
limb…
……
……
……
Clim
b Gr
adie
nt…
……
…...
...
Asso
ciat
ed C
ondi
tions
:Po
wer
……
Flap
s……
..Ge
ar…
……
Inop
Prop
.Max
Con
tinuo
usU
pU
pFe
athe
red
Clim
b Sp
eed
108
KIAS
(all
wei
ghts
) 2000
ft
8% 7% 6% 5% 4% 3% 2% 1% 0%
100
700
900
300
500
Rate of Climb fpm
V1.12 – 9 Mar 2014
Out
side
Air T
empe
ratu
re: O
C a
t Rou
te S
egm
ent M
EA
Service Ceiling (OEI) : Feet
-10
010
2030
1300
0
1400
0
1500
0
1600
0
1700
0
1800
0
1900
0
Serv
ice
Ceili
ng –
One
Engi
ne In
oper
ativ
e
-55
1525
2000
0
Asso
ciat
ed C
ondi
tions
:Po
wer
……
Flap
s……
..Ge
ar…
……
Inop
Prop
.Max
Con
tinuo
usU
pU
pFe
athe
red
10 C
9000
ft95
00 lb
s18
860
ft
Exam
ple:
OAT
of M
EA…
……
……
……
…Ro
ute
Segm
ent M
EA…
……
Wei
ght…
……
……
……
……
……
Serv
ice
Ceili
ng (O
EI).…
……
Not
e: S
ervi
ce C
eilin
g (O
EI) i
s the
max
imum
pre
ssur
e al
titud
e at
whi
ch th
e ai
rpla
ne is
cap
able
of c
limbi
ng a
t 50f
pm w
ith o
ne p
rope
ller f
eath
ered
Not
e: U
se th
e hi
ghes
t (w
orst
case
) rou
te se
gmen
t MEA
for t
his c
alcu
latio
n
Assu
me
Serv
ice
Ceili
ng (O
EI)a
t max
w
eigh
tis a
bove
MEA
(up
to a
max
of
20,0
00ft
) whe
n co
nditi
ons a
re IS
A +
20C
or
cool
er, o
ther
wis
e ca
lcul
ate
from
this
char
t
Service Ceiling – One Engine Inoperative
V1.12 – 9 Mar 2014Landing Distance: 100% Flap - No Prop Reverse
Out
side
Air T
empe
ratu
re: O
CW
eigh
t: Po
unds
Win
d Co
mpo
nent
: Kno
tsO
bsta
cle
Heig
ht: F
eet
Total Distance for Take-Off: Feet
-30
-20
-10
1020
3040
1000
090
0080
0070
00-1
00
1020
500
1000
1500
2000
2500
3000
3500
Land
ing
Dist
ance
–10
0% F
laps
–No
Pro
p Rv
rsAs
soci
ated
Con
ditio
ns:
Pow
er…
…
Flap
s……
..Br
akes
……
…Ru
nway
…
Reta
rd to
mai
ntai
n 80
0fpm
de
scen
t on
final
app
roac
h10
0%M
ax b
raki
ngPa
ved,
Leve
l, Dr
y Su
rfac
e
Exam
ple:
OAT
……
……
……
……
……
……
..Pr
essu
re A
ltitu
de…
……
……
Land
ing
Wei
ght…
……
……
.He
adw
ind
Com
pone
nt…
..Gr
ound
Rol
l……
……
……
……
Tota
l Dist
. ove
r 50ft
obs
t..Ap
proa
ch S
peed
……
……
….15
C56
50 ft
8855
lbs
10 kn
ots
1050
ft21
60 ft
96 K
IAS
9700
lbs M
LWre
f lin
e
300
500
Sea
Leve
l20
00 ft
4000
ft
6000
ft80
00 ft
1000
0 ft
Wei
ght -
lbs
Appr
oach
Spe
ed97
0010
0 KI
AS90
0097
KIA
S80
0092
KIA
S70
0086
KIA
S
Refe
renc
e Lin
eRe
fere
nce
Line
Refe
renc
e Lin
e
V1.12 – 9 Mar 2014Cruise performance and fuel required
Cruise PerformanceSee also note on Cruise Performance on page “Operating Manual notes”
Minimum Fuel Required (example cruise: 250KTAS, 250lbs/hr x2)See also note on Fuel Planning on page
“Operating Manual notes”1 Taxi fuel 60 lbs
2 Take-off & Climb fuel 190 lbsincrement over cruise burn assume zero distance
Cruise (FL200-250)3 Distance (including climb) nm4 Groundspeed 250 kts5 Time Enroute =3/4 hrs
6 Cruise fuel flow (both engines) 500 lbs/hr
7 Cruise burn =5*6 lbs
8 Trip Fuel =1+2+7 lbs
9 Contingency 5% 5% of 8 lbs
10 Final Reserve 250 lbs30min hold @1500'
11 Total VFR Fuel Reqd lbs=1+8+9+10
12 Alternate distance 75 nm13 Alternate time 0.5 hrs
14 Alternate fuel =13*6 250 lbs
15 Total IFR Fuel Reqd lbs= 1+8+9+10+14
ALWAYS LOAD 200lbs EXTRA FUEL
Altitude Sea Level FL050 FL100 FL150 FL200 FL250KTASTorque
For c ruise planning purposes at FL220-250, assume> 250 K TAS> 250lbs/engine/hour Fuel F low
Fuel F low 250lbs/engine/hr
=8+9+10
= 11+14
0 500 1000 1500500
1000
1500
2000
2500
3000
Distance nm(100nm alternate)
Fuel lbs
IFR VFR3090
In normal operation, load 200lbs extra fuel above the minimum fuel
required
Guide to Minimum Fuel Required given distance and flight conditions
2101000 ft lbs
2251040 ft lbs
2401070 ft lbs
2551100 ft lbs
180800 ft lbs
165730 ft lbs
V1.12 – 9 Mar 2014PERFORMANCE SUMMARY
Departure runway performance (zero wind) Vr 95KIAS ZERO FLAP
Feet Metres
Take-Off to 50ft 2450 750
Accelerate-Stop 4500 1375
Accelerate-Go 3600 1100
OAT +25 CElevation 2000 ftTake-off Mass 10500 lbs
If actual take-off conditions are all equal to or better than this example, these performance numbers may be assumed. Otherwise, calculate actual performance
SID climb performance Normal: 112KIAS OEI: 108KIAS
Gradient Climb
Two Engine 13% 1830 fpm
Single Engine 3.4% 450 fpm
OAT +15 CElevation 6000 ftMass 10500 lbs
Illustrative climb rate and gradient at 6000’, ISA+12 and MTOM. If conditions are more demanding, calculate actual performance
Service Ceiling – One Engine Inoperative
Service CeilingSingle Engine 20,000’
MEA 20000 ftOAT @ MEA -5C (ISA+20C)
Mass 10500 lbs
For OAT at MEA of ISA+20C or cooler, assume max OEI Service Ceiling of 20,000’ is available. For exceptional higher temperatures, calculate actual OEI Service Ceiling.
Landing runway performance (zero wind) 100KIAS FULL FLAP
Feet Metres
Landing distance over 50’ obstacle 2300 700
Ground roll 1150 350
OAT +25 CElevation 2000 ftLanding Mass 9700 lbs
If actual landing conditions are all equal to or better than this example, these performance numbers may be assumed. Otherwise, calculate actual performance
Missed Approach climb Normal: 112KIAS OEI: 108KIAS
Gradient Climb
Two Engine 16% 2150 fpm
Single Engine 4.5% 580 fpm
OAT +25 CElevation 2000 ftMass 9700 lbs
Illustrative climb rate and gradient at 2000’, 25C and MLM. If conditions are more demanding, calculate actual performance
V1.12 – 9 Mar 2014
GENERAL INFORMATION
NORMAL PROCEDURES
EMERGENCY PROCEDURES
OPERATING INFORMATION• Mass and Balance• Performance• Operations
V1.12 – 9 Mar 2014
Planning and Operating Procedures
Destination Forecast x VMC >= AOM Below AOM
AlternateForecast
VMC Acceptable Acceptable In-flight only >= AOM Acceptable Acceptable In-flight only
Below AOM In-flight only In-flight only Not acceptable
Destination and Alternate weatherAll operations require Destination and an Alternate with forecasts at or above applicable minimaIn-flight, it is permitted, with caution, for only one of Destination or Alternate to be above minima
SUMMARY TABLE
Fuel requirementsThe summary table below details the fuel planning and fuel state recommended under this Manual. This is based on EASA OPS and is more demanding than the present UK ANO rules applicable Preflight Enroute1. Taxi fuel Required n/a2. Trip fuel Required Required3. Contingency of 5% Required Not required4. Alternate fuel Required Subject to judgement5. Final reserve, 30min Required, further 200lbs desirable Required, further 200lbs desirable
Aerodrome Operating Minima: DepartureThe minimum RVR for departure shall be the greater of
1. the UK statutory minimum of 150m, ref. ANO 109.2.b2. Any minima specified by the airport operator, eg. no lower than 250m RVR3. The landing minima, unless a take-off alternate is available within 30mins flying time4. If a One Engine Inoperative take-off path is not available from aerodrome elevation, 800m
Aerodrome Operating Minima: Landing1. The minima used shall be those published in the Jeppesen plates, taking into account
- the operational status of lighting and RVR reporting - Approach Category B - LPV, LNAV/VNAV, ILS Cat I approvals as applicable
2. PEC shall not apply. Temperature corrections shall not apply above a sea level OAT of -5C. Below that, increase indicated DH 10% for every 20C below ISA. Note effect on terrain clearance of very cold conditions but DO NOT adjust procedure or ATC cleared altitudes without ATC agreement.
3. All non-precision approaches shall be flown using the CDFA method. The PIC may elect to add 50’ to a CDFA DA(H) in accordance with UK CAA recommendations, but this is not mandatory
RVR
4. If single-pilot and for any procedure other than an autopilot-coupled ILS or LPV approach, use the higher of the calculated minimum RVR and 800m
5. In accordance with the “Approach Ban”, do not descend below 1000’ AAE or the equivalent of the Outer Marker position unless the RVR is at or above the applicable minima
6. It is recommended that, if RVR falls below minima after passing 1000’ AAE, the approach shall be discontinued immediately rather than continuing descent to DA(H)
7. Repeated approaches and missed approaches are at the pilot’s discretion. It is recommended that a diversion shall be executed after the second missed approach
V1.12 – 9 Mar 2014
Normal Instrument ApproachN
orm
al In
stru
men
t Ap
proa
ch P
roce
dure
(P
reci
sion
or
CDFA
)
V1.12 – 9 Mar 2014
Single-Engine Instrument ApproachSi
ngle
-Eng
ine
Inst
rum
ent
Appr
oach
Pro
cedu
re
(Pre
cisi
on o
r CD
FA)
V1.12 – 9 Mar 2014
Operating Manual notes
The Blackhawk & Raisbeck FM Supplements corresponding to the PT6A-135A engine installation do not include cruise speed or fuel burn performance tables, and refer to the Beech factory tables (corresponding to the original PT6A-21 engines) with the comment that at comparable power settings, the PT6A-135As provide fuel flow and TAS which is at least as good. However, the -135As make significantly great power available at cruise altitudes and the Supplement comment is that “pilots should be aware that increased fuel consumption results when operating this airplane at power levels greater than achievable with the original engines”For practical purposes, the cruise performance data in the AFM is not meaningful, and the Cruise Performance table in this manual should be used instead. This has slightly and consistently conservative data relative to that observed in flight in G-VBCD in a variety of conditions.
The usual method for mass & balance, range, payload and fuel planning is to use the G-VBCD aircraft model available under the operators’ login at www.RocketRoute.com, and to have an electronic or paper version of the Flight Briefing pack available in-cockpit.This model is accurate for mass & balance, and the aircraft may be loaded to limits on this basis. The model is an approximation for range, payload and performance and in typical operation the minimum fuel loaded should exceed the minimum fuel required (as calculated by the model) by 200lbs total to allow for a margin in excess of the reserves and contingencies required under EU OPS and the UK ANO. The 200lbs extra fuel should also be loaded when using this manual for performance planning. If this extra load is not practical, additional caution must be taken, using in-flight performance monitoring, enroute fuel alternates and considering weather/traffic contingencies as appropriateNo fuel totalizer is fitted to G-VBCD and the fuel state for planning purposes should be taken as the lower of the total indicated by the gauges and the departure fuel minus the estimated fuel burn. Prior to departure, and for loads other than full tanks visually inspected as such, in the event of a discrepancy between the fuel quantity indicated by the gauges and the fuel recorded in the tech log, use the lower of the two quantitiesFlights requiring fuel from the XLR Fuel Lockers must have an Enroute Fuel Alternate available in case the locker fuel transfer can not be accomplished
Cold Start: the engines may be started at temperatures at or above -40CFuel system icing inhibitor (PRIST) is NOT required except in extraordinarily cold circumstancesThere is no in-flight OAT minimum limit but note that
• Fuel temperature is assumed to be equal to OAT• The AFM Limitations section page 2-6 charts minimum Oil Temperature required for a given OAT,
to assure oil heating at the FCU will prevent fuel icing• This limit may be simplified as
MIN OIL TEMP IN POSITIVE DEGREES C = OAT IN NEGATIVE DEGREES CFor example, at an OAT of -40C, minimum oil temp is +40C• In practice, this limit is very unlikely to be exceeded
This manual uses some numbers that have been rounded where this simplifies calculation and memory items with no material effect on operation. The instances of rounding are:
AIRSPEEDSVx rounded from 101KIAS to 100KIASVy rounded from 111KIAS to 110KIASVa rounded from 169KIAS to 170KIASTurbulent Air penetration speed from 161KIAS to 160KIASMASSAircraft Empty Mass rounded up from 6833lbs to 6840lbsEach Main Fuel Tank full load rounded down from 1286lbs to 1285lbsThe net effect is to reduce full fuel payload by 5lbs and part fuel payload by 7lbs
Rounding of numbers
Cruise Performance
Fuel Planning
Cold Temperature operation
V1.12 – 9 Mar 2014