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BN2T4S

This document is the Pilot's Operating Handbook and CAA Approved Aircraft Flight Manual for the Pilatus Britten-Norman BN2T-4S aircraft. It has been approved by the UK Civil Aviation Authority and documents the aircraft's certificate of airworthiness. The manual contains operating limitations, procedures, performance data, and other information for safely operating the BN2T-4S.

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100% found this document useful (1 vote)

677 views193 pages

BN2T4S

Uploaded by

Graham Waterfield

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Available Formats

Download as PDF, TXT or read online on Scribd

You are on page 1/ 193

Pilatus Britten-Norman

BN2T-4S
Pilot's Operating Handbook and
CAA Approved Aircraft Flight Manual
Document reference:

AFM/2T-4S
Statement of Initial Approval

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This Flight Manual is approved by the United Kingdom Civil Aviation Authority

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Signed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . .

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For and on behalf of the Civil Aviation Authority

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Note: The above approval does not apply to revisions or amendments made after the date of initial
approval, or by other organisations. The approval of revisions or amendments will be recorded on the

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Log of Revisions page.

Pilatus Britten-Norman Limited

Bembridge, Isle of Wight, England, PO35 5PR

CAA Design approval number DAI/7384/64

This is the Flight Manual that forms part of the

Certificate of Airworthiness for the following BN2T-4S aircraft:

Constructor's Serial Number Registration Marks

The aircraft must be operated in accordance with the limitations in section 2

and any relevant supplement in section 9.

1st April 1996 Effectivity: BCAR only 0-1

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0-2 Effectivity: All CAA Approved 1st April 1996

Record of Permanent Revisions

Rev Insertion Signature Rev Insertion Signature Rev Insertion Signature
No. date No. date No. date

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CAA Approved 1st April 1996 Effectivity: All 0-3

Record of Temporary Revisions

TR Insertion Signature TR Insertion Signature TR Insertion Signature
No. date No. date No. date

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0-4 Effectivity: All CAA Approved 1st April 1996

Log of Revisions
Revision Revision Highlights
Number
1 Section 1 revised by minor editorial adjustments and correction of aircraft dimensions and metric
conversions. Stabilons added to all appropriate illustrations. Definitions clarified. Section 2, certain
limitations more clearly defined. C of G envelope redrawn. Section 3, editorial adjustments.
Spins, drills clarified. Airframe de-ice annunciators re-worked. Section 3a, EFIS symbols improved,
editorial. Section 4, Stabilons added to illustration and walk-round checks, vortex generators deleted.
Annunciator panel to be known as Central Warning Panel. Editorial adjustments. EFIS acronyms
updated, ADF usage clarified. N1 LOW SPEED note corrected. Section 5, Figures 5-5, 5-6 and 5-7,
lettering re-worked. Figure 5-6 extrapolated to 116 knots. Table 5-1, speeds corrected. Section 6,
initial issue at revision 1. Typos corrected throughout the revision.
2 Section 1 paragraph 1.7.d Engine Oil revised. Section 2 paragraphs 2.9.f Fuel Additives, 2.9.g Engine
Oil Specifications and 2.37 Placards revised. Section 3 paragraphs 3.1 and 3.17.a Magnetic Drain

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Plug (Chip Warning) Indication revised. Section 3a paragraphs 3a.5.a Inverter Failure and 3a.7.c

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Symbol Generator Board Failure revised. Section 4 paragraphs 4.1 Pre-flight Inspections sub-paras
1,2,3,9,10 and 11 revised, paragraph 4.1.d Before Engine Starting revised, paragraph 4.7 more sys-
tems added to the Checks after Starting paragraph 4.9.b reference to Allison Alert Bulletin TP CEB A

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73-2011 removed, paragraph 4.11.a Taxi Checks added, paragraph 4.13 Before Take-off list revised,
paragraphs 4.15.d, 4.17.d, 4.17.e and 4.29 revised. Section 7 major re-work to all paragraphs.

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3 Section 2 paragraphs 2.9.e and 2.9.f revised to incorporate Change Sheet Number 2-CS-01, and

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paragraph 2.29 Outside Air Temperature revised. Section 5 figures 5-1, 5-10, 5-11,5-12,5-13, 5-14,
5-15, 5-16, 5-19 and 5-20 revised to show maximum outside air temperature increase.

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16th July 2004 Effectivity: BCAR only 0-5

Rev. 3
© 2004 B-N Group Ltd
Section 0
Preliminary Pages AFM/2T-4S

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0-6 Effectivity: All CAA Approved 1st April 1996

List of Effective Pages

This list of effective pages defines the Pilot’s Operating Handbook for a BN2T-4S under the following conditions:

• Certification Standard BCAR

• Basic Build Modification Standard - NB/M/1545 Issue 1

• Additional Modifications included in this handbook - None

Page Page Type Revision Date Page Effectivity

No.
0-1 Title Page Initial 1st April 1996 BCAR only
0-2 Blank Page Initial 1st April 1996 All

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0-3 Record of Permanent Revisions Initial 1st April 1996 All

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0-4 Record of Temporary Revisions Initial 1st April 1996 All
0-5 Log of Revisions 3 16th July 2004 BCAR only

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0-6 Blank Page Initial 1st April 1996 All

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0-7 List of Effective Pages 3 16th July 2004 BCAR only

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0-8 List of Effective Pages 3 16th July 2004 BCAR only
0-9 List of Effective Pages 3 16th July 2004 BCAR only

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0-10 List of Effective Pages 3 16th July 2004 BCAR only
0-11 List of Effective Pages 3 16th July 2004 BCAR only
0-12 List of Effective Pages 3 16th July 2004 BCAR only
0-13 List of Effective Pages 3 16th July 2004 BCAR only
0-14 Blank Page 3 16th July 2004 BCAR only
1-0 Section 1 Divider Card - - -
1-1 Initial 1st April 1996 All
1-2 Initial 1st April 1996 All
1-3 1 23rd May 1997 BCAR only
1-4 1 23rd May 1997 BCAR only
1-5 Initial 1st April 1996 All
1-6 Initial 1st April 1996 All
1-7 1 23rd May 1997 All
1-8 Initial 1st April 1996 All
1-9 2 1st Jan 2003 All
1-10 1 23rd May 1997 BCAR only

16th July 2004 Effectivity: BCAR only 0-7

Rev. 3
© 2004 B-N Group Ltd
Section 0
Preliminary Pages AFM/2T-4S

Page Page Type Revision Date Page Effectivity

No.
1-11 Initial 1st April 1996 All
1-12 Initial 1st April 1996 All
1-13 1 23rd May 1997 All
1-14 Blank Page Initial 1st April 1996 All
2-0 Section 2 Divider Card - - -
2-1 3 16th July 2004 All
2-2 Initial 1st April 1996 All
2-3 1 23rd May 1997 BCAR only
2-4 Initial 1st April 1996 All
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2-16 Blank Page 3 16th July 2004 All
3-0 Section 3 Divider Card - - -
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3-2 Initial 1st April 1996 All
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3-4 Initial 1st April 1996 All
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3-6 Initial 1st April 1996 All
3-7 Initial 1st April 1996 All
3-8 Initial 1st April 1996 All
3-9 1 23rd May 1997 All
3-10 1 23rd May 1997 BCAR only
3-11 Initial 1st April 1996 All

0-8 Effectivity: BCAR only 16th July 2004

Rev. 3 © 2004 B-N Group Ltd
Section 0
AFM/2T-4S Preliminary Pages

Page Page Type Revision Date Page Effectivity

No.
3-12 Initial 1st April 1996 All
3-13 1 23rd May 1997 All
3-14 1 23rd May 1997 All
3-15 1 23rd May 1997 All
3-16 Initial 1st April 1996 All
3-17 1 23rd May 1997 All
3-18 2 1st Jan 2003 All
3-19 Initial 1st April 1996 All
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3-24 Blank Page Initial 1st April 1996 All

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3a-3 Initial 1st April 1996 All

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3a-4 2 1st Jan 2003 All
3a-5 1 23rd May 1997 All
3a-6 1 23rd May 1997 All
3a-7 Initial 1st April 1996 All
3a-8 2 1st Jan 2003 All
3a-9 Initial 1st April 1996 All
3a-10 Blank Page Initial 1st April 1996 All
4-0 Section 4 Divider Card - - -
4-1 2 1st Jan 2003 All
4-2 Initial 1st April 1996 All
4-3 Initial 1st April 1996 All
4-4 2 1st Jan 2003 All
4-5 2 1st Jan 2003 All
4-6 2 1st Jan 2003 All
4-7 2 1st Jan 2003 All
4-8 Initial 1st April 1996 All

16th July 2004 Effectivity: BCAR only 0-9

Rev. 3
© 2004 B-N Group Ltd
Section 0
Preliminary Pages AFM/2T-4S

Page Page Type Revision Date Page Effectivity

No.
4-9 Initial 1st April 1996 All
4-10 Initial 1st April 1996 All
4-11 2 1st Jan 2003 All
4-12 Initial 1st April 1996 All
4-13 2 1st Jan 2003 All
4-14 2 1st Jan 2003 All
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5-0 Section 5 Divider Card - - -

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5-2 3 16th July 2004 All
5-3 3 16th July 2004 BCAR only
5-4 3 16th July 2004 All
5-5 3 16th July 2004 All
5-6 3 16th July 2004 All
5-7 3 16th July 2004 All
5-8 3 16th July 2004 All
5-9 3 16th July 2004 All
5-10 3 16th July 2004 All
5-11 3 16th July 2004 All
5-12 3 16th July 2004 All
5-13 3 16th July 2004 All
5-14 3 16th July 2004 All
5-15 3 16th July 2004 All
5-16 3 16th July 2004 All

0-10 Effectivity: BCAR only 16th July 2004

Rev. 3 © 2004 B-N Group Ltd
Section 0
AFM/2T-4S Preliminary Pages

Page Page Type Revision Date Page Effectivity

No.
5-17 3 16th July 2004 All
5-18 3 16th July 2004 All
5-19 3 16th July 2004 All
5-20 3 16th July 2004 All
5-21 3 16th July 2004 All
5-22 3 16th July 2004 All
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5-32 Blank Page 3 16th July 2004 BCAR only

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6-0 Section 6 Divider Card - - -

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6-1 1 21st May 1997 All
6-2 1 21st May 1997 All
6-3 1 21st May 1997 BCAR only
6-4 1 21st May 1997 BCAR only
6-5 1 21st May 1997 All
6-6 1 21st May 1997 All
6-7 1 21st May 1997 All
6-8 1 21st May 1997 All
6-9 1 21st May 1997 All
6-10 1 21st May 1997 All
6-11 1 21st May 1997 BCAR only
6-12 1 21st May 1997 BCAR only
6-13 Blank Page 1 21st May 1997 BCAR only
6-14 Blank Page 1 21st May 1997 BCAR only
6-15 1 21st May 1997 All
6-16 1 21st May 1997 All

16th July 2004 Effectivity: BCAR only 0-11

Rev. 3
© 2004 B-N Group Ltd
Section 0
Preliminary Pages AFM/2T-4S

Page Page Type Revision Date Page Effectivity

No.
6-17 1 21st May 1997 All
6-18 1 21st May 1997 All
6-19 1 21st May 1997 All
6-20 1 21st May 1997 All
6-21 1 21st May 1997 All
6-22 Blank Page 1 21st May 1997 All
6-23 1 21st May 1997 All
6-24 1 21st May 1997 All
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7-12 2 1st Jan 2003 All
7-13 2 1st Jan 2003 All
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7-15 2 1st Jan 2003 All
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7-18 2 1st Jan 2003 All
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7-20 2 1st Jan 2003 All
7-21 2 1st Jan 2003 All
7-22 2 1st Jan 2003 All
7-23 2 1st Jan 2003 All
7-24 2 1st Jan 2003 All

0-12 Effectivity: BCAR only 16th July 2004

Rev. 3 © 2004 B-N Group Ltd
Section 0
AFM/2T-4S Preliminary Pages

Page Page Type Revision Date Page Effectivity

No.
7-25 2 1st Jan 2003 All
7-26 2 1st Jan 2003 All
7-27 2 1st Jan 2003 All
7-28 2 1st Jan 2003 All
7-29 2 1st Jan 2003 All
7-30 Blank Page 2 1st Jan 2003 All
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9-4 Blank Page Initial 1st April 1996 All
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Rev. 3
© 2004 B-N Group Ltd
Section 0
Preliminary Pages AFM/2T-4S

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0-14 Effectivity: BCAR only 16th July 2004

Rev. 3 © 2004 B-N Group Ltd
Section 1
AFM/2T-4S General

Section 1
General
Contents
Paragraph Page
1.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.3. Associated publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.5. Dimensions and areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.7. Required descriptive data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.9. Symbols, abbreviations and terminology. . . . . . . . . . . . . . . . . . . . . . . 1-10

Figure Page
1-1 Dimensions and areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-2 Cabin and entry dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9

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CAA Approved 1st April 1996 Effectivity: All 1-1

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1-2 Effectivity: All CAA Approved 1st April 1996

1.1 Introduction
Note...
This “Pilot’s Operating Handbook and CAA Approved Aircraft Flight
Manual” shall be referred to as the “Handbook”.
This handbook includes the material required to be provided to the pilot by the
British Civil Airworthiness Requirements. It comprises the CAA Approved Flight
Manual plus additional material provided by the manufacturer.

Sections 1, 2, 3, 3a, 4, 5 and 9 of this Handbook constitute the BN2T-4S CAA

Approved Flight Manual. Additional information that does not require CAA
approval is provided by the manufacturer in sections 6, 7 and 8.

No alterations whatsoever shall be made to the content of this Handbook, unless

approved by the appropriate authority. Such alterations shall be made only by

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persons authorised to do so by the appropriate authority.

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1.1.a. General

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It is the pilot's responsibility to be familiar, at all times, with the content matter of this

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Handbook. Information is contained in these Sections:

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Section 1 General

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Section 2 Limitations

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Section 3 Emergency Procedures
Section 3a Abnormal Procedures
Section 4 Normal Procedures
Section 5 Performance
Section 6 Weight and Balance
Section 7 Description and Operation
Section 8 Aircraft Handling, Service and Maintenance (To be issued later)
Section 9 Supplements

Information in this flight manual relates to an aircraft typically equipped to Transport

Category (Passenger) certification standards. Section 9 is provided to accommodate
supplementary information on specialised equipment which may be installed in the
aircraft and/or particular duties for which the aircraft can be used. Each Section contains
a detailed list of contents. Whenever there is a requirement for the Certificate of
Airworthiness to be carried, this Handbook must also be on the aircraft. The Handbook
is an essential part of the above-mentioned certificate.

CAA Approved 23rd May 1997 Effectivity: BCAR only 1-3

1.1.b. Revisions
Permanent and temporary revisions to this handbook will be issued by the aircraft
manufacturer whenever necessary. These revisions must be incorporated in the
handbook as directed and the details recorded on the relevant Record of Revisions. Full
details concerning the embodiment of each permanent revision, in this handbook, are
published in a Revision Incorporation Notice attached to the front of every revision. The
new or amended content of revised pages will be indicated by a black vertical line in the
left-hand margin, adjacent to the relevant text. In the event of completely revised pages
being issued, the black line indication will not appear. Properly approved revisions,
emanating from sources other than the aircraft manufacturer, must be recorded on a
separate Log of Revisions which should be provided for the purpose. If this is not done,
the statement pertaining to certification at the front of this manual will be invalidated.

1.1.c. Page identification

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Each page of this Handbook bears the following references:

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• The Handbook's reference number.

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• The Section number and title.

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• The Page number in the format Section-Page (i.e. 1-3 means Section 1 Page 3).

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•

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The date of initial approval or the revision number and the date of its approval.

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• The statement "CAA Approved" is shown only on pages that form part of the CAA
Approved Flight Manual.

• The page effectivity. See the next paragraph for details.

1.1.d. Page effectivity

It is not possible to provide a common Handbook for BCAR and FAR certificated aircraft,
because of the differences between airworthiness requirements. However, the use of an
effectivity block at the bottom of each page means that a dedicated BCAR or FAR Hand-
book can be assembled from a complete set of pages, using the relevant List of
Effective Pages.

At the initial issue of this Handbook, the page effectivity system only covers BCAR and
FAR style Handbooks. In the future this could be extended to cover other airworthiness
requirements.

1-4 Effectivity: BCAR only CAA Approved 23rd May 1997

Rev. 1 © 1996 Pilatus Britten-Norman Ltd
Section 1
AFM/2T-4S General

1.1.e. Supplements
To cover the installation and use of optional modifications or specialised equipment,
Supplements will be issued by the manufacturer, or by the approved organisation
responsible for the alterations. When such Supplements are received they are to be
inserted in Section 9 of this handbook. Their incorporation is to be endorsed on the
Supplement Record Card immediately following the index tab marker card for Section 9.

1.1.f. List of Effective Pages and Log of Revisions

To provide a check on the completeness and approval status of this manual, a List of
Effective Pages and a Log of Revisions are included in the Preliminary Pages. With
each revision an amended List of Effective Pages, and an updated Log of Revisions, will
be issued. The Log of Revisions will bear the appropriate airworthiness authority’s
approval stamp, the date of approval and a signature against each revision’s highlight.

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The revision highlight information provides a constant summary of Sections 1 to 8.

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Supplements contained in Section 9 are not listed in the revision highlights.

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1.1.g. Copyright

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Copyright © belongs to Pilatus Britten-Norman Limited. No part of this Pilot's Operating
Handbook may be reproduced for the purposes of commercial gain without written

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permission.

CAA Approved 1st April 1996 Effectivity: All 1-5

1.3. Associated publications

Associated publications relating to the use and maintenance of the aircraft and its
equipment are listed below for the convenience of the user.

• BN2T-4S Pilot's Checklist (Publication Reference PCL/2T-4S)

• BN2T-4S Aircraft Maintenance Manual (Publication Reference AMM/2T-4S)

• BN2T-4S Aircraft Maintenance Schedule (Publication Reference AMS/2T-4S)

• BN2T-4S Aircraft Illustrated Parts Catalogue (Publication Reference AIPC/2T-4S)

• BN2T-4S Technical Data Index (Publication Reference TDI/2T-4S)

• Field Service Information (Publication Reference FSI) - contains Service Bulletins for

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all PBN aircraft

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• Allison Gas Turbines 250-B17F Engine Operation and Maintenance Manual
(Publication Reference Number: GTP 5243-2)

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• Hartzell Propeller Owner's Manual (FAA Approved Manual 115N)

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• Allied Signal Aerospace - Bendix/King Pilot’s Guide to the EFS 40/50

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•

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Operating Instructions for Navigation and Communications Installations as published
by the relevant equipment manufacturers.

1-6 Effectivity: All CAA Approved 1st April 1996

1.5. Dimensions and areas

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Fig 1-1 Dimensions and areas

CAA Approved 23rd May 1997 Effectivity: All 1-7
© 1996 Pilatus Britten-Norman Ltd Rev. 1
Section 1
General AFM/2T-4S

1.7. Required Descriptive Data

1.7.a. Engines
Number of Engines 2
Engine Manufacturer Allison Engine Company
Engine Model Number 250-B17F/1
Engine Type Turbine comprising compressor, combustion section, turbine, power and
accessory gearbox and propeller reduction gearbox.
Power Rating The maximum take-off power and maximum continuous power is 400 shaft
horsepower (1035 lb ft torque at the maximum normal governed propeller
speed of 100 per cent).

1.7.b. Propellers

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Number of Propellers 2

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Propeller Manufacturer Hartzell
Propeller Model Number HC-C3YF-5F/FC-7818(K)

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Number of Blades 3

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Propeller Diameter 80 inches

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Propeller Type Hydraulically actuated, constant speed, fully feathering. Electrical anti-
icing.

1.7.c. Fuel
Fuel Specifications

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MIL-T-5624, grade JP-4 and JP-5
or MIL-T-83133, grade JP-8
or ASTM D-1655, Jet B
or ASTM D-1655, Jet A or A1
or JP-1 fuel conforming to ASTM D-1655, Jet A
or Diesel#1 fuel conforming to ASTM D-1655, Jet A
or Arctic Diesel Fuel DF-A (VV-F-800B) conforming to ASTM D-1655, Jet
A or Jet A1

Total Usable Fuel Capacity at 0 deg C 298.8 US Gallons

Usable Fuel Capacity per side at 0 deg C Main Tank 63.8 US Gallons
Transfer Tank 85.6 US Gallons
Total Fuel Capacity at 0 deg C 315.6 US Gallons
Total Fuel Capacity per side at 0 deg C Main Tank 70.9 US Gallons
Transfer Tank 86.9 US Gallons
Unusable Fuel — Main Tanks (Both sides) 14.2 US Gallons
Unusable Fuel — Transfer Tanks (Both sides) 2.6 US Gallons
Total Undrainable Fuel 1.5 US Gallons

1-8 Effectivity: All CAA Approved 1st April 1996

1.7.d. Engine Oil

Engine Oil Specifications MIL-L-7808 Series Refer to the Allison Operation Manual GTP 5243-2
MIL-L-23699 Series the Grouping of oils from different manufacturers.
Total Usable Oil Capacity 12 US Quarts
Total Oil Capacity 15 US Quarts
Minimum Oil Quantity 3.5 US Quarts for take-off

1.7.e. Maximum Certificated Weights

Maximum Take-off Weight 8500 lb (3855.5 kg)
Maximum Landing Weight 8500 lb (3855.5 kg)
Maximum Zero Fuel Weight 8300 lb (3764.8 kg)

1.7.f. Cabin and Entry Dimensions

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Cabin Width (Maximum) 43.0 inches (1.09 m)
Cabin Length (Maximum) 145.0 inches (3.68 m) (excluding flight compartment

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and baggage compartment)

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Cabin Height (Maximum) 49.75 inches (1.26 m)

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Entry Width (Minimum) 32.0 inches (0.81 m)

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Entry Height (Minimum) 43.5 inches (1.10m)

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Fig 1-2 Cabin and entry dimensions

CAA Approved 1st Jan 2003 Effectivity: All 1-9

1.7.g. Baggage spaces and entry dimensions

Width (Maximum) 43.0 inches (1.09 m)
Length (Maximum) 64.5 inches (1.64 m)
Height (Typical) 38.5 inches (0.98 m)
Entry Width (Minimum) 17.7 inches (0.45 m)
Entry Height (Minimum) 22.8 inches (0.58 m)

1.9. Symbols, abbreviations and terminology

The following terms are used in various sections of this manual.

1.9.a. General airspeed terminology and symbols

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IAS: Indicated Air Speed is the speed of an aircraft as shown by the air speed

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indicator when corrected for instrument error. IAS values published in this
Handbook assume zero instrument error.

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CAS: Calibrated Air Speed is the indicated speed of an aircraft, corrected for

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position and instrument error. Calibrated airspeed is equal to true air speed
in standard atmosphere at sea level.

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TAS: True Air Speed is the air speed of an aircraft relative to undisturbed air

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which is the CAS corrected for altitude and temperature.
VR: Rotation Speed is the speed at which rotation must be commenced to take-

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off.

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V2: Take-off Safety Speed is the speed which must be obtained at the take-off
screen height of 50 feet.
VA: Design Manoeuvring Speed is the maximum permissible speed for full
deflection of any of the Flight Controls.
VREF: Reference Landing Approach Speed The speed used during the final
approach to landing.
VFE: Maximum Flaps Extended Speed is the highest speed permissible with
Flaps in a prescribed extended position.
VMCA: Minimum Control Speed is the minimum speed at which the aircraft is
controllable with the critical engine inoperative in the "Take-off" configuration.
VNO: Normal Operating Limit Speed is the maximum normal operating speed.
VNE: Never Exceed Limit Speed is the limiting speed that must not be exceeded.

1-10 Effectivity: BCAR only CAA Approved 23rd May 1997

Rev. 1 © 1996 Pilatus Britten-Norman Ltd
Section 1
AFM/2T-4S General

1.9.b. Meteorological Terminology

AIR TEMPERATURE: The temperature of the free air near to, but uninfluenced by the aircraft.
ALTITUDE: The altitude shown on the charts is pressure altitude which is the
expression of atmospheric pressure in terms of altitude above mean sea
level according to the interrelation of these factors in the International
Standard Atmosphere (ISA.). This may be obtained by setting the sub-
scale of an accurate pressure type altimeter at 1,013 millibars (29.92
inches or 760 millimetres of mercury).
deg C: Degrees Celsius
ISA: International Standard Atmosphere in which:
1. The air is a perfect dry gas
2. The temperature at sea level is 15 deg C
3. The pressure at sea level is 1,013.2 millibars
4. The temperature gradient from sea level to the altitude at which the

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temperature is -56.5 deg C is -0.00198 deg C per foot and zero above

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that altitude.
This is shown in Fig 5-1.

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mb: Millibars

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OAT: Outside Air Temperature as indicated on the cockpit instrument.

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Wind: The wind velocities recorded as variables on the performance graphs are

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to be understood as the headwind or tailwind components of the reported
winds.

1.9.c. Power Terminology

IDLE:

MAXIMUM TAKE-OFF
sp The minimum engine power setting. It corresponds to FLIGHT IDLE as
defined in the Allison 250-B17F Operation and Maintenance manual
GTP 5243-2. Ground Idle as defined in that manual is not used.
The maximum power setting that should be used for up to 5 minutes
POWER(MTOP): during take-off and initial climb. (Section 2 refers).
MAXIMUM The maximum continuous power setting for any operation with one engine
CONTINUOUS POWER inoperative; the actual value is defined as a power plant limitation in
(MCP): section 2, with additional information included in section 4.
NORMAL CRUISE The recommended maximum power setting that should be used for normal
POWER: operation in climb, cruise and descent. (Section 4 refers)
TURBINE GAS Engine turbine gas temperature is referred to in Allison Publication
TEMPERATURE (TGT): GTP 5243-2 as Measured Gas Temperature and TOT. Throughout this
manual the abbreviation TGT is used.

CAA Approved 1st April 1996 Effectivity: All 1-11

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1-12 Effectivity: BCAR only CAA Approved 23rd May 1997

Rev. 1 © 1996 Pilatus Britten-Norman Ltd
Section 1
AFM/2T-4S General

1.9.d. Engine Controls and Instruments

CONDITION LEVER: The primary control used to set propeller speed by changing its pitch. Also
used to stop the engines and feather the propellers when the levers are
moved aft through the gate to the FUEL OFF FEATHER position.
N1 INDICATOR: Gas Producer Tachometer. Indicates rotational speed of the Gas
Producer section of the engine. The rotational speed is indicated as a
percentage of the nominal maximum.
N2 INDICATOR: Propeller Tachometer. Indicates rotational speed of the Power Turbine
section of the engine. The rotational speed is indicated as a percentage of
the nominal maximum.
POWER CONTROL The lever used to control engine power, from the lowest through to the
LEVER: highest power, by controlling fuel flow.
PROPELLER The device that regulates the rotational speed of the propeller by
GOVERNOR: increasing or decreasing the propeller pitch, through a pitch change
mechanism in the propeller hub.

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TGT INDICATOR: Part of the temperature measuring system that senses gas temperature in

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the turbine section of the engine. Temperature is indicated in deg C.
TORQUEMETER: Part of the indicating system that displays the output torque available on

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the propeller shaft. Torque is shown in lb ft.

1.9.e.

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Aircraft Performance and Flight Planning Terminology

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CRITICAL ENGINE:

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The failure of this engine has the more adverse effect on the flight
characteristics of the aircraft.

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GRADIENT OF CLIMB: The ratio, in the same units, and expressed as a percentage of:
Change of Height
Horizontal Distance Travelled
The gradients of climb shown on the charts are true gradients. i.e. they are
derived from true (not pressure) rates of climb. (True rate of climb is
measured pressure rate of climb corrected to standard atmosphere.)
GROSS The average performance which a fleet of aircraft can be expected to
PERFORMANCE: achieve if satisfactorily maintained and flown in accordance with the
associated techniques described in the manual.
HARD RUNWAY: A surface such as concrete or tarmac.

CAA Approved 23rd May 1997 Effectivity: All 1-13

1.9.f. Weight and Balance

ARM: The horizontal distance from the centre of gravity datum to the centre of
gravity of an item.
CENTRE OF GRAVITY A vertical plane coincident with the wing leading edge from which all
DATUM: horizontal distances are measured for balance purposes. (STA 134.5)
CG: Centre of Gravity is the point at which an aircraft would balance if
suspended. Its distance from the centre of gravity datum is found by
dividing the total moment by the total weight of the aircraft.
MAXIMUM ZERO FUEL The aircraft weight above which all weight must be in fuel in the wing or
WEIGHT: load on the wing.
MOMENT: The product of the weight of an item multiplied by its arm. (Moment divided
by a constant is used to simplify balance calculations by reducing the
number of digits.)
REFERENCE DATUM: An imaginary vertical plane used by the manufacturer for design purposes.

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STATION: A location along the aircraft's fuselage measured from the reference
datum. (STA 0)

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WEIGHT: The gross weight of the aircraft, including fuel, oil, equipment, crew and

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payload. Section 6 provides a more detailed definition.

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1-14 Effectivity: All CAA Approved 1st April 1996

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CAA Approved 23rd May 1997 Effectivity: All 1-15

Section 2
Limitations
Contents
Paragraph Page
2.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.3. Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.5. Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.7. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.9. Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.11. Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.13. Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.15. Centre of Gravity Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2.17. Manoeuvres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.19. Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

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2.21. Electronic Flight Instrument System . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.23. Kinds of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

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2.25. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.27. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

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2.29. Outside Air Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

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2.31. Number of occupants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

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2.33. Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.35. Smoking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

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2.37 Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

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Table Page

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2-1 Airspeed limitations and ASI colour markings. . . . . . . . . . . . . . . . . . . . 2-3
2-2 Torque limits at 100% N2 and gauge markings. . . . . . . . . . . . . . . . . . . 2-5
2-3 Turbine Gas Temperature Limits and gauge markings . . . . . . . . . . . . . . 2-5
2-4 N2 (Power Turbine) Limits and gauge markings . . . . . . . . . . . . . . . . . . 2-5
2-5 N1 (Gas Producer) Limits and gauge markings . . . . . . . . . . . . . . . . . . 2-6
2-6 Oil Temperature Limits and gauge markings . . . . . . . . . . . . . . . . . . . . 2-6
2-7 Oil Pressure Limits and gauge markings . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-8 Power Plant Anti-ice settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-9 Fuel Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-10 Fuel System Icing Inhibitor Specification . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-11 Flight Load Factor Limits and gauge markings . . . . . . . . . . . . . . . . . . . 2-9

Figure Page
2-1 CG Envelope diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-2 Internal Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

1st Oct 2004 Effectivity: All 2-1

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2-2 Effectivity: All 1st Oct 2004

Rev. 3 © 2004 B-N Group Ltd
Section 2
AFM/2T-4S Limitations

2.1. Introduction
The limitations included in this section are approved by the UK Civil Aviation Authority.

2.3. Certification
This aircraft is eligible for certification in the Transport Category (Passenger). However,
it may be restricted to another category by its certificate of airworthiness, or by operating
requirements.

2.5. Noise
This aircraft has been approved by the Civil Aviation Authority as being compliant with
the relevant requirements of BCAR Section N — Noise. These requirements are
equivalent to the standards of ICAO Annex 16, Chapter 10. The certificated noise level is
80.0dB(A). No determination has been made by the Civil Aviation Authority that the
noise levels of this aircraft are or should be acceptable or unacceptable for operation at,

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into, or out of, any airport.

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2.7. Airspeed

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Table 2-1 Airspeed Limitations and ASI Colour Markings

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IAS Speed ASI colour Meaning
markings

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60 kt VMCA Minimum Control speed Red radial The minimum speed at which the aircraft

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line is controllable with the critical engine

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inoperative in the take-off configuration.
47 to 113 kt White arc Normal operating range with flaps down.
VFE Maximum Flaps Extended
speed
116 kt Flaps T.O. (10 deg)
113 kt Flaps DOWN (41.5 deg)
59 to 151 kt Green arc Normal Operating range.
78 kt Blue radial One engine inoperative en-route best
line gradient of climb and best rate of climb
speed.
129.5 kt VA Design Manoeuvring speed Manoeuvres likely to involve full
application of the primary flight controls
shall not be attempted at speeds in excess
of this.
151 kt VNO Normal Operating Limit This speed shall not be exceeded in
Speed normal operation.
151 to Yellow arc Operating range in still air conditions or
194.5 kt very light turbulence only.

CAA Approved 23rd May 1997 Effectivity: BCAR only 2-3

194.5 kt VNE Never Exceed Limit speed Red radial This speed shall not be exceeded.
line

2.9. Power Plant

2.9.a. General
Number of Engines 2
Engine Manufacturer Allison Engine Company
Engine Model Number 250-B17F/1
Engine Power Rating The maximum take-off power and maximum continuous power is 400
shaft horsepower (1035 lb ft torque at maximum normal governed
propeller speed of 100 per cent).

2.9.b. Limitations and Colour Coding

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The power plant limitations listed in Tables 2-2 to 2-7 are those established during
certification of the aircraft and they must not be exceeded.

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CAUTION...

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If any Power Plant limit is exceeded, its duration and extent must be
recorded for inspection, maintenance or rectification action. Refer to the

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following manufacturers' publications for further instructions:

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• Allison Gas Turbines 250-B17F Engine Operation and Maintenance

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Manual (GTP 5243-2).

• Hartzell Propeller Owner's Manual (115N).

2-4 Effectivity: All CAA Approved 1st April 1996

Table 2-2 Torque Limits at 100% N2 and Gauge Markings

Torque range Torquemeter Meaning
colour marking
0 to 983 lb ft Wide green arc Normal two engines operating range
983 lb ft White diamond Maximum recommended normal two engines
operating power
983 to 1035 lb ft Narrow green arc Normal single engine operating range
1035 lb ft Red radial line Maximum power for all operations

Table 2-3 Turbine Gas Temperature Limits and Gauge Markings

Temperature TGT gauge Meaning
range colour marking
100 to 752 deg C Wide green arc Normal two engine operating range

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752 deg C White diamond Maximum recommended normal two engines
operating TGT

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752 to 810 deg C Narrow green arc Normal single engine operating range

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810 deg C Red radial line Maximum continuous TGT

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810 to 899 deg C Transient operating range: Up to 6 seconds

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899 deg C Red arrow head Maximum transient operating TGT

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810 to 927 deg C Transient operating range during start-up and

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shut-down only: Up to 10 seconds

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927 deg C Red Diamond Maximum transient TGT during start-up and shut-down: Up
to 1 second

Table 2-4 N2 (Power Turbine) Limits and Gauge Markings

Speed range Propeller Meaning
Tachometer
colour markings
60 to 80 per cent Yellow arc Cautionary operating range
(Below propeller governing range)
80 to 100 per cent Green arc Normal operating range
100 per cent Red radial line Maximum continuous N2
100 to 110 per cent Overspeed - Transient N2 up to 15 seconds
110 per cent Red arrow head Maximum overspeed transient N2

CAA Approved 1st April 1996 Effectivity: All 2-5

Table 2-5 N1 (Gas Producer) Limits and Gauge Markings

Speed range Gas Producer Meaning
Tachometer
colour markings
60 to 105 per cent Green arc Normal operating range
105 per cent Red radial line Maximum continuous N1
105 to 106 per cent Overspeed - Transient up to 15 seconds
106 per cent Red arrow head Maximum overspeed transient N1

Table 2-6 Oil Temperature Limits and Gauge Markings

Temperature Oil Temperature Meaning
range Gauge colour
markings
0 to 82 deg C Green arc Normal operating range

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82 to 107 deg C Yellow arc Cautionary operating range: Up to 5 minutes

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107 deg C Red radial line Maximum oil temperature

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Table 2-7 Oil Pressure Limits and Gauge Markings

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Pressure range Oil Pressure Meaning
Gauge colour

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marking

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50 lb/in2 Red radial line Minimum oil pressure limit

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50 to 90 lb/in2 Yellow arc Cautionary operating range
90 to 130 lb/in2 Green arc Normal operating range
130 lb/in2 Red radial line Maximum oil pressure
• At 94 per cent N1 speed and above oil pressure must be in the 120-130 lb/in2 range
• At 85 to 94 per cent N1 speed oil pressure must be in the 90-130 lb/in2 range
• Below 85 per cent N1 speed oil pressure must be in the 50-130 lb/in2 range
• During start a positive oil pressure indication must be obtained when 60 per cent N1 (idle) is reached

2.9.c. Starter Cycles

The following consecutive duty cycle conditions should be observed:

a) After a normal start cycle allow a one-minute cooling period.

b) After a second normal start cycle allow a further one-minute cooling period.

c) After a third normal start cycle allow a thirty minute-cooling period.

2-6 Effectivity: All CAA Approved 1st Oct 2004

2.9.d. Power Plant Anti-ice

Power Plant Anti-ice for both engines must be selected ‘FAST’ or ‘SLOW’, as
appropriate, when flying at outside air temperatures of +5 deg C or less, in conditions
where visible moisture exists.

Table 2-8 Power Plant Anti-ice settings

Outside Air Temperature Power Plant Anti-ice setting
+5 deg C to -20 deg C FAST
Below -20 deg C SLOW

2.9.e. Fuel Specifications

Fuels approved for use in this aircraft are listed in Table 2-9.

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Table 2-9 Fuel Specifications
Fuel US British NATO Joint Service

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Grade Specification Specification Code Designation

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Jet A ASTM D-1655 - - -
Jet A-1 MIL-T-83133D DEF STAN 91-91 F-35 Avtur

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ASTM D-1655

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Jet B ASTM D-1655 - - -

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JP-4 MIL-PRF-5624S DEF STAN 91-88 F-40 Avtag/FSII
Grade JP-4
JP-5 MIL-PRF-5624S DEF STAN 91-86 F-44 Avcat/FSII
Grade JP-5
JP-9 MIL-T-83133D DEF STAN 91-87 F-34 Avtur/FSII
Grade JP-8

2.9.f. Fuel Additives

For operations in actual or forecast ambient temperatures of +4 deg C and below, it is
essential that the fuel used in this aircraft must have a DIETHYLENE GLYCOL
MONOMETHYL ETHER (DiEGME) fuel system icing inhibitor (FSII). The inhibitor must
be to the specification given in Table 2-10.

Table 2-10 Fuel System Icing Inhibitor Specification

Inhibitor US British NATO Joint Service
Grade Specification Specification Code Designation
MIL-I-85470A DEF STAN 68-252 S-1745 AL-41
Grade AL-41-

1st Oct 2004 Effectivity: All 2-7

Fuel can be supplied with the approved icing inhibitor already incorporated or mixed with
the fuel during refueling. Section 7 gives the correct mixing procedure.

Note

FSII is not always indicated on the refueling placard. Check with the fuel
supplier to make sure the fuel contains FSII.

CAUTIONS...
The correct mix of a DiEGME compound with the fuel is important. Concentrations
more than the recommended maximum (0.15% by volume) will cause damage to the
protective primer and sealants of the fuel tanks. Damage will occur to the seals in
the fuel system and engine components.

MIL-S-5572 fuel with Tricresylphosphate (TCP) additive must not be used.

2.9.g. Engine Oil Specifications

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Oils to the undermentioned specifications are approved for use in this aircraft.

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• MIL-L-7808 Series Refer to the Allison Operation Manual GTP 5243-2

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•

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MIL-L-23699 Series the Grouping of oils from different manufacturers.

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WARNING...

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MIXING OF OILS FROM DIFFERENT SERIES IS PROHIBITED.

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FAILURE TO COMPLY WITH OIL MIXING RESTRICTIONS CAN

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RESULT IN ENGINE FAILURE.

2.9.h. Maximum Oil Consumption

Oil consumption limit 0.05 US gal/hr

2.9.i. Propellers
Number of propellers 2
Propeller manufacturer Hartzell
Propeller Model Number HC-C3YF-5F/FC-7818(K)
Number of blades 3
Propeller diameter 80 inches (2.03m)

2-8 Effectivity: All 1st Oct 2004

2.11. Flight load factor limits

The flight load factors in Table 2-9 are not to be exceeded. For airspeeds above VNO
(151 Kt IAS) the load factors linearly decrease to +2.8g and -0.3g at VNE (194.5 Kt IAS).

Table 2-11 Flight Load Factor Limits

Flaps Position Flight Load Factor Limits
UP +3.39g -1.0g
T.O. +3.23g -1.0g
DOWN +2.0g 0g

2.13. Weight limits

Maximum Take-off Weight 8500 lb (3855.5 kg)

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Maximum Landing Weight 8500 lb (3855.5 kg)

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Maximum Zero Fuel Weight 8300 lb (3764.8 kg)

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1st Oct 2004 Effectivity: All 2-9

2.15. Centre of gravity limits

2.15.a. Centre of gravity datum
The C.G. datum is co-incident with the wing leading edge (STA.134.5).

2.15.b. Centre of gravity range

The aircraft shall be so loaded that the centre of gravity always falls within the
appropriate limits, shown in Fig 2-1.

9000

8500 lb
8500
20.0 in

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8000
Gross Weight (pounds)

7500

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Note:

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Loadings in the
shaded area may move

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outside the forward
7000 limit with fuel usage.
6700 lb Check minimum fuel

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state is inside the
main envelope.
6500

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6000

5500

5000
14 16 18 20 22 24 26 in
15.0 in 25.0 in
C.G. Position Aft of Datum (inches)
PN-A-08-30-A0001-A-01

Fig 2-1 CG Envelope diagram

2-10 Effectivity: All 1st Oct 2004

2.15.c. Loading
Subject to balance considerations, the cabin loading limits shall be as follows:
Maximum cabin floor loading intensity 120 lb/ft2 586 kg/m2
Area from rear of pilot's seat to front wing spar frame 1000 lb 454 kg
Area between wing spar frames 820 lb 372 kg
Area from rear wing spar frame to seat step 1000 lb 454 kg
Baggage compartment - maximum floor loading intensity 120 lb/ft2 586 kg/m2
Baggage compartment - total load 400 lb 181 kg

2.17. Manoeuvres
Aerobatic manoeuvres including spins are prohibited.

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2.19. Flight crew

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The minimum flight crew is one pilot.

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2.21. Electronic Flight Instrument System

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Red SG or Amber/Yellow DU flags must not be visible prior to departure.

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2.23. Kinds of operation
The aircraft is approved for flight in VMC (day). When the required equipment is installed
the aircraft may be used for the following additional kinds of operation:

VMC (night)
IMC (day and night)

2.23.a Icing Conditions

Flight into known or forecast icing conditions is prohibited.

2.23.b. Snow and Slush

Take-off or landing on snow or slush covered runways is prohibited.

1st Oct 2004 Effectivity: All 2-11

2.25. Fuel
Fuel remaining in the fuel tanks when the contents indicators read zero cannot safely be
used

Notes...
1. The full amount of usable fuel can be used in all normal attitudes.
2. The failure of any booster fuel pump does not affect the level of unusable
fuel.

2.27. Altitude
Maximum altitude 25,000 ft
Maximum altitude for engine re-lights 20,000 ft

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Above 15,000 ft the minimum permitted N1 is 70 per cent

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Above 5,000 ft auxiliary fuel pumps must be selected ON to ensure positive fuel
pressure.

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2.29. Outside Air Temperature

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Operation in air temperature above ISA +35 deg C is not approved. No minimum air

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temperature has been established.

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2.31. Number of Occupants
The total number of persons carried in the aircraft shall not exceed the number for which
seats, equipped with safety belts, are provided. If the aircraft is operated in accordance
with JAR-OPS the number of persons carried in the aircraft shall not exceed eleven of
which a maximum of nine shall be passengers.

2.33. Taxiing
The aircraft must not be taxied in wind speeds in excess of 55 kt.

2.35. Smoking
Smoking is prohibited during take-off and landing.

2-12 Effectivity: All 1st Oct 2004

Rev. 3 © 2004 B-N Group Ltd
Section 2
AFM/2T-4S Limitations

2.37. Placards
Fig 2-2 shows the positions of the internal placards that must be displayed at all times.

Placard 4

Placard 3

Placard 6
Placard 7
Placard 1 Placard 5
Placard 2
Placard 8

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PN-A-113000-A-U0625-00034-A-02-1

Fig 2-2 Internal Placards

Placard 1
DESIGN MANOEUVRE SPEED 129.5 KTS
MINIMUM CONTROL SPEED 60 KTS
AEROBATIC MANOEUVRES INCLUDING
SPINS NOT APPROVED

Placard 2
Placard 3
SPEED LIMITATIONS — FLAP SELECTION
TAKE-OFF — 116 KTS DOWN — 113 KTS ENSURE POSITIVE PRESSURE ABOVE 5,000ft

1st Oct 2004 Effectivity: All 2-13

Placard 4
USABLE FUEL (U.S. GAL)
LEFT TANKS 149.4 RIGHT TANKS 149.4
FUEL REMAINING IN TANKS WHEN CONTENTS
INDICATORS READ ZERO CANNOT SAFELY BE USED

Placard 5

Not fitted to BCAR certificated aircraft

Placard 6
DAY NIGHT

Placard 7
STAND-BY COMPASS

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TO READ THIS COMPASS THE

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FOLLOWING CONDITIONS MUST BE
OBSERVED
1. SWITCH OFF LEFT AND RIGHT

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GENERATORS
2. DO NOT TRIP ANY CIRCUIT

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BREAKERS
3. SWITCH OFF ALL BUT THE

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FOLLOWING LOADS

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DAY NIGHT
PITOT & STALL PITOT & STALL

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WARN HEATERS WARN HEATERS
VHF No.1 VHF No.1
ADF ADF
BEACON BEACON
NAV LIGHTS
PANEL LIGHTS
SEE ALSO FLIGHT MANUAL

Placard 8

This placard has been removed from all BN2T-4S aircraft.

2-14 Effectivity: All 1st Oct 2004

Rev. 3 © 2004 B-N Group Ltd
Section 2
AFM/2T-4S Limitations

Placard 9

On the cabin side wall:

FLOOR LOADING
MAXIMUM FLOOR LOADING INTENSITY NOT GREATER THAN 120 lb/ft2
AREA FROM REAR OF PILOT'S SEAT TO FRONT WING SPAR FRAME 1000 lb MAX
AREA BETWEEN WING SPAR FRAMES 820 lb MAX
AREA FROM REAR WING SPAR FRAME TO SEAT STEP 1000 lb MAX
ABOVE LOADINGS ARE SUBJECT TO WEIGHT AND CENTRE OF GRAVITY LIMITS IN THE
FLIGHT MANUAL

Placard 10

At the top of each cabin door:

EMERGENCY EXIT

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PULL HANDLE

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Placard 11

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Adjacent to each cabin door handle:

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EMERGENCY EXIT

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Placard 12

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On the cabin side wall behind the pilot’s door aperture:

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EMERGENCY
LOCK RELEASE

PULL

Placard 13

Above each cabin door:

EXIT
Placard 14
On the inside of the baggage compartment door:
MAX. PERMISSIBLE
LOAD 400 lb
MAX. PERMISSIBLE
LOAD INTENSITY
120 lb/sq ft

1st Oct 2004 Effectivity: All 2-15

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2-16 Effectivity: All 1st Oct 2004

Rev. 3 © 2004 B-N Group Ltd
Section 3
AFM/2T-4S Emergency Procedures

Section 3
Emergency Procedures
Contents
Paragraph Page
3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Emergencies
3.3. Engine failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.5. Air start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.7. Smoke and fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.9. Emergency descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.11. Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.13. Landing emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.15. Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

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Systems Emergencies
3.17. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

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3.19. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3.21. Electrical failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.23. Emergency evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23

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3.25. Audio failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23

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CAA Approved 1st April 1996 Effectivity: All 3-1

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3-2 Effectivity: All CAA Approved 1st April 1996

3.1. GENERAL
This section contains the necessary information to enable a pilot to recognise and deal
with most foreseeable conditions of emergency, as they may arise, individually or in
combination.

Emergencies
3.3. ENGINE FAILURE
3.3.a. FAILURE OF ONE ENGINE DURING TAKE-OFF
If an engine fails before rotation is reached, reduce power and decelerate to a stop. If an

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engine fails after rotation the decision whether or not to land straight ahead should be
made with due consideration to runway length and level of performance available, and

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surrounding terrain (obstacles). If committed to continuing take-off the procedure below
should be followed.

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Immediate action

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1 Both Power levers. . . . . . . . . . . . . . . . . MAXIMUM POWER

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2 Determine Inoperative engine

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Secondary action

3 Power lever for Inoperative engine . . . . . IDLE

4 Condition lever for Inoperative engine. . . FUEL OFF FEATHER

5 At a safe height increase speed to . . . . . 78 kt IAS

6 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Follow-up action

7 Fuel cock selector for Inoperative engine OFF

8 Generator switch for Operative engine . . ON

9 Generator switch for Inoperative engine . OFF

CAA Approved 1st Jan 2003 Effectivity: All 3-3

3.3.b. FAILURE OF ONE ENGINE EN ROUTE

If an engine fails during normal level flight at a safe altitude, follow this procedure.

Immediate action

1 Both Power levers . . . . . . . . . . . . . . . . MAXIMUM POWER

2 Determine Inoperative engine

Secondary action

3 Power lever for Inoperative engine . . . . . IDLE

4 Condition lever for Inoperative engine . . FUEL OFF FEATHER

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Follow-up action

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5 Fuel cock selector for Inoperative engine OFF

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6 Generator switch for Operative engine . . ON

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7 Generator switch for Inoperative engine . OFF

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3-4 Effectivity: All CAA Approved 1st April 1996

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CAA Approved 1st Jan 2003 Effectivity: All 3-5

3.3.c. FAILURE OF BOTH ENGINES EN ROUTE

If both engines fail en route, carry out the following procedure:

Immediate action to attempt quick restart

1 Both power levers. . . . . . . . . . . . . . . . . IDLE

2 Both igniter switches . . . . . . . . . . . . . . . ON CONT

Secondary action if quick restart is unsuccessful

3 Fly and trim the aircraft at the recommended gliding speed of 90 kts IAS

4 Both condition levers. . . . . . . . . . . . . . . FUEL OFF FEATHER

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5 Both generator switches . . . . . . . . . . . . OFF

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6 Attempt a normal air start on either engine

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7 If start is unsuccessful, attempt a normal air start on the other engine

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Follow up action

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If neither engine can be started after repeated attempts carry out a Landing Without
Power (Ref Para 3.13.b).

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When one or both engines have been restarted carry out normal after start checks
including operation of the powerplant anti-ice system, if appropriate

WARNING...
APPROXIMATELY 1000 ft WILL BE LOST DURING THE
EXECUTION OF EACH RESTART ATTEMPT

3-6 Effectivity: All CAA Approved 1st April 1996

3.3.d. HANDLING ON ONE ENGINE

General

Variations in asymmetric power can result in high rudder foot forces which should be
held and then alleviated by trimming. Yawing with asymmetric power could give rise to
significant longitudinal pitch trim changes.

Fuel system management

Should an engine failure be experienced during the early part of a flight the operative
engine can be fed from the fuel tank(s) on the opposite side to improve aircraft roll trim.
This can be done by using the “crossfeed” selection shown in Section 7 under the Fuel
System heading.

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3.3.e. CRITICAL ENGINE

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Failure of the left engine has the more adverse effect on the performance characteristics
of the aeroplane.

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Failure of the right engine in the T.O. configuration is more critical with respect to

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Minimum Control Speed (VMCA).

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CAA Approved 1st April 1996 Effectivity: All 3-7

3.5. AIR START

1 Generator switch for Inoperative engine . OFF

2 Select and hold starter switch lever towards the engine to be started.

3 As N1 speed accelerates through 12 to 15 per cent, move the condition

lever forward to MIN RPM. This avoids momentary propeller overspeed
and minimises drag surge as the propeller unfeathers.

4 De-energize the starter when 58 per cent N1 speed is reached.

5 A positive indication of oil pressure must be obtained when 60 per cent

N1 is reached.

6 The start is completed when a stabilized N1 speed of 60 to 65 per cent

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is reached, the propeller has unfeathered and has stabilized at 59 to 69

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per cent N2.

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Notes...
To assist in starting the other engine, the generator on the operating

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engine may be switched ON, but an N1 speed of 70 per cent or greater

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must be set.

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Depending upon conditions the starting cycle takes approximately 15 to
45 seconds for each engine.

CAUTION...

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Due to thermal change within the turbine, the gas producer section of the
engine may lock up after an inflight shutdown. This is a temporary
condition which exists after the engine has been shut down for
approximately one minute and which may continue for up to ten minutes
following the shutdown. In an emergency, air starts may be attempted
during the time period between one minute after shutdown and ten
minutes after shutdown but restart cannot be guaranteed.

3-8 Effectivity: All CAA Approved 1st April 1996

3.7. SMOKE AND FIRE

3.7.a. GENERAL
A hand-operated fire extinguisher is installed in a quick-release mounting between the
pilots’ seats. Engine fire warning is indicated by flashing red lamps on the central
annunciator panel. No engine fire extinguisher system is provided.

BRT L. FUEL R. FUEL

L .FIRE L. OIL L. CHIP L. GEN R. GEN R. CHIP R. OIL R. FIRE BUSBAR
FILTER FILTER
L. ENGINE
L. N1 LOW R. N1 LOW
R. ENGINE
AIRFRAME BATT
TEST DIM DOORS HEATERSTARTER
ANTI-ICE SPEED SPEED ANTI-ICE DE-ICE OFF

3.7.b. CABIN FIRE ON THE GROUND

Immediate action:

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1 Both Engines . . . . . . . . . . . . . . . . . . . . Shutdown (if running)

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2 All Passengers . . . . . . . . . . . . . . . . . . . Evacuate

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3 Battery switch . . . . . . . . . . . . . . . . . . . . OFF

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4 External supply switch. . . . . . . . . . . . . . OFF

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5 Fire Extinguisher. . . . . . . . . . . . . . . . . . Discharge at source of fire

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When the fire is completely extinguished

6 Cabin doors . . . . . . . . . . . . . . . . . . . . . All open for ventilation

3.7.c. ENGINE FIRE ON THE GROUND

Shut down both engines immediately by selecting:-

1 Power levers . . . . . . . . . . . . . . . . . . . . IDLE

2 Condition levers . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

3 Fuel cocks . . . . . . . . . . . . . . . . . . . . . . OFF

4 Battery switch . . . . . . . . . . . . . . . . . . . . OFF

5 External supply switch. . . . . . . . . . . . . . OFF

Deal with the fire by using the fire extinguisher or any similar ground appliance.

CAA Approved 1st April 1996 Effectivity: All 3-9

3.7.d. CABIN FIRE IN THE AIR

Immediate action:

1 Fire Extinguisher . . . . . . . . . . . . . . . . . Discharge at source of fire

When the fire is completely extinguished

2 DV Panel . . . . . . . . . . . . . . . . . . . . . . . OPEN

3 ENVIRONMENT - HEAT rotary switch . . FAN

4 Land at the first available airfield

If the fire is not extinguished

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LAND AT THE FIRST AVAILABLE OPPORTUNITY

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3.7.e. ENGINE FIRE IN THE AIR

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Immediate action:

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Shut down the affected engine by selecting :

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1 Power lever . . . . . . . . . . . . . . . . . . . . . IDLE

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2 Condition lever . . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

3 Fuel cock . . . . . . . . . . . . . . . . . . . . . . . OFF

Secondary action:

4 Generator switch . . . . . . . . . . . . . . . . . OFF

5 Auxiliary fuel pumps . . . . . . . . . . . . . . . OFF

When the fire is extinguished

6 Land at the first available airfield

If the fire is not extinguished,

LAND AT THE FIRST AVAILABLE OPPORTUNITY

WARNING...
DO NOT ATTEMPT TO RESTART THE AFFECTED ENGINE.

3-10 Effectivity: BCAR only CAA Approved 23rd May 1997

Rev. 1 © 1996 Pilatus Britten-Norman Ltd
Section 3
AFM/2T-4S Emergency Procedures

3.9. EMERGENCY DESCENT

To achieve an emergency high rate of descent, Set:

1 Propellers . . . . . . . . . . . . . . . . . . . . . . Maximum RPM

2 Power Levers . . . . . . . . . . . . . . . . . . . . IDLE

3 Airspeed . . . . . . . . . . . . . . . . . . . . . . . 194.5 Kts IAS (VNE)

The rate of descent will be approximately 5,000 ft/min in a steep nose down attitude
(about 25° nose down). Higher rates of descent may be obtained by executing a steep
descending turn in either direction with bank angles up to 45°. Care must be taken to
avoid over-controlling and exceeding airspeed and flight load factor limitations in steep,
descending turns.

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Caution...
Altimeter indications lag by 100 ft per 1,000 ft/min rate of climb or

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descent.

3.11. GLIDE

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In the event of failure to restart an engine following a double engine flame-out, the
aircraft will be committed to a forced landing. The optimum glide is achieved by:

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1 Power levers . . . . . . . . . . . . . . . . . . . . IDLE

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2 Condition levers . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

3 FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . UP

4 Airspeed . . . . . . . . . . . . . . . . . . . . . . . 90 Kts IAS

Note...
Rate of descent = approximately 1100 ft/min or 1.4 nm range/1,000 ft
altitude.
As flaps are lowered for the subsequent landing, the rate of descent increases
significantly. Flaps DOWN should not be selected until sure of reaching the intended
point of touch-down.

CAA Approved 2rd May 1997 Effectivity: All 3-11

3.13. LANDING EMERGENCIES

3.13.a. Landing With One Engine Inoperative

Initial Approach

1 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . T.O.

2 Airspeed . . . . . . . . . . . . . . . . . . . . . . . As Table 3-1 + 10 Kts IAS

When Committed For Landing

3 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

4 Airspeed . . . . . . . . . . . . . . . . . . . . . . . See Table 3-1

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5 Touch Down Normally.

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Table 3-1 Variation in VREF with Landing weight -

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One Engine Inoperative - Flaps DOWN

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Landing Weight lb VREF- Kt IAS

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6000 67

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7000 75

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8000 83
8500 87

3-12 Effectivity: All CAA Approved 1st April 1996

3.13.b. Landing Without Power

Initial Approach

1 Airspeed . . . . . . . . . . . . . . . . . . . . . . . 90 kt IAS

2 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . As required

3 Condition levers . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

4 Fuel cock selectors . . . . . . . . . . . . . . . . OFF

5 Non essential equipment . . . . . . . . . . . . OFF

6 Brakes . . . . . . . . . . . . . . . . . . . . . . . . . OFF

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Approach

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7 Airspeed . . . . . . . . . . . . . . . . . . . . . . . 80 kt IAS

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8 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . As required

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9 Battery switch . . . . . . . . . . . . . . . . . . . . OFF (after final flap selection)

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1 Reduce speed to touchdown in a nose high attitude
0

CAA Approved 1st April 1996 Effectivity: All 3-13

3.13.c. Balked Landing With One Engine Inoperative

It has been demonstrated that this aircraft can carry out a balked landing with one
engine inoperative using this procedure.

Caution...
Do not attempt to carry out the procedure below 300 ft on final approach.

Immediate action

1 Power lever for Operative engine . . . . . . MAX POWER applied smoothly

2 Airspeed . . . . . . . . . . . . . . . . . . . . . . . 78 Kt IAS

At a safe height above the ground

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3 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP

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4 Climb out . . . . . . . . . . . . . . . . . . . . . . . 78 Kt IAS

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Note...

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Be prepared for 'nose up' and a directional change of trim during

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application of power and 'nose down' trim change with selection of flap
from T.O. to UP.

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3.13.d. Landing With Flaps UP or T.O.

Initial Approach

1 Airspeed . . . . . . . . . . . . . . . . . . . . . . . VREF + 15 Kts

When Committed For Landing

2 Airspeed . . . . . . . . . . . . . . . . . . . . . . . VREF (See Table 3-2 below)

3 Touch Down Normally.

Table 3-2 Variation in VREF with Landing weight - Flaps UP or T.O.

Landing Weight lb VREF- Kt IAS
6000 78
7000 82
8000 86
8500 89

3-14 Effectivity: All CAA Approved 23rd May 1997

Rev. 1 © 1996 Pilatus Britten-Norman Ltd
Section 3
AFM/2T-4S Emergency Procedures

3.13.e. Landing Without Elevator Control

In the unlikely event of the loss of elevator control it has been demonstrated, as part of
the aeroplane's certification programme, that it may be safely landed by use of the
elevator trim control. Speed and descent may be controlled by use of the elevator trim
and engine power controls. An approach speed of 85 kt is recommended using T.O. flap
with condition levers selected to 90 per cent. Power adjustments should be kept to a
minimum, and the aeroplane should be levelled with the elevator trim to touchdown on
the mainwheels before closing the power levers.

3.13.f. Precautionary Landings

A precautionary landing implies landing at an airspeed slower than normally scheduled
to obtain minimum ground run. The technique is to commence a normal powered
approach, with flaps DOWN selected, reducing the airspeed and stabilising at not less
than VREF [Precautionary Landing] as scheduled in Table 3-3.

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Table 3-3 Variation in VREF [Precautionary Landing]

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with Landing weight

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Landing Weight lb VREF [Precautionary Landing] -

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Kt IAS

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6000 44

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7000 49

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8000 54

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8500 56

Control the rate/angle of descent using engine power. Maintain the VREF speed to
touchdown to avoid landing tail bumper first. At touchdown, retard the power levers and
commence maximum braking consistent with avoiding wheel lock-up as soon as the
nosewheel makes ground contact. Progressively move the control column fully back to
achieve the maximum weight transfer to the main wheels. Two aspects need to be
considered:

1. The nose attitude is high during the final stage of the approach and the intended
landing area disappears from the pilot's view at about 100 ft AGL making lateral
judgement across the landing area more difficult.

2. If the surface of the intended landing area is wet grass, it is relatively easy to lock-up
the mainwheels if brake application is too hard. The residual thrust at idle power is
sufficient to allow the aircraft to ‘skate’ for a considerable distance under these
conditions. If the intended landing area is confined it is recommended that the
condition levers are moved to FUEL OFF FEATHER immediately on touch down.

CAA Approved 23rd May 1997 Effectivity: All 3-15

3.13.g. Landing with a Flat Tyre

The dual wheel configuration for the main undercarriage allows for a normal landing with
one flat tyre on either main wheel with no loss of directional control. Braking should be
consistent with runway distance available and the aircraft taxied off the runway. A
second flat tyre on the same undercarriage leg will result in reduced directional control
with the aircraft swinging in the direction of the flat tyres; in this event, shut down the
engine on the outside of the swing which will assist in regaining directional control.

There may be loss of directional control when landing with a flat nose-wheel tyre.
Asymmetric braking with the control column held fully back will assist in stopping the
aircraft with minimal side loads on the undercarriage.

3.13.h. Landing With a Defective Landing Gear

Landing with a defective landing gear implies damage to the fixed undercarriage or

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failure of a torque link.

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With a damaged undercarriage, complete collapse may occur during the landing roll.

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A failed nose wheel torque link will result in loss of normal directional control. Failure of
a mainwheel torque link will result in the mainwheel unit rotating about the undercarriage

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leg when the wheels make ground contact and a risk of the main undercarriage leg

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collapsing.

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Use the precautionary landing technique

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After Touchdown

1 Condition levers . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

2 Fuel cocks . . . . . . . . . . . . . . . . . . . . . . Both OFF

WARNING...
IF THE UNDERCARRIAGE COLLAPSES, VACATE THE CABIN
WHEN THE AIRCRAFT STOPS MOVING.

3-16 Effectivity: All CAA Approved 1st April 1996

3.13.i Ditching
No ditching trials or tank tests have been conducted on the BN2T-4S aircraft. It is
recommended that the following technique is used if ditching is unavoidable :

1 Landing direction . . . . . . . . . . . . . . . . . Along the swell

2 Approach type . . . . . . . . . . . . . . . . . . . Normal powered

3 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

4 Condition levers . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

5 Airspeed at Touchdown. . . . . . . . . . . . . 75 Kts

WHEN THE AIRCRAFT STOPS PULL INWARDS ON THE EMERGENCY EXIT

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WINDOW HANDLES AND VACATE CABIN

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WARNING...

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DO NOT ATTEMPT TO OPEN ANY DOORS

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CAA Approved 23rd May 1997 Effectivity: All 3-17

3.15. SPINS
Deliberate spinning of the aircraft is not approved. If, for any reason, an inadvertent spin
occurs the following recovery techniques are recommended:

3.15.a. Both Engines Operating

1 Control Column . . . . . . . . . . . . . . . . . . Release any back pressure

2 Ailerons . . . . . . . . . . . . . . . . . . . . . . . . Neutral

3 Power Levers . . . . . . . . . . . . . . . . . . . . IDLE

4 Rudder . . . . . . . . . . . . . . . . . . . . . . . . Sufficient to counter the yaw

5 When the spin stops, centralize the rudder and ease out of the ensuing

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dive

3.15.b. One Engine Feathered

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As for ‘Both Engines Operating’

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3-18 Effectivity: All CAA Approved 1st April 1996

Systems Emergencies
3.17. ENGINE
3.17.a. MAGNETIC DRAIN PLUG (CHIP WARNING) INDICATION
Red L.CHIP or R.CHIP annunciators display on the central annunciator panel if metal
particles are present in the engine oil system. Should such a display occur, the engine
manufacturer warns “LAND AND INSPECT THE MAGNETIC PLUGS AS SOON AS
POSSIBLE. THIS LIGHT IS AN INDICATION OF CONDITIONS WHICH COULD
CAUSE ENGINE FAILURE. WHEN FLYING A MULTI-ENGINE AIRCRAFT, REDUCE
THE AFFECTED ENGINE OUTPUT POWER TO THE MINIMUM REQUIRED FOR
FLIGHT AND LAND AS SOON AS PRACTICABLE. IF THE LIGHT IS ACCOMPANIED

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BY ABNORMAL NOISES, OIL PRESSURE OR TEMPERATURE, AND SINGLE-
ENGINED FLIGHT CAN BE MAINTAINED, SHUT DOWN AFFECTED ENGINE AND

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LAND AS SOON AS PRACTICABLE. AFTER LANDING, INSPECT THE MAGNETIC
PLUGS ON THE AFFECTED ENGINE FOR METAL CONTAMINATION PRIOR TO

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FURTHER ENGINE OPERATION”.

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3.17.b. ENGINE LOW OIL PRESSURE INDICATION
In the event of abnormally low oil pressure in either engine for the appropriate power
setting (Section 2 refers), the engine manufacturer recommends immediate shut-down
of the affected engine. A red L.OIL or R.OIL annunciator will display on the central
annunciator panel only when a serious loss of oil pressure occurs (below nominally
2
50 lb/in ). Before shutting down the engine, it is the pilot's responsibility to cross-check
the symptoms and decide whether, in view of the mission on hand, terrain clearance
and other considerations, it would be less hazardous to postpone the shut-down until a
later stage in the flight.

3-18 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 3
AFM/2T-4S Emergency Procedures

3.19. FUEL
3.19.a AUXILIARY FUEL PUMP FAILURE
If an auxiliary fuel pump fails, the appropriate back-up fuel pump must be switched ON.

Note...
The use of auxiliary fuel pumps is only necessary above 5,000 ft.

3.19.b. FUEL FILTER IMPENDING BY-PASS WARNING

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Each engine-driven fuel pump incorporates a filter which is interconnected with a

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differential pressure switch. Progressive accumulation of foreign matter will eventually
block the filter, allowing fuel to by-pass internally. Before this condition occurs, however,

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the increased pressure will be sensed by the pressure switch and the defect signalled to

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the relevant amber light (L FUEL FILTER or R FUEL FILTER) on the central annunciator

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panel. When this warning occurs the pilot need not take immediate action but should
report the matter for rectification before the next flight. Unless rectified on the ground

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the warning will, of course, recur at the next engine start as soon as electrical power and
fuel flow are on line. In these circumstances the pilot should not accept the aircraft for

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service.

CAA Approved 1st April 1996 Effectivity: All 3-19

3.21. ELECTRICAL FAILURE

3.21.a. GENERAL
These emergency procedures refer to system failures rather than operational errors,
even though the indications may be the same. All warning lamps are contained in the
central annunciator panel on the main instrument panel.

Electrical system failure indications

• Ammeter: may be switched to measure the output current of each generator, or the
charge-discharge of the battery. Indications in the red sector are abnormal.

• Amber generator failure warning lamps: L. GEN and R. GEN

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• Voltmeter: measures the busbar voltage which is nominally 27.75 volts.

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• Circuit Breakers: expose a white collar when open.

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• Low volt busbar: red flashing warning lamp BUSBAR.

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• Battery has been inadvertantly turned off while the generators are on: BATT OFF.

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3-20 Effectivity: All CAA Approved 1st April 1996

3.21.b. LOSS OF ONE GENERATOR

Indications

• Generator failure warning lamp will be on.

• Ammeter indicating zero when switched to failed generator.

• The relevant N1 LOW SPEED warning lamp may be flashing accompanied by the
audible warning tone.

Action

1 Determine Failed generator

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2 Increase the N1 speed of relevant engine to more than 70 per cent

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Generator may automatically return on-line, if it does not:

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3 Open the relevant ‘ENG SPEED MON’ circuit breaker

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Generator may automatically return on-line, if it does not:

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4 Close the relevant ‘ENG SPEED MON’ circuit breaker

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5 Relevant generator switch . . . . . . . . . . . RESET (try once only)

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6 Relevant generator switch . . . . . . . . . . . ON (if reset succeeds)
or
OFF (if reset fails)

Note...
The live generator will normally carry the full main busbar load.

CAUTIONS...
1. Failure of a generator will result in the loss of powerplant anti-icing for
the engine concerned and therefore, flight in visible moisture
conditions in ambient air temperatures below 5 deg C is prohibited.
2. Failure of a generator will automatically disconnect the auxiliary
busbar and its electrical loads.

CAA Approved 1st April 1996 Effectivity: All 3-21

3.21.c. LOSS OF BOTH GENERATORS

Indications

• Generator failure warning lamps lit.

• Ammeter indicating discharge on battery and zero on each generator.

• Busbar low-volt warning lamp flashing.

• Voltmeter indicating 24 volts or less.

Action

1 Increase the N1 speed of both engines to more than 70 per cent

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2 Both generators . . . . . . . . . . . . . . . . . . RESET (try once only)

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3 Both generators . . . . . . . . . . . . . . . . . . ON (if reset succeeds)

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or

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OFF (if reset fails)

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If generator reset fails, loadshed by opening all circuit breakers on the
‘GENERATORS’ busbar

CAUTION...

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Do not open any circuit breakers that are located on the ‘BATTERY’
busbar.
After load shedding, use of the following electrical systems must be limited to essential
operations only.

• WING FLAP
• LIGHTS — LANDING (L)
• LIGHTS — NAVIGATION
• LIGHTS — COCKPIT
• RADIO — VHF 1 limit total transmission time to less than 3 minutes

The battery has sufficient capacity for at least 30 minutes flight without benefit of the
generators, night or day, provided the measures listed above are carried out within 5
minutes of the start of ‘battery only’ operation.

3-22 Effectivity: All CAA Approved 1st April 1996

3.23. EMERGENCY EVACUATION

3.23.a. OPERATION OF CABIN DOORS
All three cabin doors are placarded as emergency exits and should be opened in the
normal way as the first resort in making an emergency exit from the cabin. In the case of
the pilot's door, the interlock mechanism, if still engaged, can be overridden by pushing
the red lock-release lever with one hand whilst operating the internal door handle with
the other hand. Whenever this is necessary, ensure that the propeller has stopped
turning before the door is opened, since the object of the mechanism is to prevent injury
from that cause. The lock release lever is situated just to the rear of the pilot's door
aperture, in the cabin side wall.

3.23.b. OPERATION OF CABIN WINDOW EXITS

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If the cabin doors cannot be opened, particularly if the aeroplane comes down onto
water, each emergency `pull-in' window can be removed as follows:-

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Grip the red handle at the top corner of the cabin door window and pull inwards and

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rearwards as hard as possible to dislodge the window from its groove in the rubberised

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moulding. Considerable physical effort may be required, especially in cold conditions.

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3.25. AUDIO FAILURE

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3.25.a FAILURE OF AUDIO CONTROL SYSTEMS
If either audio controller fails, its internal circuitry may be bypassed by selecting
‘ISO/EMR’ on the failed controller. This will allow direct unamplified coupling to all
receivers but internal aircraft intercommunication will not be available.

CAA Approved 1st April 1996 Effectivity: All 3-23

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3-24 Effectivity: All CAA Approved 1st April 1996

Section 3a
Abnormal Procedures
Contents
Paragraph Page
3a.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3a-3
3a.3. Engine Speed Monitor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3a-3
3a.5. 26V/115V 400Hz AC Electrical Supplies . . . . . . . . . . . . . . . . . . . . . . . 3a-4
3a.7. Electronic Flight Instrument System . . . . . . . . . . . . . . . . . . . . . . . . . 3a-5

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CAA Approved 1st April 1996 Effectivity: All 3a-1

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3a-2 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 3a
AFM/2T-4S Abnormal Procedures

3a.1. General
This section contains the necessary information to enable a pilot to recognise and deal
with all foreseeable abnormal operating conditions.

3a.3. Engine Speed Monitor System

3a.3.a. System Operation

If the N1 speed of an engine falls below 70 per cent at altitudes above 15,000 feet, the
relevant ‘N1 LOW SPEED’ indicator on the Central Annunciator Panel will come on, and

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a warning tone will be heard over the audio system.

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Action:

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1 Increase N1 speed of relevant engine to more than 70 per cent

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2 N1 LOW SPEED indicator . . . . . . . . . . . Check off

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3 Warning tone . . . . . . . . . . . . . . . . . . . . Check off

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If N1 falls below 60 per cent:

If N1 is allowed to fall below 60 per cent, at any altitude, the ‘N1 LOW SPEED’ indicator
will flash and the generator will automatically be taken off-line, preventing further
run-down of the engine. With the generator off-line the relevant ‘GEN’ failure indicator
will be on.

Action:

1 Increase N1 speed of relevant engine to more than 70 per cent

2 N1 LOW SPEED indicator . . . . . . . . . . . Check off

3 Warning tone . . . . . . . . . . . . . . . . . . . . Check off

4 GEN failure indicator . . . . . . . . . . . . . . . Check off

CAA Approved 1st April 1996 Effectivity: All 3a-3

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3a-4 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 3a
Abnormal Procedures AFM/2T-4S

3a.5. 26V/115V 400Hz AC Electrical Supplies

3a.5.a. Inverter Failure
Failure of an inverter or interruption of its DC supply is indicated when its red ‘FAIL’
warning light comes on.

Action:

1 Relevant Inverter switch . . . . . . . . . . . . OFF/TRANSFER

2 Navigation equipment . . . . . . . . . . . . . . Check for normal operation

Notes...

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1. The ‘FAIL’ warning light for the failed inverter will remain on.

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2. The action of selecting an inverter to OFF/TRANSFER switches all
A.C. loads to the remaining operating inverter.

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3a-4 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 3a
AFM/2T-4S Abnormal Procedures

3a.7. Electronic Flight Instrument System

Automatic built-in test and monitoring functions integral to the EHI/40 software detect
component failures and present failure annunciations on the face of the EHSI and EADI
displays.

3a.7.a. EFIS Component Failures

Symbol Generator Failures

1. A large red SG annunciation on a black background indicates complete failure of the

symbol generator.

Action:

1 Use the standby Artificial Horizon and RMI

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2. A small red SG annunciation indicates an internal self-test failure.

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Action:

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1 Extreme caution should be used to validate any data displayed for
navigation. Even after validation and revalidation the data should only be

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used as supplementary information

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3. An Amber/Yellow SG annunciation indicates a failure of the symbol generator cooling
fan .

Action:

1 For the first 30 minutes after failure no action is required.

2 After 30 minutes continue using the system with caution, verifying the
validity of the displayed data by reference to the Artificial Horizon and
RMI.

CAA Approved 23rd May 1997 Effectivity: All 3a-5

Control/Display Unit Failures

1. An Amber/Yellow DU annunciation indicates a failure of the EHSI or EADI cooling

fan.

2. If a fan failure is indicated in flight:

• Monitor the presentation for an abnormal appearance which will indicate

impending failure.

• Although an EHSI/EADI failure is very unlikely, consideration should be given to

shutting off the system and flying with alternative instruments.

• The system heating can be reduced by lowering the intensity of the presentation.

3. A red CP annunciation indicates a control panel failure, but could be as simple as a

stuck key. Continue operation with caution, verifying the validity of displayed data by

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reference to alternative instruments.

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CAUTIONS...

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1. Following failure of a red gun in any display tube, red warning

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flags will not be visible. The pilot can ensure that all three

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colours are operational in the display unit by checking that the
compass scale is white. White is a combination of all three

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colours.

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2. The EFIS Pilot’s Guide refers to yellow and amber

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annunciations. These are to be considered as the same
colour.

3a-6 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 3a
AFM/2T-4S Abnormal Procedures

3a.7.b. Reversionary Modes

The EFIS provides two different reversionary modes of operation in the event of a
system component failure: Composite and Display Down. These modes can be selected
by a toggle switch located on the instrument panel below the EHSI.

Composite (CMPST)

This mode is generally used to compensate for a failure of a display unit or the EADI
section of the symbol generator.

In the event of a display unit or EADI symbol generator section failure, the composite
mode may be selected for display on the remaining good display unit by means of the
EFIS Composite/Display Down switch.

The EADI display is the basis for the Composite Display with the following added:

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• standard lateral deviation scale
• CRS selector
• HDG selector

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• distance information
•

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DME HOLD annunciation
• NAV sensor selector

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• TO/FROM information.

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Display Down (EADI)

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This mode is generally used to compensate for a failure of the EADI display unit or
section of the symbol generator. The Display Down mode will allow the pilot to transfer
the normal EADI display to the EHSI below.

CAA Approved 1st April 1996 Effectivity: All 3a-7

3a.7.c. Symbol Generator Board Failure

There are two boards within the symbol generator. Their selection is controlled by the
EFIS input select switch (INPUT 1/INPUT 2). The INPUT 1/INPUT 2 switch is mounted
on the instrument panel below the EHSI. The normal system operating mode is with the
switch in the INPUT 1 position.

The EFIS receives inputs from one Vertical Gyro and one Directional Gyro. The
combined output from these units splits to form two inputs to the Symbol Generator (one
to each of the boards). If there is a failure of one of the boards within the Symbol
Generator, the other board can be selected using the INPUT 1/INPUT 2 switch.

Attitude Failure Indication

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In the event of an attitude failure indication (an amber ‘ATT’ on the EADI), the
information on the EADI display must be checked against that on the standby Horizon
Gyro. If there is a difference in indicated attitude, then INPUT 2 must be selected on the

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EFIS input select switch. If the difference remains, then the pilot must use the standby

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Horizon Gyro. If the displays are the same, the pilot may continue to use the EADI.

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Heading Failure Indication

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?

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In the event of a heading failure indication (an amber ‘HDG’ on the EHSI), the
information on the EHSI display must be checked against that on the RMI. If there is a

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difference in indicated heading, then INPUT 2 must be selected on the EFIS input select
switch. If the difference remains, then the pilot must use the RMI. If the displays are the

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same, the pilot may continue to use the EHSI.

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3a.7.d. Compass Failure
A compass failure is indicated by a red HDG flag in place of the lubber line.
Simultaneously, the course pointer head and tail will declutter leaving the D-bar. The D-
bar will reorient on the face of the instrument providing horizontal deviation in the
manner of a CDI.

3a.7.e. VHF NAV or ADF Receiver OFF

If the VHF NAV or ADF receiver is OFF or indicating an internal fault, the affected
deviation scale will be flagged. The affected RMI pointer assignment annunciation will
be flagged.

3a.7.f. VORTAC or DME Station out of Range

In the event that the VORTAC or DME station is out of range or not in operation, or if for
any reason the DME receiver is operational, but not providing computed data, distance
and ground speed will be dashed on the EHSI, but no flags will be displayed.

3a-8 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 3a
AFM/2T-4S Abnormal Procedures

3a.7.g. DME Receiver Indicating an Internal Fault

If the DME receiver is indicating an internal fault or turned off, distance and ground
speed readout will be flagged (dashed in red).

3a.7.h. Failure of the Heading or Course Control Knobs

In the event of a failure of the heading or course control knobs, red flags will appear on
the heading bug, or on the head and tail of the course pointer as appropriate.

3a.7.i. Missing or Abnormal EHSI Data

If data on the EHSI is missing or abnormal during flight, refer to alternative instruments
for usable data for the remainder of the flight.

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Note...

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A full description of the EFIS 40 System modes of operation are given in the Pilot’s
Guide. The Pilot must be fully conversant with this publication.

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CAA Approved 1st April 1996 Effectivity: All 3a-9

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3a-10 Effectivity: All CAA Approved 1st May 1997

Section 4
Normal Procedures
Contents
Paragraph Page
4.1. Pre-flight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.3. Use of external power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.5. Engine starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4.7. Checks after starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4.9. Ground checks (before taxiing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.11. Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.13. Before take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4.15. Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
4.17. Handling in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4.19. Before landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

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4.21. Final approach and landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.23. Balked landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

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4.25. Cross wind landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.27. After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

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4.29. Engine shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23

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4.31. Checks after stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

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Table Page

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4-1 Engine Anti-ice settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
4-2 Stalling speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

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Figure Page
4-1 Pre-flight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4

CAA Approved 1st Jan 2003 Effectivity: All 4-1

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4-2 Effectivity: All CAA Approved 1st April 1996

Normal Procedures
4.1. Pre-flight Inspection
4.1.a Walk-round Checks
Refer to Fig 4-1 and effect the "walk-round" checks as described according to the
conditions.

CAUTION...
If fluid de-frosting preparations are used to clear ice and snow from wing
and tail surfaces, ensure that the solutions do not contaminate control
surface ballraces as this can lead to seizure.

Notes...

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a) Before starting the walk-round inspection, remove the engine intake plug,
propeller restraint/exhaust covers, the pitot head cover and control locks
then stow in the ground equipment bag.

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b) During the external inspection, perform a general check of airframe

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condition and the security of all fasteners, control hinges and

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attachments.

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4.1.b. Oil Pressure Filter Inspection

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Each Allison 250-B17F/1 engine installed in this aircraft is fitted with an oil pressure filter
impending by-pass indicator. A red coloured pop-out button, for this purpose, is
incorporated in the filter housing on the underside of the power turbine/accessory
gearbox assembly. A peephole in the underside of the left cowling of each engine allows
the pop-out button to be viewed. When the button is seen to be ejected it indicates that
the oil pressure filter is about to be (or may already be) by-passed - Allison Operation
and Maintenance Manual GTP 5243-2 also refers. If such an indication is noted, it must
be reported by an entry in the technical log and rectified as soon as possible.

4.1.c. External Oil Filter Inspection

The aircraft has an external engine oil filter between each engine outlet check valve and
the respective oil cooler. These filters are mounted outside the engine bays, on the rear
faces of the firewalls, and can be viewed through small access doors in the engine
nacelle tail fairings; one in each left side fairing. Characteristically similar in function to
the oil pressure filters, described above, these external oil filters also incorporate red-
coloured pop-out indicator buttons. When an impending by-pass indication is noted,
action should be taken to report and rectify it as soon as possible.

CAA Approved 1st April 1996 Effectivity: All 4-3

1 Flight Compartment 2 Left Engine and Undercarriage

PARK BRAKE ON Main/Oil cooler intakes Clear
All electrical switches OFF Propeller Condition/freedom of
rotation
BATTERY switch ON
Oil Check; dipstick and cover
PITOT & STALL WARN ON secure
HEATERS switch
Oil pressure filter indicator Not ejected
Stall warning vane Deflect, check audio and button
heater
External oil filter indicator Not ejected
Pitot head Check heater, Switch OFF button
BEACON switch ON, Check, OFF Access doors Secure
NAVIGATION lights switch ON, Check, OFF Oleo Check extension between
All control surfaces Operational sense check 1.5in heavy a/c, 3.0in light

BATTERY switch OFF Brake discs and pads Condition

Brake pipes Examine for leakage

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Tyres Inflation 40 psi, cuts, creep

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Fig 4-1 PRE-FLIGHT INSPECTION

4-4 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

3 Wing — Left leading edge 8 Wing — Right trailing edge

Boundary layer fence Condition Balance tab Condition
Pitot head holes Clear Aileron Condition
De-icer boots Condition (if fitted) Flap Condition
Fuel Filler Cap Secure Fuel tank drains Drain and sample as
necessary

4 Wing — Left trailing edge

9 Wing— Right leading edge
Aileron Condition and freedom of
movement De-icer boots Condition (if fitted)
Trim tab Condition Boundary layer fence Condition
Flap Condition Fuel Filler Cap Secure
Fuel tank drains Drain and sample as

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necessary

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10 Right Engine and Undercarriage

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Main/oil cooler intakes Clear
5 Fuselage — Left side

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Propeller Condition/freedom of
Passenger and baggage Secured but unlocked rotation

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compartment doors
Oil Check; dipstick and cover
secure

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Oil pressure filter indicator Not ejected

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button

6 Empennage External oil filter indicator Not ejected

button
Rudder/elevator Condition and freedom of
movement Access doors Secure

Fin, Tailplane and Stabilons Condition Oleo Check extension between

1.5in heavy a/c, 3.0in light
Trim tabs Condition
Brake discs and pads Condition
De-icer boots Condition (if fitted)
Brake pipes Examine for leakage
Tyres Inflation 40 psi, cuts, creep

7 Fuselage — Right side

Passenger door Secured but unlocked
11 Fuselage nose area
Nose oleo Extension
Nose wheel Inflation 45 psi, Cuts, Creep
Radome Condition
Windscreen Cleanliness and condition

CAA Approved 1st Jan 2003 Effectivity: All 4-5

4.1.d. Before Engine Starting

This checklist assumes that the engines will be started using internal power

1 BATTERY switch. . . . . . . . . . . . . . . . . . ON

2 INVERTERS . . . . . . . . . . . . . . . . . . . . . ON

3 Pilot’s door interlock . . . . . . . . . . . . . . . Before locking and securing

the pilot’s door, momentarily
select the left engine starter
switch ON (igniters and fuel
OFF) and check for audible
warning.

4 Pilot’s seat and rudder pedals . . . . . . . . Set as required and check for

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security

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5 Doors . . . . . . . . . . . . . . . . . . . . . . . . . . Closed and locked (warning
light off).

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6 Flight crew seat belts . . . . . . . . . . . . . . . Fastened

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Parking brake . . . . . . . . . . . . . . . . . . . . ON

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7

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8 Rudder, aileron and elevator trim tabs. . . Full movement: return to T.O.

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9 Fuel cocks . . . . . . . . . . . . . . . . . . . . . . Full and free movement, select
tanks

10 Fuel contents indicators . . . . . . . . . . . . . Check

11 Auxiliary/back-up fuel pumps . . . . . . . . . ON in turn, ensure fuel

pressure increases, OFF.

12 OAT indicator . . . . . . . . . . . . . . . . . . . . Check

13 Central Annunciator Panel . . . . . . . . . . . Press to test

14 Altimeters . . . . . . . . . . . . . . . . . . . . . . . Set and cross check

15 Timepiece. . . . . . . . . . . . . . . . . . . . . . . Check and set

16 External supply switch . . . . . . . . . . . . . . OFF

17 Cabin heater . . . . . . . . . . . . . . . . . . . . . As required

4-6 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

18 Compasses. . . . . . . . . . . . . . . . . . . . . . Check

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CAA Approved 1st April 1996 Effectivity: All 4-7

19 Engine and flight instruments . . . . . . . . . Check

20 Circuit breakers. . . . . . . . . . . . . . . . . . . Pushed in

21 Flight controls . . . . . . . . . . . . . . . . . . . . Full and free movement

22 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . Operate over the full range.

Check visually and against the
position indicators. (Ensure
that the flaps move only to the
next ‘datum’ position when a
selection is made).

23 Radios . . . . . . . . . . . . . . . . . . . . . . . . . As required

24 Switch panel . . . . . . . . . . . . . . . . . . . . . Select as required

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25 Power levers . . . . . . . . . . . . . . . . . . . . . IDLE

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26 Condition levers . . . . . . . . . . . . . . . . . . FUEL OFF FEATHER

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27 Power plant anti-ice switches . . . . . . . . . OFF

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28 Igniter switches . . . . . . . . . . . . . . . . . . . ON START

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or

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ON CONT for adverse runway
conditions - Para 4.15.b. refers

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29 Generator switches . . . . . . . . . . . . . . . . OFF

Additional Items for Night Operation:

30 LIGHTING:

PANEL . . . . . . . . . . . . . . . . . . . . . . . . Set as required

CABIN . . . . . . . . . . . . . . . . . . . . . . . . . Check

COCKPIT. . . . . . . . . . . . . . . . . . . . . . . Check

Airframe ice inspection (if fitted) . . . . . . . Check

CAA Approved 1st Jan 2003 Effectivity: All 4-9

4.3. Use of External Power

If the engines are to be started from an external power source, select EXTERNAL
SUPPLY after the supply is connected.

Notes...

1. Insertion of the ground supply socket automatically isolates the

aircraft battery from the busbar.

2. When an external power supply socket is connected to the external

supply receptacle, the DOORS warning lamp on the central
annunciator panel will illuminate, while the door is open.

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After the engines have been started, the socket must be withdrawn and the external
supply switch returned to the OFF position.

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CAUTION...
The generators must not be selected ON until the external supply has

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been disconnected, otherwise a heavy charge may be delivered to the

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external ground supply source.

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4-10 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.5. Engine Starting

4.5.a. Preliminary notes
The engine starting procedures that follow are based upon the engine manufacturer's
authoritative operating procedures as published in GTP 5243-2 (250-B17F Operation
and Maintenance Manual).You are strongly advised to become familiar with the more
detailed information presented in GTP 5243-2.

Whenever any of the engine limitations (Section 2 of this manual refers) are exceeded,
it should be clearly understood that they must be reported and may require inspection
before further flight.

The ground starting procedure presented in this manual is for starts in ambient
temperatures of 4 deg C and above. Starts in ambient temperatures below 4 deg C must
be performed in accordance with the 'Cold Weather Starting' instructions in
GTP 5243-2.

4.5.b. Ingestion

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To avoid risk of ingestion damage, avoid engine running or taxiing over any form of
loose debris. All ground runs should be made with the aircraft headed into wind.

4.5.c.

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Starts with TGT above 150 deg C

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It is recommended that residual TGT be no more than 150 deg C when the condition

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lever is opened and light off is attempted. Residual TGT can be reduced by motoring the
engine with the starter. If high ambient temperature conditions are encountered and the
TGT cannot be reduced to 150 deg C, motor the engine until TGT is stabilized before
opening the condition lever. Closely monitor TGT during the start.

CAA Approved 1st Jan 2003 Effectivity: All 4-11

4.5.d. Starting Procedure

1 Select and hold the starter switch lever towards the engine to be started.

2 As N1 speed accelerates through 12 to 15 per cent, move the condition

lever forward to MAX RPM.

3 If the propeller is not rotating when 25 per cent N1 is reached, terminate

the start and investigate.

4 De-energize the starter when 58 per cent N1 speed is reached.

5 If the START light does not go off when the starter is de-energized, stop
the engines and investigate.

6 A positive indication of oil pressure must be obtained when 60 per cent

N1 is reached.

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7 The start is completed when a stabilized N1 speed of 60 to 65 per cent is
reached, the propeller has unfeathered and has stabilized at 59 to 69 per
cent N2.

CAUTION...

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Refer to section 2 for consecutive starter duty cycle limitations.

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Notes...

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1. Depending upon conditions, the starting cycle for each engine takes
approximately 15 to 45 seconds.

2. To assist in starting the other engine when using the internal battery,
the generator on the operating engine may be switched ON, but an N1
speed of 70 per cent or greater must be set

4-12 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.7. Checks after Starting

1 External Supply switch . . . . . . . . . . . . . OFF

2 Generator switches . . . . . . . . . . . . . . . . ON (after 70 per cent N1

speed is attained)

CAUTION...
If the BATT OFF warning light comes on, the BATTERY switch is OFF
and must be set to BATTERY.

3 Central Annunciator Panel . . . . . . . . . . . All red and amber lights off

4 Igniter switches . . . . . . . . . . . . . . . . . . . OFF (unless ON CONT

selection is made for adverse
runway conditions, Para 4.15.b

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refers)

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5 Vacuum . . . . . . . . . . . . . . . . . . . . . . . . 5.2 in Hg (the warning buttons
on the vacuum indicator must

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be retracted)

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6 Ammeter selector switch . . . . . . . . . . . . BATTERY

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7 Ammeter . . . . . . . . . . . . . . . . . . . . . . . Normal indication (indicator

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pointer within green sector)

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8 Radios and avionics . . . . . . . . . . . . . . . ON as required

9 Marker lamps . . . . . . . . . . . . . . . . . . . Test

10 Autopilot. . . . . . . . . . . . . . . . . . . . . . . . Test

11 Engine instruments . . . . . . . . . . . . . . . . Normal indication

12 Flight instruments . . . . . . . . . . . . . . . . . Normal indication

13 Cabin heater controls . . . . . . . . . . . . . . Select as required

14 Power plant anti-ice. . . . . . . . . . . . . . . . Cycle and OFF

15 Airframe de-ice system . . . . . . . . . . . . . Cycle and OFF (if fitted)

16 Pilot’s door emergency lock release . . . . Lever forward in slot

CAA Approved 1st Jan 2003 Effectivity: All 4-13

4.7.a. EFIS Checks

With engines operating and both generators on-line, ensure both inverters are ON:

1 NAV systems . . . . . . . . . . . . . . . . . . . . ON

When power is initially applied to the EFS 40 system, various flags may annunciate on
the displays representing systems not yet operational.

On the EFIS control panel:

2 Turn the BRT knob to obtain a desirable level of illumination in the EHSI

3 Press the TST and REF buttons. Hold for 3 seconds and release to
activate the system self-test.

4 View all of the fault presentations.

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4-14 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.9. Ground Checks (before taxiing)

4.9.a. General
If the engines have been shut down for more than 15 minutes, a stabilisation period at
IDLE power for 1 minute should be allowed.

4.9.b. Overspeed Protection

With the relevant condition lever set to MAX RPM carry out the engine overspeed
protection checks for both engines as follows:

Propeller Overspeed Governor (prior to each flight).

Set N2 to 85 per cent using the power lever. Select and hold the overspeed protection
test switch to GOVERNOR TEST (do not engage for more than 20 seconds). Observe a

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decrease in N2. Release the test switch. N2 should return to the original setting. Repeat

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the test for the other engine.

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CAUTION...

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If correct functioning is not indicated by all overspeed protection tests,

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maintenance action is required.

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Power Turbine Electronic Overspeed Control

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Permanently removed from both engines.

4.9.c.

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Constant Speed Governor
With condition levers set to MAX RPM, advance power levers sufficiently to obtain 100
per cent propeller speed (approx 400 lb ft torque). Retard condition levers to the MIN
RPM gate. Propeller speed should decrease to 80 per cent with a corresponding
increase in indicated torque. Return condition levers to the MAX RPM position and
check that propeller speed increases to 100 per cent and the original torque setting is
regained. Reduce power to IDLE.

4.9.d. Electrical Checks

1 Voltmeter . . . . . . . . . . . . . . Nominal busbar voltage (27.75 Volts).

2 Ammeter . . . . . . . . . . . . . . Each generator is carrying an

approximately equal load
(within 20 Amps).

3 Battery charge . . . . . . . . . . Stabilised at a small positive value.

CAA Approved 1st Jan 2003 Effectivity: All 4-15

© 2003 B-N Group Ltd Rev. 2
Section 4
Normal Procedures AFM/2T-4S
4.9.e. EFIS
Make sure that the EADI information is valid before taxiing.

4.11. Taxiing
Directional control is by nosewheel steering, differential brakes, or differential power.
Minimum power is sufficient to keep the aircraft rolling on level tarmac and intermittent
short positive applications of the brakes may be necessary to check the taxiing speed.
Avoid continuous light brake pedal pressure in the interests of brake life.

CAUTION...
Light brake pedal pressure will cause brake operation. Avoid inadvertent
application of brakes when taxiing and particularly during take-off.

4.11.a. Taxi Checks

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1 Braking satisfactory. . . . . . . Check from left seat and right seat (if two

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crew).

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Flight instruments . . . . . . . . Check during left and right turns.

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2

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3 EHSI . . . . . . . . . . . . . . . . . Check during left and right turns.

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4 EADI (when lined up) . . . . . Check displaying runway heading.

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4-16 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.13. Before Take-off

1 LIGHTING - PASSENGER NOTICES. . . ON

2 Emergency evacuation procedure . . . . . Brief passengers (if required)

3 All crew seat belts. . . . . . . . . . . . . . . . . Fastened

4 Pilots’ seats . . . . . . . . . . . . . . . . . . . . . Secure

5 Doors and DV panel . . . . . . . . . . . . . . . Closed

6 Aileron trim tab . . . . . . . . . . . . . . . . . . . Set T.O.

7 Elevator trim tab . . . . . . . . . . . . . . . . . . Set T.O.

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8 Rudder trim tab. . . . . . . . . . . . . . . . . . . Set T.O.

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9 Condition levers . . . . . . . . . . . . . . . . . . Forward (MAX RPM)

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Power plant anti-icing . . . . . . . . . . . . . . OFF (unless icing conditions

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10
prevail)

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11 Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . T.O.

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12 Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . Check: contents, selection,

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fuel flow, transfer pumps
circuit breakers in.

13 Engine instruments . . . . . . . . . . . . . . . . Check

14 Central annunciator panel . . . . . . . . . . . All red and amber warning

lights off

15 Flight instruments . . . . . . . . . . . . . . . . . Check

16 Pitot/Stall Warn heat . . . . . . . . . . . . . . . As required

17 Autopilot (if fitted) . . . . . . . . . . . . . . . . . Disengaged

18 Controls . . . . . . . . . . . . . . . . . . . . . . . . Full and free movement; nose

wheel steering engaged

19 Electrics . . . . . . . . . . . . . . . . . . . . . . . . Check Ammeter and Voltmeter

20 Cabin heater . . . . . . . . . . . . . . . . . . . . As required

CAA Approved 1st Jan 2003 Effectivity: All 4-17

4.13.a. EFIS Operation

1 Primary NAV source . . . . . . . . . . . . . . . Sensor selected

2 Display . . . . . . . . . . . . . . . . . . . . . . . . As required

3 Heading/course select. . . . . . . . . . . . . . DIR/CRS as required

4 Secondary NAV sources . . . . . . . . . . . . As required

4.15. Take-off
4.15.a. General
To achieve the performance criteria scheduled in Section 5 of this manual, the speeds

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and technique given below, under the heading of Recommended Procedure, must be
followed. If the aircraft has been subjected to moisture before take-off and is then

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operated at an altitude above freezing level, it is possible for the stall warning system to
become unserviceable, because of freezing, if the pitot/stall warning heaters are not

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switched on.

4.15.b. Take-off from Runways with Visible Standing Water

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When taking-off from runways with visible standing water, the engine igniters should be

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on to minimize the risk of engine flameout due to water spray ingestion. These

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conditions should be recognized by the pilot at the earliest possible time during the initial
engine start sequence. The engines should be started by selecting ON CONT for
continuous igniter operation, and leaving them selected to ON CONT until after take-off.

Take-off in conditions of significant standing water has been demonstrated, but the pilot
should monitor engine power for any temporary power loss resulting from severe water
ingestion, particularly at speeds below 40 knots IAS. If this occurs, the pilot must decide
whether to abort or continue the take-off.

4.15.c. Recommended Procedure

Align the aircraft with the runway, select condition levers to MAX RPM and advance the
power levers to obtain maximum take-off power. Release the brakes. Rotate the aircraft
at the rotation speed and climb through 50 ft at the take-off safety speed as scheduled
in Section 5.

It has been demonstrated that the aircraft is capable of taking off in a 25 kt crosswind.
Differential power is not required.

4-18 Effectivity: All CAA Approved 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.15.d. After Take-off

1 At a height above 200 ft select flaps UP and trim for resultant nose heavy
condition.

2 Reduce power as required when safely clear of obstacles or terrain.

3 The best Rate and Gradient of Climb speed is 90 kt IAS, but a more
comfortable attitude is maintained at 110 kt IAS.

4 Pitot/Stall Warn heat, if selected ON during take-off, may be switched

OFF at the pilot's discretion depending upon ambient conditions.

5 Passenger notices may be selected OFF at the pilot’s discretion.

4.17. Handling in Flight

4.17.a. General Flying

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The aircraft is easy to fly at all speeds and has no unusual features.

4.17.b Engine Power Setting

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The Allison 250-B17F/1 engine is certificated to operate at the maximum continuous
TGT of 810 deg C (red radial line on the TGT indicator), however, optimum engine life is

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not achieved when engines are operated for prolonged periods at, or near, the limit.

For normal operations it is recommended that following the use of Maximum Take-Off
Power for five minutes during take-off and initial climb, no more than Normal Cruise
Power is used. Normal Cruise Power is achieved by setting 983 lb ft torque with 100 per
cent N2. A normal cruise TGT limit of 752 deg C should also be observed.

The limits of 810 deg C TGT and 105 per cent N1 can be used for:
• One engine inoperatve flight at Maximum Continuous Power
• Balked landing at Maximum Take-Off Power.
The engine manufacturer’s maintenance programmes are based upon operations in
accordance with the above recommendations and it is important, therefore, that they are
carefully observed.

CAA Approved 1st Jan 2003 Effectivity: All 4-19

4.17.c. Change of Engine Characteristics with Height

At a constant power lever setting, the torque will decrease with altitude, thus the power
levers should be advanced to maintain constant power. This will be accompanied by
increases in TGT and N1. The altitude at which TGT or N1 become limiting defines the
maximum altitude at which ground level maximum power can be maintained.

4.17.d. Flight at High Altitude

If the aircraft is flown at heights above 5000 ft the auxiliary fuel pumps must be selected
ON to maintain positive pressure. For further information refer to 3.19.a. AUXILIARY
FUEL PUMP FAILURE and 7.25.c. Fuel Distribution.

If the aircraft is flown above 15000 ft the minimum allowable N1 is 70%. For further
information refer to Section 3a paragraph 3a. Engine Speed Monitor System Operation.

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To prevent sluggish action of the propeller governors, which may arise due to the very
low ambient temperatures encountered at high altitudes, it is recommended that the

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governors are periodically exercised by means of the propeller condition levers.

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4.17.e. Use of Engine Anti-ice System

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When flying at outside air temperatures of +5 deg C or less, in conditions where visible

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moisture exists, ENGINE ANTI-ICE for both engines must be selected as shown in table
4-1 below. Ensure that ENGINE ANTI-ICE remains on during flight in such conditions.

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Table 4-1 Power Plant Anti-ice Settings
Outside Air Temperature Power Plant Anti-ice Setting
+5 deg C to -20 deg C FAST
Below -20 deg C SLOW

CAUTION...
The formation of intake ice may cause rapid power loss. Selecting Power
ENGINE ANTI-ICE to FAST or SLOW, after intake ice has formed, may
cause engine flame-out.

If icing conditions are inadvertently encountered, or intake icing is suspected,

immediately select ENGINE ANTI-ICE to FAST or SLOW for the selected engine.
Confirm correct operation of the selected engine for approximately ten seconds before
repeating the ENGINE ANTI-ICE selection for the other engine.

A small TGT rise (approximately 50 deg C) indicates compressor anti-icing (bleed air)
function. An indication in the appropriate green band of the engine anti-ice ammeter
indicates satisfactory engine anti-ice operation.

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4-20 Effectivity: All CAA Approved 1 Jan 2003
Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures
4.17.f. Changes of Trim
Flaps up . . . . . . . . . . . . . Nose down

Flaps down . . . . . . . . . . . Nose up

Application of power . . . . . Increases in power produce a nose up tendency

4.17.g. Usable Fuel - Safe Flight Attitudes

It has been established that fuel can be used down to zero reading on the indicators, in
all combinations of approved flight attitudes

CAUTION...
The quantity of fuel remaining in the tanks when the contents indicators
register zero, cannot safely be used in flight.

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4.17.h. Feathering

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Refer to the procedure detailed in Section 3 of this manual under the heading of Engine
Failure.

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CAA Approved 1st Jan 2003 Effectivity: All 4-21

4.17.i. EFIS In-flight Operation

1 Select the NAV sensor desired through use of the NAV button.

2 Select NAV system No.1 or No.2 through use of the 1/2 button.

3 Select HSI or ARC display through the use of the HSI or ARC buttons.

Course Pointer and Heading Bug Slew

Using the heading select (HDG) and course select (CRS) knobs to select the desired
bearing or course. Alternative functions are available when these knobs are pulled out:

1. CRS knob — Rapidly acquire the direct-to course to the station.

2. HDG knob — Centre the heading bug under the lubber line (button).

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RMI or ADF / Waypoint Bearing Pointers

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Use the No.1 or No.2 bearing pointer select buttons (è or ç) to display the bearing to

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the desired station or waypoint through sequential button pushes.

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Note...
These buttons may be used to display DME alone without a pointer.

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Flying ADF Course

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Flying an ADF course using the bearing pointer in the traditional fashion is also available
by selecting the ADF on bearing pointer No.1 or No.2.

4.17.j. Flying at Reduced Speed

Lower flaps to T.O. position. This enables a more comfortable attitude to be maintained
at 85 kt IAS. The maximum speed in this condition must not exceed 116 kt IAS.

4.17.k. Flying in turbulence

The recommended "Rough Air Speed" in turbulence is 109 kt IAS.

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4-22 Effectivity: All CAA Approved 1 Jan 2003
Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.17.l. Stalling
Stalls are characterized by pitch attitude breaks, accompanied by some controllable
rolling and yawing motion. The stall warning system provides an audible warning at a
speed no lower than 5 kt above the stall. Recovery action is normal. Provided the
recovery action is taken promptly, the height loss will be small. Table 4-2 shows the
applicable stalling speeds for combinations of weights and flap settings, with power off,
at the forward CG position.

Table 4-2 Stalling Speeds - kt IAS

5500 lb 6000 lb 7000 lb 8000 lb 8500 lb
Flaps UP 45 46.5 49 52 53
Flaps T.O. 44.5 46 49 52 53
Flaps DOWN 36.5 38 41.5 45 47

4.19. Before Landing

1 PASSENGER NOTICES . . . . . . . . . . . . ON

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2 All crew seat belts. . . . . . . . . . . . . . . . . Fastened

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3 Pilot’s seat . . . . . . . . . . . . . . . . . . . . . . Secure

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Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . Contents, selection, and fuel

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4
flow

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5 Engine instruments . . . . . . . . . . . . . . . . Check

6 Central Warning Panel . . . . . . . . . . . . . All red and amber warning

lights off

7 Power Plant Anti-icing . . . . . . . . . . . . . . OFF (unless required)

8 Condition levers . . . . . . . . . . . . . . . . . . Forward (MAX RPM)

9 Autopilot (if fitted) . . . . . . . . . . . . . . . . . OFF (in accordance with

Supplement limitations)

10 Pitot/Stall Warn Heat. . . . . . . . . . . . . . . As required

11 Brakes . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CAA Approved 23rd May 1997 Effectivity: All 4-23

4.21. Final Approach and Landing

After selection of flaps DOWN (41.5 deg), speed may be progressively reduced to the
appropriate VREF speed quoted in Section 5.

After touchdown apply wheel brakes to achieve the scheduled landing distance. Apply
maximum wheel braking without locking the wheels.

WARNING...
LIGHT BRAKE PEDAL PRESSURE WILL CAUSE BRAKE
OPERATION. AVOID INADVERTENT APPLICATION OF THE
BRAKES DURING LANDING.

4.23. Balked Landing

Apply maximum power smoothly to the engines. Select flaps to T.O. position and

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accelerate to 90 kt IAS. Select flaps UP at 200 ft above the ground and climb out at 90
kt IAS. or above as required for passenger comfort. Be prepared for "nose up" change

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of trim during application of power, and "nose down" with selection of flap from T.O. to
UP and from DOWN to T.O.

4.25. Cross Wind Landing

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It has been demonstrated that the aircraft is capable of landing with a 25 kt cross wind.

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4.27. After Landing
1

3
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Auxiliary fuel pumps . . . . . . . . . . . . . . . OFF

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Pitot/Stall Warn heat . . . . . . . . . . . . . . . OFF

4 Services that are not required . . . . . . . . OFF

5 Trim settings . . . . . . . . . . . . . . . . . . . . For take-off

6 Cabin heater . . . . . . . . . . . . . . . . . . . . OFF

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4-24 Effectivity: All CAA Approved 1 Jan 2003
Rev. 2 © 2003 B-N Group Ltd
Section 4
AFM/2T-4S Normal Procedures

4.29. Engine Shutdown

1 Retard power lever to IDLE.

2 When the engine has stabilised at idle, move the condition levers to
FUEL OFF FEATHER.

Notes...

1. As engine speed falls through 60 per cent N1, the N1 LOW SPEED
indicators will flash and the warning tone will be heard over the audio
system.

2. When N1 falls below 50 per cent the N1 LOW SPEED indicator will
cease to operate.

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3. If the engine has been ground run at high power, maintain the engine
at IDLE for 2 minutes before shutdown.

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CAA Approved 1st Jan 2003 Effectivity: All 4-25

4.31. Checks after Stopping

1 Parking brake. . . . . . . . . . . . . . . . . . . . ON

2 Fuel cocks . . . . . . . . . . . . . . . . . . . . . . OFF

3 Igniter switches . . . . . . . . . . . . . . . . . . OFF

4 Generators. . . . . . . . . . . . . . . . . . . . . . OFF

5 NAV systems . . . . . . . . . . . . . . . . . . . . OFF

6 Other services . . . . . . . . . . . . . . . . . . . OFF

7 BATTERY switch . . . . . . . . . . . . . . . . . OFF

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8 INVERTERS switch . . . . . . . . . . . . . . . OFF

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9 Controls . . . . . . . . . . . . . . . . . . . . . . . . Locked

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10 Chocks . . . . . . . . . . . . . . . . . . . . . . . . In position

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11 Engine intake and exhaust blanks / propeller tether in position

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Note...
Gust locks, engine blanks and propeller restraints are stowed in the

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canvas bag in the rear baggage bay compartment, aft of the door.

4-26 Effectivity: All CAA Approved 1st April 1996

Section 5
Performance
Contents
Paragraph Page
5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3. Introduction to performance and flight planning . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.5. Airspeed calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.7. Altimeter correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.9. Stalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.11 Variation of take-off speeds with aircraft gross weight . . . . . . . . . . . . . . . . . . . 5-11
5.13. Take-off distance and take-off run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.15. En-route gross rate of climb and performance ceiling —
Both engines operating at MTOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5.17. En-route gross gradient of climb — Both engines operating at MTOP . . . . . . . . . 5-16
5.19. En-route gross rate of climb —
Both engines operating at Normal Cruise Power . . . . . . . . . . . . . . . . . . . . . . 5-18

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5.21. En-route gross rate of climb — One engine operating at MCP. . . . . . . . . . . . . . 5-20
5.23. En-route gross gradient of climb — One engine operating at MCP . . . . . . . . . . . 5-22

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5.25. Balked landing rate of climb— Both engines operating at MTOP . . . . . . . . . . . . 5-24
5.27. Variation of landing speed with aircraft gross weight . . . . . . . . . . . . . . . . . . . . 5-26

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5.29. Landing distance and landing run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28

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5.31. Maximum take-off and landing weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30

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Table Page

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5-1 Stall speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10

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Figure Page

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5-1 Determination of temperature in relation to ISA
and conversion of deg F to deg C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5-2 Wind component. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-3 Conversion of pounds (lb) to kilograms (kg) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5-4 Conversion of feet (ft) to metres (m) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5-5 Airspeed calibration - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5-6 Airspeed calibration - Flaps T.O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5-7 Airspeed calibration - Flaps DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5-8 Variation of Take-off rotation speed (VR) with aircraft gross weight . . . . . . . . . . 5-11
5-9 Variation of Take-off safety speed (V2) with aircraft gross weight . . . . . . . . . . . . 5-11
5-10 Take-off distance and rake-off run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5-11 En-route gross rate of climb and performance ceiling —
Both engines operating at MTOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
5-12 En-route gross gradient of climb — Both engines operating at MTOP . . . . . . . . . 5-17
5-13 En-route gross rate of climb — Both engines operating at Normal Cruise Power . . 5-19
5-14 En-route gross rate of climb — One engine operating at MCP. . . . . . . . . . . . . . 5-21
5-15 En-route gross gradient of climb — One engine operating at MCP . . . . . . . . . . . 5-23
5-16 Balked landing rate of climb — Both engines operating at MTOP. . . . . . . . . . . . 5-25
5-17 Variation of reference landing approach speed (VREF)
with aircraft gross weight (flaps DOWN) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
5-18 Variation of reference landing approach speed (VREF) with aircraft
gross weight for landing with one engine inoperative (flaps DOWN) . . . . . . . . . . 5-26
5-19 Landing distance and landing run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
5-20 Maximum take-off and landing weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31

16th July 2004 Effectivity: BCAR only 5-1

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This page is intentionally blank

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5-2 Effectivity: All 16th July 2004

5.1. General
5.1.a. Condition of aircraft
The information in this section relates to a Britten-Norman BN2T-4S Islander powered
by Allison 250-B17F/1 engines, fitted with Hartzell three-blade, constant speed,
feathering propellers, both of 80 inches diameter.

5.1.b. Validity of performance information

The performance information is only valid if the aircraft is operated in accordance with
the Limitations and Operating Procedures in this Flight Manual.

The performance information is not valid if readings from the charts are obtained by
extrapolation (i.e. using values of parameters outside the range given on the charts),

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except as and when specifically permitted. At temperatures below the lowest range
scheduled the performance shall be assumed to be no better than that appropriate to

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the lowest temperature scheduled.

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5.1.c. Applicability of performance information

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The performance information has been produced in accordance with the requirements

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of JAR 23 and thereby conforms to British Civil Airworthiness Requirements.

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The performance information presented is gross and unfactored. It is appropriate for

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commercial operation in accordance with JAR-OPS in Performance Class B.

5.1.d. Conversion charts

Figs 5-1 to 5-4 give conversion charts for:
• Determination of temperature in relation to ISA and conversion of deg F to deg C
• Conversion of wind velocity into wind component
• Pounds (lb) to kilograms (kg)
• Feet (ft) to metres (m).

5.1.e. One engine inoperative cruise speed

For cruising flight with one engine inoperative, a speed of 100 kt TAS is recommended.

16th July 2004 Effectivity: BCAR only 5-3

Example
Altitude 4500 ft
Air temperature 23 deg C
ATMOSPHERE ISA +17 deg C
EQUIVALENT TEMPERATURE 74 deg F

24000 110

Conversion deg F to deg C

22000 100

ISA
+30 deg C
20000 90

ISA
+20 deg C

n
18000 80

e
ISA
+10 deg C
16000 ISA 70

im
ISA

c
14000 60
-10 deg C

e
Altitude - Feet

Deg Fahrenheit
12000 50

10000

8000
s p 40

6000 20

4000 10

2000 0

0 -10
-30 -20 -10 0 10 20 30 40 50
Air Temperature Deg C PN-A-150000-A-U0625-01053-A-01-1

Fig 5-1

Determination of temperature in relation to ISA and conversion of deg F to deg C

5-4 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

Example
Reported wind 40 kt
Direction relative to the runway 40 degrees
HEAD-WIND COMPONENT 31 kt
CROSS-WIND COMPONENT 26 kt

Wind direction relative to the runway

0
10
50 20

40
40

n
30
Effective
head-wind 60

e
component
~ knots
20

m
70

c i 80

p e 90 degrees

s
0 10 20 30 40 50

Cross-wind
10 component ~ knots
10 100

110
Effective 20
30
tail-wind
component 120
~ knots 40
30

130
50

40 140 Reported wind ~ knots

150

50 160
170
180

Fig 5-2 Wind component

16th July 2004 Effectivity: All 5-5

4000

3500

3000
kilograms (kg)

2500

2000

1500

1000

500

0
0 1000 2000 3000 4000 5000 6000 7000 8000

n
pounds (lb)

m
Fig 5-3 Conversion of pounds (lb) to kilograms (kg)

e
c i
e
8000

p
7000

s
6000

5000
metres (m)

4000

3000

2000

1000

0
0 5000 10000 15000 20000 25000
feet (ft)

Fig 5-4 Conversion of feet (ft) to metres (m)

5-6 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

5.3. Introduction to performance and flight planning

e n
c im
e
This information will be issued later.

s p

16th July 2004 Effectivity: All 5-7

5.5. Airspeed calibration

The position error corrections to be applied to the IAS to obtain CAS are shown in Figs
5-5 to 5-7.

15
a 8500 lb
a b 8000 lb
cb
IAS Correction to obtain CAS

10
d c 7000 lb
e
d 6000 lb
5 e 5000 lb

n
-5

e
-10
40 60 80 100 120 140 160 180

im
Indicated Airspeed (IAS) knots
PN-A-08-30-A1446-A-01

e c
Fig 5-5 Airspeed calibration - Flaps UP

s
15 p a
b
8500 lb
8000 lb
IAS Correction to obtain CAS

10 a c 7000 lb
b
d 6000 lb
c
e 5000 lb
d
5 e

-5
40 60 80 100 120

Indicated Airspeed (IAS) knots

PN-A-08-30-A0002-A-01

Fig 5-6 Airspeed calibration - Flaps T.O.

5-8 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

15
a a 8500 lb
b b 8000 lb
10

IAS Correction to obtain CAS

c c 7000 lb
d d 6000 lb
e e 5000 lb
5

-5

-10
20 40 60 80 100 120 140 160
Indicated Airspeed (IAS) knots
PN-A-08-30-A1445-A-01

n
Fig 5-7 Airspeed calibration - Flaps DOWN

e
5.7. Altimeter correction

im
The static error correction applicable to the altimeter does not exceed 100 ft.

e c
s p

16th July 2004 Effectivity: All 5-9

5.9. Stalling
5.9.a. Stall speeds
The stall speeds for varying angles of bank and flap setting are shown at Table 5-1.

Associated conditions
Power levers Idle
Weight 8500 lb

Example
Flaps DOWN

n
Angle of bank 20 deg

e
STALL SPEED 61 Kt CAS
50 Kt IAS

im
Table 5-1 Stall speeds

c
Angle of Bank

e
0 deg 20 deg 40 deg 60 deg

p
Condition CAS IAS CAS IAS CAS IAS CAS IAS

s
Flaps UP (6) 66 53 68 57 75 67 93.5 90
Flaps T.O. (10) 65.5 53 67.5 56.5 75 67.5 92.5 89
Flaps DOWN (41) 59 47 61 50 67.5 59.5 83.5 81

5.9.b. One engine inoperative stalls

The loss of altitude during a one engine inoperative stall is less than 210 ft and the pitch
change is less than 30 degrees.

5-10 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

5.11. Variation of take-off speeds with aircraft gross

weight
80

75
SPEED (IAS) knots

n
50

e
5500 6000 6500 7000 7500 8000 8500
WEIGHT (lb)

c im
Fig 5-8 Variation of Take-off rotation speed (VR) with aircraft gross weight

p e
s
80

75
SPEED (IAS) knots

50
5500 6000 6500 7000 7500 8000 8500
WEIGHT (lb)

Fig 5-9 Variation of Take-off Safety Speed (V2) with aircraft gross weight

16th July 2004 Effectivity: All 5-11

5.13. Take-off distance and take-off run

For varying air temperatures, airfield altitudes, weights, reported wind components and
uniform runway slopes, the take-off distance required from rest to the 50 ft height point
and the take-off run are shown in Fig 5-10.

Associated conditions
Engines Both operating at maximum take-off power (maintain
1035 lb ft torque and 100 per cent N2 until restricted by
the engine limitations of 810 deg C TGT and/or 105 per
cent N1)
Power plant anti-icing OFF
Flaps T.O.
Runway Dry hard runway, see note (1)

Notes...

n
1. For operations from dry grass runways with freshly cut grass and

e
firm subsoil, the distance for a dry hard runway should be increased
by 17 per cent.

im
2. The wind correction grids are factored so that 50 per cent of

c
headwinds and 150 per cent of tail winds are obtained. Reported
winds may therefore be used directly in the grids.

p e
Example

s
Airfield altitude 2000 ft
Air temperature 6 deg C (ISA -7 deg C)
Weight 8000 lb
Wind 3 kt tailwind
Runway slope 2.0 per cent uphill
TAKE-OFF DISTANCE 2000 ft
TAKE-OFF RUN 1500 ft

5-12 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

2000
4000

1000
5000

3000
Required (ft)
Take-off Run

0
Reference line

1000
5000

4000

3000
Required (ft)
Take-off Distance

Reported Wind (knots) Slope (per cent)

Up
2
Reference line

0
Head Down
5 10 2
n
Reference line

0
e
Tail
5
8000 8500
m
Reference line

c i
p e 7000
Weight (lb)

s 5500 6000
l
ve
Le

)
e (ft
ltitud
a
ft

A
00

el d
ft

Airfi
50
20
00
ft

40
000
0f t
t

40
6
00f

800
100

20 30
Air Temperature (deg C)

gC
35 de
ISA + gC
30 de
ISA +
eg C
20 d
IS A +
10

C
deg
Example
+ 10
0

ISA
ISA
-10

deg C
ISA -10
-20

deg C
ISA -20
PN-A-150000-A-U0625-01054-A-01-1

Fig 5-10 Take-off distance and take-off run

16th July 2004 Effectivity: All 5-13

5.15. En-route gross rate of climb and performance

ceiling — Both engines operating at MTOP
The gross pressure rate of climb with both engines operating may be obtained from Fig
5-11 for varying weights, altitudes and air temperatures.

Associated conditions
Engines Both operating at maximum power (maintain 1035 lb ft
torque at 100 per cent N2 until restricted by the engine
limitations of 810 deg C TGT and/or 105 per cent N1).
Power plant anti-icing OFF
Flaps UP
Airspeed 90 kt IAS

n
Example A

e
Altitude 6000 ft
Air temperature ISA +10 deg C

im
Weight 8000 lb

c
RATE OF CLIMB 1200 ft/min

e
Example B

p
Weight 7550 lb

s
Air temperature ISA +30 deg C

PERFORMANCE CEILING 21,200 ft

5-14 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

25000

20000

IS
A
IS A

-20
ISA

-10

de
IS A

gC
de
ISA

gC
+1
ISA

0d
+
IS A

20
+30

eg
Pressure Altitude (ft)

de
15000 +35

C
gC
deg
deg

C
C

n
10000

m e
i
A

c
5000

p e
s
SL
Reference line
8500
A
8000

B
Weight (lb)

7000

6000

5000
-500 0 500 1000 1500 2000 2500
Performance

Requirement

Gross pressure rate of climb (ft/min)

Ceiling

PN-A-150000-A-U0625-01055-A-01-1

Fig 5-11

En-route gross rate of climb and performance ceiling —

Both engines operating at MTOP

16th July 2004 Effectivity: All 5-15

5.17. En-route gross gradient of climb — Both engines

operating at MTOP
The gross gradient of climb with both engines operating may be obtained from Fig 5-12
for varying weights, altitudes and air temperatures.

n
Example

e
Altitude 14500 ft
Air temperature ISA

im
Weight 7900 lb

c
GRADIENT OF CLIMB 7.6 per cent

p e
s

5-16 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

25000

20000

ISA
ISA
ISA

ISA +10 deg

-20 eg
ISA +20 deg C

-1
+35

ISA +30

de C
0d
ISA

gC
deg

de C
C
Pressure Altitude (ft)

15000

10000

e n
c im
e
5000

SL
8500
8000 s p Reference line

7000
Weight (lb)

6000

5000
-5 0 5 10 15 20 25

PN-A-150000-A-U0625-01056-A-01-1

Fig 5-12

En-route gross gradient of climb — Both engines operating at MTOP

16th July 2004 Effectivity: All 5-17

5.19. En-route gross rate of climb — Both engines

operating at Normal Cruise Power
The gross pressure rate of climb with both engines operating at normal cruise power
may be obtained from Fig 5-13 for varying weights, altitudes and air temperatures.

Associated conditions
Engines Both operating at the recommended maximum power
(maintain 983lb ft torque at 100 per cent N2 until
restricted by the engine limitations of 752 deg C TGT
and/or 105 per cent N1).
Power plant anti-icing OFF
Flaps UP
Airspeed 90 kt IAS

n
Example

e
Altitude 2500 ft

m
Air temperature ISA +15 deg C

i
Weight 8250 lb

c
RATE OF CLIMB 980 ft/min

p e
s

5-18 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

25000

20000

IS
A
ISA

-20
ISA

-10

de
ISA

gC
de
ISA

gC
ISA
ISA

0d
+ 20

15000
+30

eg
+35
Pressure Altitude (ft)

deg

C
d
deg
eg

n
C
C

e
10000

c im
p e
5000

8500

8000
s Reference line
Weight (lb)

7000

6000

5000
-500 0 500 1000 1500 2000

Rate of climb (ft/min)

PN-A-150000-A-U0625-01057-A-01-1

Fig 5-13

En-route gross rate of climb — Both engines operating at Normal Cruise Power

16th July 2004 Effectivity: All 5-19

5.21. En-route gross rate of climb — One engine

operating at MCP
The pressure rate of climb in the en-route configuration with one engine operating at
maximum continuous power may be obtained from Fig 5-14 for varying weights,
altitudes and air temperatures.

Associated conditions
Engines Operative engine at maximum continuous power
(maintain 1035 lb ft torque at 100 per cent N2 until
restricted by the engine limitations of 810 deg C TGT
an/or 105 per cent N1). The propeller of the inoperative
engine feathered.
Power plant anti-icing OFF
Flaps UP

n
Airspeed 78 kt IAS

e
Example

im
Altitude 9000 ft

c
Atmosphere ISA +20 deg C
Weight 7500 lb

e
RATE OF CLIMB 60 ft/min

s p

5-20 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

18000

16000

IS
A
IS

-20 deg
14000

A
IS + 1

-1

de
IS
A

0
A

gC
ISA
ISA
12000
+

C
ISA

20
+3

eg
de
0
+3

C
de

n
5
Pressure Altitude (ft)

10000
de
g
C

e
8000

im
6000

c
4000

p e
2000

s
SL
Reference line
8500

8000
Weight (lb)

7000

6000

-400 -300 -200 -100 0 100 200 300 400 500

Rate of climb (ft/min)

PN-A-150000-A-U0625-01058-A-01-1

Fig 5-14 En-route gross rate of climb — One engine operating at MCP

16th July 2004 Effectivity: All 5-21

5.23. En-route gross gradient of climb — One engine

operating at MCP
The gradient of climb in the en-route configuration with one engine operating at
maximum continuous power may be obtained from Fig 5-15 for varying weights,
altitudes and air temperatures.

n
Airspeed 78 kt IAS

e
Example

im
Altitude 10,000 ft

c
Atmosphere ISA -10 deg C
Weight 8000 lb

e
GRADIENT OF CLIMB 1.5 per cent

s p

5-22 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

18000

16000

IS
A
ISA

-20 deg
ISA

-10
ISA
14000

de
ISA
ISA

gC
+1
ISA

0d
+3

C
0d
+3

12000

eg
0d

eg
5d

C
eg

n
C
Pressure Altitude (ft)

10000

e
8000

im
6000

c
4000

p e
2000

s
SL
Reference line
8500

8000
Weight (lb)

7000

6000

5000
-4 -3 -2 -1 0 1 2 3 4 5
Gradient (per cent)

PN-A-150000-A-U0625-01059-A-01-1

Fig 5-15 En-route gross gradient of climb — One engine operating at MCP

16th July 2004 Effectivity: All 5-23

5.25. Balked landing rate of climb — Both engines

operating at MTOP
The balked landing rate off climb in the landing configuration with both engines
operating at maximum power is shown in Fig 5-16 for varying altitudes, air temperatures
and weights.

Associated conditions
Engines Both operating at maximum power (maintain 1035 lb ft
torque at 100 per cent N2 until restricted by the engine
limitations of 810 deg C TGT an/or 105 per cent N1)
Power plant anti-icing OFF
Flaps DOWN
Airspeed VREF appropriate to the weight

Example

e n
m
Altitude 3400 ft

i
Atmosphere ISA + 10 deg C

c
Weight 7600 lb

e
BALKED LANDING RATE 940 ft/min
OF CLIMB

s p

5-24 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

10000

ISA -2
ISA -1
ISA
9000

ISA

0 deg
0 deg
ISA

+1
ISA
ISA

8000 0
+20

C
C
+30
+35

g
deg

C
deg
deg

7000
C
C
C

n
6000
Pressure Altitude (ft)

e
5000

m
4000

c i
3000

e
2000

s p
1000

SL
Reference line
8500
8000
Weight (lb)

7000

6000

5000
200 400 600 800 1000 1200 1400 1600 1800

Rate of climb (ft/min)

PN-A-150000-A-U0625-01060-A-01-1

Fig 5-16 Balked landing rate of climb — Both engines operating at MTOP

16th July 2004 Effectivity: All 5-25

5.27. Variation of landing speed with aircraft gross weight

80
SPEED (IAS) knots

n
50
5500 6000 6500 7000 7500 8000 8500

e
WEIGHT (lb)

m
Fig 5-17 Variation of reference landing approach speed (VREF) with aircraft gross

i
weight (flaps DOWN)

e c
90

80 s p
SPEED (IAS) knots

50
5500 6000 6500 7000 7500 8000 8500
WEIGHT (lb)

Fig 5-18 Variation of reference landing approach speed (VREF) with aircraft gross
weight for landing with one engine inoperative (flaps DOWN)

5-26 Effectivity: All 16th July 2004

Rev 3 © 2004 B-N Group Ltd
Section 5
AFM/2T-4S Performance

e n
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This page is intentionally blank

16th July 2004 Effectivity: All 5-27

5.29. Landing distance and landing run

The landing distance required to come to rest from the 50 ft height point and the landing
run following a 5 per cent gradient approach is shown in Fig 5-19 for varying air
temperatures, airfield altitudes, weights, forecast wind components and uniform runway
slopes.

Associated conditions
Engines Propellers in MAX RPM, power to maintain approach
gradient of 5 per cent to the threshold
Power plant anti-icing OFF
Flaps DOWN
Runway Dry hard runway

Notes...

n
1. For operations from dry grass runways with freshly cut grass and

e
firm subsoil the distance for a dry hard runway should be increased
by 13 per cent.

im
2. The wind grids are factored so that 50 per cent of headwinds and

c
150 per cent of tailwinds are obtained.

e
3. For landing with one engine inoperative, increase the landing
distance by 15 per cent.

s p
Example
Airfield altitude 4000 ft
Air temperature 22 deg C (ISA +15 deg C)
Weight 7500 lb
Wind 5 kt headwind
Runway slope 1.2 per cent uphill
LANDING DISTANCE 1800 ft
LANDING RUN 1050 ft

5-28 Effectivity: All 16th July 2004

Reference line
Reference line

16th July 2004

3000 3000

ISA +3
ISA +3

ISA +
5 deg
t

ISA +
0 deg
00f 2800

1
2800

20 de
C
100

s
0 de
gC

ISA -
gC

ISA -
Airfie

10 d
0ft 2600 2600

ISA
800

20 d
C
Altit
p

eg C
ude
0ft 2400 2400
600

(ft)
0ft
400

Effectivity:
e
ft 2200 2200
2000
l
Leve

c
Sea

All
2000
Landing Run Required (ft)

2000

i
Landing Distance Required (ft)

1800

1600 1600

m
Example
1400 1400
e
1200 1200

Fig 5-19 Landing distance and landing run

n
1000 1000

800 800

600 600

500 500
-20 -10 0 10 20 30 40 50 5500 7000 8500 5 0 5 10 2 0 2
Tail Head Down Up
Air Temperature (deg C) Weight (lb) Reported Wind (knots) Slope (per cent)

PN-A-150000-A-U0625-01061-A-01-1

Rev 3
5-29
Performance
Section 5
Section 5
Performance AFM/2T-4S

5.31. Maximum take-off and landing weight

The maximum take-off and landing weight for varying altitudes and air temperatures is
shown in Fig 5-20.

When operated in accordance with Fig 5-20, the aircraft will achieve a one-engine-
inoperative positive rate of climb, with the flaps in the take-off position, at a gross height
of 400 ft above the airfield. The aircraft will also achieve a one-engine-inoperative gross
gradient of climb in excess of 0.75% at a gross height of 1500 ft above the airfield.

Example
Airfield altitude: 2500 ft
Air temperature: 35 deg C
MAXIMUM TAKE-OFF AND
LANDING WEIGHT: 8300 lb

n
Caution...

e
Operational factors, such as take-off distance available and obstacle
clearance, may mean that the actual maximum take-off and landing

m
weight is less than that given in the graph.

c i
p e
s

5-30 Effectivity: BCAR only 16th July 2004

12000 -2
5
de

IS
g

A
C

-2
0
de
g
C
-2
0
de
g
C
10000 -1
5
de
All temperatures within the g
C
ISA boundary lines are actual. -1
0
de
g
C
-5
de
g
C
8000 0
de
g
C

n
+5
de
g
Airfield Pressure Altitude (ft)

e
C
+1
0d
eg

m
C

i
+1
6000 5
de

c
g
C
+2

e
0
de
g
C

p
+2
5

s
de
g
IS

C
A

4000
+3

+3
5d

0
de
eg

g
C

C
+3
5
Example de
g
C

2000 +4
0
de
g
+4 C
5
de
g
C

0
5500 6000 6500 7000 7500 8000 8500

Weight (lb)

PN-A-150000-A-U0625-01062-A-01-1

Fig 5-20 Maximum take-off and landing weight

16th July 2004 Effectivity: BCAR only 5-31

e n
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s p

5-32 Effectivity: BCAR only 16th July 2004

Section 6
Weight and Balance
Contents
Paragraph Page
6.1. Aircraft Weighing Procedure............................................................................6-3
6.3. Aircraft Weight and Balance Forms.................................................................6-3
6.5. Weight and Balance Determination for Flight ..................................................6-4

Form Page
6-1 BN2T-4S Islander Weighing Form...................................................................6-5
6-2 BN2T-4S Weighing Checklist ..........................................................................6-7
6-3 Basic Weight and Balance Record ..................................................................6-9
6-4 Weight and Centre of Gravity Schedule ........................................................6-11
6-5 Weight and Balance Loading Form ...............................................................6-21

e n
Table Page
6-1 Centre of Gravity and Moment limits .............................................................6-19
6-2 Weights and Moments - Occupants ..............................................................6-23

im
6-3 Weights and Moments - Fuel (Main and transfer tanks) ...............................6-24

c
Figure Page

e
6-1 Cabin Dimensions..........................................................................................6-15
6-2 Cabin Floor Dimensions and Loading ...........................................................6-16

p
6-3 Cargo Restraint Details..................................................................................6-17
6-4 Weight and Centre of Gravity Limits ..............................................................6-18

21st May 1997 Effectivity: All 6-1

e n
c im
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This page is intentionally blank

s p

6-2 Effectivity: All 21st May 1997

6.1. Aircraft Weighing Procedure

The aircraft Basic Weight is determined by weighing the aircraft in accordance with the
Aircraft Maintenance Publication procedure, and carrying out the following sequence of
actions:
1. Weigh the aircraft with:
• all the non-removable role equipment fitted
• all fixed customer options fitted.
• all other equipment removed
2. Subtract the weight of the oil and the fuel that was in the aircraft when weighed
(including the undrainable quantities).
3. Subtract any other items that were weighed but do not form a part of the Basic
Weight.
4. Add the weight of any items which were not in the aircraft when weighed but do form

n
a part of the Basic Weight
5. Add the weight of the unusable fuel and

e
6. Add the weight of the usable and unusable oil.

m
The sum of all the above will give the aircraft Basic Weight.

6.3. Aircraft Weight and Balance Forms

c i
e
The following Forms present a total coverage of the state of the aircraft at the time of the

p
current weighing.

s
Each time the aircraft is weighed Forms 6-1 and 6-2 must be replaced by new or
equivalent Forms furnishing the correct information.

Each time an article or Modification which amends the Running Basic Weight is included
on the Weight and Balance Record, Form 6-3, a new Weight and CG Schedule,
Form 6-4, is required to reflect the new Basic Weight.

6.3.a. BN2T-4S Weighing Form

The BN2T-4S Islander Weighing Form, Form 6-1, was used to establish and record the
aircraft Basic Weight from the weighing data. Aircraft leading particulars relevant to the
weighing procedure are included.

6.3.b. Weighing Checklist

The Weighing Checklist, Form 6-2, lists the items of basic equipment and optional
equipment specified in the Weighing Form that were installed on the aircraft when it was
weighed.

21st May 1997 Effectivity: BCAR only 6-3

6.3.c. Weight and Balance Record

The aircraft Basic Weight is recorded on the Basic Weight and Balance Record sheet,
Form 6-3. Changes in the weight and balance values due to the addition or removal of
any basic or optional equipment must be recorded on this form; any changes in the
aircraft weight and balance due to modification action must also be recorded on this
form.

6.3.d. Weight and Centre of Gravity Schedule

The Weight and Centre of Gravity Schedule, Form 6-4, lists the aircraft Basic Weight,
Variable Load and Loading Information (Disposable Load).

6.3.e. Weight and Balance Loading Form

Make sure that the aircraft is loaded within its Centre of Gravity envelope by compiling a

n
Weight and Balance Loading Form, Form 6-5, before each flight, for which an example is

e
shown on Page 6-21. To assist in the compilation of the form, Tables 6-2 and 6-3
contain weight, arm and moment data for occupants and fuel respectively.

im
6.5. Weight and Balance Determination for Flight

c
The moment datum is the wing leading edge; Station 134.5 i.e. 134.5 inches aft of

e
Station 0.

p
Information on cabin dimensions and floor loading is contained in Figs 6-1 and 6-2.

s
Extreme care must be taken to ensure that during loading, a proper check is kept upon
the fuel and cargo placed on board.

If any item of cargo is to be carried, which has density and or shape precluding the use
of the mean cargo area arms, the load moment of that item must be computed
separately.

All cargo must be carefully secured, Fig 6-3 shows four and six point lashing systems
using cargo restraints. Fig 6-4 shows the weight and centre of gravity limits in graphical
format and Table 6-1 shows the same information in tabular format.

The total weight and moment must be within the approved weight and centre of gravity
limits. It is the responsibility of the pilot to ensure that the aircraft is loaded correctly.
The Basic Weight and applicable moment are shown on the Weighing Form. If the
aircraft has been altered, refer to the Basic Weight and Balance Record for this
information.

6-4 Effectivity: BCAR only 21st May 1997

BN2T-4S Islander Weighing Form

Pilatus Britten-Norman Limited

Date Weighed Registration

Place Weighed Constructors No.
Weighed by Weighing Report No.
Issue No.

DATUM STA 134.5

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m
D

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A B

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C

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X Y Z

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PC-A-06-10-A0807-A-01

Reaction
Point
s
Left Main

Right Main
Scale
Reading lb
Tare
lb
Net Weight
lb
Arm
inches
Moment
lb in

Total Main 40.70

Nose -147.75

Total
(as weighed)

X = Nose Wheel Reaction A = -147.75 in. Nose wheel reaction arm

Y = Main Wheel Reaction B = 40.7 in. Main wheel reaction arm
Z = Tail Bumper Reaction C = in. Tail bumper reaction arm
(obtain by measuring)
D = 14.8 in. Wing jacking point reaction arm

Form 6-1

21st May 1997 Effectivity: All 6-5

Weighing Record
Description Weight Arm Moment
lb in lb in/100

TOTAL - AS WEIGHED

Oil in aircraft US Gal -14.0

Fuel in aircraft US Gal 27.0

Total of items weighed but not part of basic weight from

Column 1
Total of items not in aircraft at time of weighing from
Column 2

Unusable fuel 16.8 US Gal 113.0 27.0 30.5

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Unusable oil 0.7 US Gal 6.0 -14.0 -0.8

Usable oil 3.0 US Gal 25.0 -14.0 -3.5

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BASIC WEIGHT

Column 1

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Item Weight Arm Moment Item Weight Arm Moment

s
lb in lb in/100 lb in lb in/100

Total Total

Remarks: Signed
Checked
Date
CAA Approval DAI/7384/64

Form 6-1 (Continued)

6-6 Effectivity: All 21st May 1997

BN2T-4S Weighing Checklist

Aircraft Type BN2T-4S Certification Standard

Constructor’s Serial Number Aircraft Registration

Date of Weighing Weighed by

Date of Equipment Check Equipment Checked by

This Check List indicates the items of Basic and Optional Equipment and Avionics that could be installed on the
aircraft. To define the aircraft standard when weighed:

• Cross out the items of Basic and Optional Equipment NOT on the aircraft
• List, under the relevant headings, the installed Avionics
• List, under Deficiencies, equipment required for flight (part of the Basic Weight) but not in the aircraft when it
was weighed

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• List, under Customer Options, any other equipment on the aircraft when it was weighed.

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Basic Equipment

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External Paint Scheme - Full/Primer Inertia Harnesses - Pilot & Co-pilot, - Pax
Interior Trim - Full/Partial (see Deficiencies) Audio System

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Anti-Collision Beacon P.A. System

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Hartzell Propellers Headsets

p
24 Volt Battery - 25/37 Amp/Hr Illuminated Passenger Notice
Dual Vacuum System Dual Sun Visors

s
Dual Flying Controls Central Annunciator Panel
Dual Brakes Stall Warning System
Airpath Compass Flap Position - Lights
EADI (EFIS) Fire Extinguisher and Bracket
EHSI (EFIS) First Aid Box and Stowage
Standby Horizon Gyro
V.S.I. Heater - Janaero
A.S.I. 250 B17F Allison Turboprops
Altimeter Dual Starter/Generators
Timepiece Fuel Totaliser
Oil Temperature Gauges Fuel Flow Meters
Oil Pressure Gauges Torque Gauges
Fuel Pressure Gauges TGT Gauges
Fuel Contents Gauges N2 Tacho Indicators
Voltmeter N1 Tacho Indicators
Ammeter Ammeter - Engine De-Icing System
Pilot’s Jet Seat O.A.T. Gauge, electrical
Pilot & Co-pilot Sliding Seats

21st May 1997 Effectivity: All 6-7

Form 6-2

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6-8 Effectivity: All Draft B (18-4-97)

Optional Equipment Avionics (continued)

General Autopilot

2nd A.S.I.
2nd V.S.I. Radar Equipment
2nd Horizon Gyro
Turn & Bank Indicator/Co-ordinator Omega VLF Equipment
2nd Directional Gyro
2nd Altimeter GPS Equipment
Row 2 Benson Lund Pax Seat
Row 3 Benson Lund Pax Seat Transponder
Row 4 Benson Lund Pax Seat
Row 5 Benson Lund Pax Seat ADF
Row 6 Benson Lund Pax Seat
Row 3 Rear Facing Seat Beam DME
Rear Facing Seat
Gust Locks ELT

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Baggage Screen
Steering Bar

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Floor Covering - Carpet/Lionide
Air Conditioning Deficiencies List
Airframe De-Icing

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Propeller De-Icing
1
Windscreen De-Icing

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2.
Wing Store Condition 3.

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4.
5.

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Clean
Inboard Pylons 6.

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Outboard Pylons 7.
8.
9.
Avionics 10.

VHF Equipment Customer Options

1.
2.
3.
4.
5.
HF Equipment 6.
7.
8.
9.
UHF Equipment 10.

Fuel remaining in tanks: US Gal (Incl undrainable)

Oil remaining in engines: US Gal
Form 6-2 (Continued)

6-10 Effectivity: All 21st May 1997

21st May 1997

Running Basic Weight
AFM/2T-4S

Added (+) Removed (-)

Date Description of article or modification
Weight Arm Moment Weight Arm Moment Weight Arm Moment

(lb) (in) (lb in (lb) (in) (lb in (lb) (in) (lb in
/100) /100) /100)

s
As delivered

Effectivity:
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All
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Form 6-3
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Section 6
Weight and Balance

Rev. 1
6-11
6-12
Rev. 1
Weight Change
Section 6

Running Basic Weight

Added (+) Removed (-)
Date Description of article or modification
Weight Arm Moment Weight Arm Moment Weight Arm Moment
(lb) (in) (lb in (lb) (in) (lb in (lb) (in) (lb in
Weight and Balance

/100) /100) /100)

Effectivity:
All
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Form 6-3 (Continued)

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AFM/2T-4S

21st May 1997

PILATUS BRITTEN-NORMAN LIMITED

WEIGHT AND CENTRE OF GRAVITY SCHEDULE

REFERENCE No. :
PRODUCED BY : Pilatus Britten-Norman Limited
AIRCRAFT TYPE : BN2T-4S Islander
NATIONALITY AND REGISTRATION MARKS :
CONSTRUCTOR :
CONSTRUCTOR’S SERIAL No. :

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MAXIMUM PERMISSIBLE WEIGHT : 8500 lb
CENTRE OF GRAVITY LIMITS : Refer to Flight Manual Ref No. AFM/2T-4S

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All lever arms are distances in inches either fore or aft of datum (positive aft)

PART ‘A’ - BASIC WEIGHT

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s p
The basic weight of the aircraft as calculated from Weighing Report
dated is lb

The centre of gravity of the aircraft in the same condition is:- in

The total moment about the datum in this condition in lb.in/100 is:-

The datum referred to is the one defined in the Flight Manual which is the wing leading edge coincident
with station 134.5 in.

The Basic Weight includes the weight of 113 lb of unusable fuel, 6 lb of unusable oil, 25 lb of usable oil
and the weight of the items in the Weighing Checklist which details the Basic Equipment together with
those items of optional equipment as originally specified prior to initial delivery.

Form 6-4

21st May 1997 Effectivity: All 6-13

PART ‘B’ - VARIABLE LOAD

The weights, lever arms and moments of the Variable Load items are shown below. The Variable Load
depends upon the equipment carried for the particular role.
Weight Lever Arm Moment
(lb) (in) (lb.in./100)
Pilot -72.5
Passenger seat Row 2 -42.5
Passenger seat Row 3 -12.3
Passenger seat Row 4 +17.8
Passenger seat Row 5 +47.1
Passenger seat Row 6 +75.1

PART ‘C’ - LOADING INFORMATION (DISPOSABLE LOAD)

n
The Air Navigation Order requires the commander of the aircraft to satisfy himself before take-off that

e
the load carried is of such weight and is so distributed and secured that it may safely be carried on the
intended flight. The information in this Part includes the lever arms of the items of disposable load
which could be carried on any flight.

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Weight Lever Arm Capacity
(lb) (in) (U.S. Gal)

c
Usable Fuel in Main Tanks 858 +27.0 128

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Usable Fuel in Transfer Tanks 1146 +27.0 171

p
Passenger Row 1 -75.2

s
Passenger Row 2 -45.2
Passenger Row 3 -15.0
Passenger Row 4 +15.1
Passenger Row 5 +44.4
Passenger Row 6 +72.4
Baggage 121.0
Notes: 1. Assumed fuel density 6.7 lb/U.S. Gal
Assumed oil density 8.3 lb/U.S. Gal
2. The total loaded weight of the aircraft is the sum of the Basic Weight and the weights
of the items of Variable and Disposable Load to be carried for that particular role.
This schedule was prepared on and supersedes all previous issues.

Signed. ......................................................................

on behalf of Pilatus Britten-Norman Limited

Approval Ref No. DAI/7384/64

Form 6-4 (Continued)

6-14 Effectivity: All 21st May 1997

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21st May 1997 Effectivity: All 6-15

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6-16 Effectivity: All 21st May 1997

A 38.5 in
49.75 in 46.3 in (0.98 m)
(1.26 m) (1.18 m)

145.0 in
(3.68 m)
209.5 in

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43.0 in (5.32 m)
(1.09 m) 17.7 in

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(0.45 m)

m
38.5 in

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(0.98 m) 47.0 in 22.8 in
32.0 in 34.0 in
View on Arrow A (0.58 m)

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43.5 in (0.81 m) (0.86 m) (1.19 m)
43.0 in
(1.10 m) (1.09 m)

p e Baggage

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Pilot's Right Left Aft Bay Door
Door Door Door PN-A-06-10-A0032-A-02

Fig 6-1 Cabin Dimensions

21st May 1997 Effectivity: All 6-17

Maximum load concentration

120 lb/sq ft in area
shown hatched

Reference
Cargo
Positions
Maximum load on Station Arm
baggage platform 255.5 +121.0
not to exceed
400lb
Reference 240 +105.5
Passenger
Positions
Station

Row
Arm

211.6
+72.4 206.9 6
Maximum load 201.6
aft of rear spar 194 +59.5

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not to exceed
1000lb 183.6
+44.4 178.9 5

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Maximum load 173.6
between spars Rear Spar Datum
162 +27.5

m
not to exceed

i
820lb 154.3
+15.1 149.6 4

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144.3
Front Spar Datum

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124.2
122 -12.5

p
-15.0 119.5 3
114.2

s
Maximum load 94
-45.2 89.3 2
forward of front 84
spar not to exceed
1000lb
Datum
64
-75.2 59.3 1
The Seat and Cargo Attachment
54
Datum Points are coincident with
the centres of the radii of the
small ends of the keyhole slots
Stations in the cabin floor.

Wing Leading Edge at STA 134.5 is Datum for CG purposes

PN-A-06-10-A0110-A-01

Fig 6-2 Cabin Floor Dimensions and Loading

6-18 Effectivity: All 21st May 1997

1/3 Length
6 Point Lashing System
Loads up to 750 lb

Lashing - Minimum
1/3 Height Strength 4000lb

Lashing Points Lashing Angle Θ

Height
Lashing - Minimum
Length Strength 2000 lb

D
FW
Lashing - Minimum
Strength 2000 lb

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1/3 Length

e
1/3 Height

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Lashing Angle Θ
Height

e
4 Point Lashing System

p
Loads up to 380 lb Length

s
FW
D
Lashing - Minimum
Strength 2000 lb

Curves of Load against

Lashing Angle
60

55
Lashing Angle Θ

50
4 Point 6 Point
45 Lashing Lashing
System System
40

30
0 200 400 600 800 1000
Freight Load lb PC-A-14-20-A0111-A-01

Fig 6-3 Cargo Restraint Details

21st May 1997 Effectivity: All 6-19

Note: Loadings in the shaded area may go

outside the forward limit with fuel usage.
Check minimum fuel state is inside the
main envelope.
9000

20.0 in
8500 8500 lb

8000

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7500

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7000
Gross Weight (lb)

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6700 lb

s
6500

6000

5500

5000
14 16 18 20 22 24 26 in
15.0 in 25.0 in
C.G. Position Aft of Datum (inches)
PN-A-91-94-A1281-A-01

Fig 6-4 Weight and Centre of Gravity Limits

6-20 Effectivity: All 21st May 1997

Table 6-1 Centre of Gravity and Moment Limits

Moment Moment
C.G. Limit - in. (divided by 100) C.G. Limit - in. (divided by 100)
Weight Weight
lb Fwd Aft Fwd Aft lb Fwd Aft Fwd Aft
5000 15.0 25.0 750 1250 6800 15.3 25.0 1039 1700
5100 15.0 25.0 765 1275 6900 15.6 25.0 1073 1725
5200 15.0 25.0 780 1300 7000 15.8 25.0 1108 1750
5300 15.0 25.0 795 1325 7100 16.1 25.0 1144 1775
5400 15.0 25.0 810 1350 7200 16.4 25.0 1180 1800
5500 15.0 25.0 825 1375 7300 16.7 25.0 1217 1825
5600 15.0 25.0 840 1400 7400 16.9 25.0 1254 1850

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5700 15.0 25.0 855 1425 7500 17.2 25.0 1292 1875
5800 15.0 25.0 870 1450 7600 17.5 25.0 1330 1900

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5900 15.0 25.0 885 1475 7700 17.8 25.0 1369 1925

m
6000 15.0 25.0 900 1500 7800 18.1 25.0 1408 1950

i
6100 15.0 25.0 915 1525 7900 18.3 25.0 1448 1975

c
6200 15.0 25.0 930 1550 8000 18.6 25.0 1489 2000

e
6300 15.0 25.0 945 1575 8100 18.9 25.0 1530 2025

p
6400 15.0 25.0 960 1600 8200 19.2 25.0 1572 2050

s
6500 15.0 25.0 975 1625 8300 19.4 25.0 1614 2075
6600 15.0 25.0 990 1650 8400 19.7 25.0 1657 2100
6700 15.0 25.0 1005 1675 8500 20.0 25.0 1700 2125

21st May 1997 Effectivity: All 6-21

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6-22 Effectivity: All 21st May 1997

Weight and Balance Loading Form

Item Weight Arm Moment
(lb) (in) (lb in/100)
Basic Weight
Obtained from the Basic Weight and
Balance Record.
Additional Items

Crew and passengers

Row 1 -75.2
Row 2 -45.2

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Row 3 -15.0

e
Row 4 +15.1

m
Row 5 +44.4

i
Row 6 +72.4

c
Cargo

e
Station 122 -12.5

p
Station 162 +27.5

s
Station 194 +59.5
Baggage

Fuel (Main tanks)

(Maximum 128 US gal at 6.7 lb/US gal) +27.0
Fuel (Transfer tanks)
(Maximum 171 US gal at 6.7 lb/US gal) +27.0
Total at Take-off

Form 6-5

21st May 1997 Effectivity: All 6-23

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6-24 Effectivity: All 21st May 1997

Table 6-2 Weights and Moments - Occupants

Moments lb in/100
Weight Seat Row 1 Seat Row 2 Seat Row 3 Seat Row 4 Seat Row 5 Seat Row 6
lb Stn 59.3 Stn 89.3 Stn 119.5 Stn 149.6 Stn 178.9 Stn 206.9
Arm -75.2 Arm -45.2 Arm -15.0 Arm +15.1 Arm +44.4 Arm +72.4
110 -83 -50 -17 +17 +49 +80
120 -90 -54 -18 +18 +53 +87
130 -98 -59 -20 +20 +58 +94
140 -105 -63 -21 +21 +62 +101
150 -113 -68 -23 +23 +67 +109
160 -120 -72 -24 +24 +71 +116
170 -128 -77 -26 +26 +75 +123

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180 -135 -81 -27 +27 +80 +130

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190 -143 -86 -29 +29 +84 +138
200 -150 -90 -30 +30 +89 +145

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210 -158 -95 -32 +32 +93 +152

c
220 -165 -99 -33 +33 +98 +159

e
230 -173 -104 -35 +35 +102 +167
240 -180 -108 -36 +36 +107 +174

p
250 -188 -113 -38 +38 +111 +181

21st May 1997 Effectivity: All 6-25

Table 6-3 Weights and Moments - Fuel (Main and transfer tanks)
Weight lb Moment Weight lb Moment
(lb in/100) (lb in/100)
50 13.5 1100 297
100 27 1150 310.5
150 40.5 1200 324
200 54 1250 337.5
250 67.5 1300 351
300 81 1350 364.5
350 94.5 1400 378
400 108 1450 391.5
450 121.5 1500 405

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500 135 1550 418.5

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550 148.5 1600 432
600 162 1650 445.5

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650 175.5 1700 459

c
700 189 1750 472.5

e
750 202.5 1800 486

p
800 216 1850 499.5

s
850 229.5 1900 513
900 243 1950 526.5
950 256.5 2000 540
1000 270 2050 553.5
1050 283.5

6-26 Effectivity: All 21st May 1997

Section 7
Description and Operation

Contents
Paragraph Page
7.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.3. Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.5. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.7. Instrument Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7.9. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
7.11. Flap System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7.13. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
7.15. Avionics Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

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7.17. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

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7.19. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
7.21. Doors, Windows and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
7.23. Seats and Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

im
7.25. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7.27. Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23

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7.29. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24

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7.31. Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
7.33. Cabin Heating, Ventilating and Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . 7-27

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7.35. Pitot and Static Pressure Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

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7.37. Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
7.39. Stall warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
7.41. Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

Figure Page
Fig. 7-1 Flight Controls - Systems Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Fig. 7-2 Flight Controls in the Flight Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Fig. 7-3 Flight Controls - Pilots’ Handwheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Fig. 7-4 Instrument Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Fig. 7-5 Main Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Fig. 7-6 Roof Instrument Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Fig. 7-7 Pilot’s Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Fig. 7-8 Generators Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Fig. 7-9 Battery Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Fig. 7-10 Flap Operating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Fig. 7-11 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Fig. 7-12 Fuel Cock Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Fig. 7-13 Electrical System - Simplified Schematic Diagram . . . . . . . . . . . . . . . . . . . . 7-25

1st Jan 2003 Effectivity: All 7-1

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7-2 Effectivity: All 1st Jan 2003

7.1. General
The BN2T-4S Islander aircraft is a rugged, dependable turbine engined twin, with
outstanding low speed and handling performance.

This Section describes the various aircraft systems in sufficient detail to enable the
pilot new to the type to rapidly become familiar with the BN2T-4S Islander.

7.3. Airframe
The fuselage is of semi-monocoque construction built up from fabricated frames, and is
increased in length by 30 inches ahead of the wing as compared to the BN2 Islander
fuselage. The wing is built in one piece and integrally constructed nacelles provide
support for the fixed extension tubes of the main undercarriage units. Fuel tanks are
situated outboard of each engine nacelle and are an integral part of the wing structure
between the front and rear spars. The one-piece tail plane is of similar construction to

n
the wing. Stabilons are mounted on the fin. The control surfaces are all metal, embody
mass balance weights and are aerodynamically balanced.

7.5. Flight Controls

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Conventional manually operated flight controls are installed at both pilot’s positions.

c
Figs. 7-1, 7-2 and 7-3 show the layout of the flight controls.

e
Ailerons and rudder control systems are cable operated while the elevator is operated by

p
a combination of push-pull rods and cables. The left aileron has an electrically operated

s
trim tab, the right aileron a balance tab. The aileron trim is operated by a rocker switch
on the pilot’s handwheel. The rudder trim system is operated by a handwheel in the
cabin roof and the elevator trim system by a handwheel on the right side of the pilot’s
console. The degree of trim applied is shown by separate indicators for each system.
The trim controls and indicators are shown in Fig. 7-2.

1st Jan 2003 Effectivity: All 7-3

Rudder
Trim Tab

Aileron
Balance Tab
Rudder
Aileron Control
Control Cable
Cables Rudder
Rudder

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Trim Trim
Wheel Cables

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Elevator
Trim
Cables Dual

m
Elevator

i
Trim Tab
Jacks

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Elevator Control

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Push-Pull Rods

s p Aileron
Control
Cables
Aileron
Trim Tab

Elevator
Trim Wheel

Aileron Rudder
Control Pedals Aileron Trim
Cables Tab Actuator

PN-A-270000-A-U0625-00035-A-03-1

Fig. 7-1 Flight Controls - Systems Arrangement

7-4 Effectivity: All 1st Jan 2003

Rudder
Trim
Control

Pilots
Aileron Handwheel Co-pilots
Trim See Fig 7-3 Handwheel
Rocker A See Fig 7-3
Switch

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B

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A
T
T
E
R
Y

Pilots Elevator Co-pilots

Rudder Trim Rudder
Pedals Wheel Pedals

Elevator Aileron Rudder

Trim Trim Trim
Indicator Indicator Indicator

A TRIM
NU T.O.
T.O. T.O. T.O.
NOSE NOSE
ND LWD RWD L R

ELEVATOR AILERON RUDDER

27-00-00-A0036-02

Fig. 7-2 Flight Controls in the Flight Compartment

1st Jan 2003 Effectivity: All 7-5

Aileron Trim
Rocker Switch Autopilot
(Gray) Disconnect
Button
(Red)
If Fitted

Press To
Transmit
Button

55 60
50
1
10 1 12 Control Wheel

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45
9 1
Steering Button
10

2
8
40

7 3 (Green)

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15
6 5 4
35

30
25
20 If Fitted

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Clock

c
Pilots Handwheel

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s
Autopilot
Disconnect
Button
(Red)
If Fitted

Press To
Transmit
Button

Blanking
Plate
Co-Pilots Handwheel 27-00-10-A0037-02

Fig. 7-3 Flight Controls - Pilot’s Handwheels

7-6 Effectivity: All 1st Jan 2003

7.7 Instrument Panels

The basic instrument, switch and circuit breaker panels are shown in Figs. 7-4 through
7-9. The BN2T-4S is designed to accommodate certain basic communications and
navigation installations. This avionics fit can be varied and added to according to
operators requirements, but these options will not be illustrated in this Pilot’s Operating
Handbook, which shows typically equipped panels, in all the Figures mentioned above.

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Fig. 7-4 Instrument Panels

1st Jan 2003 Effectivity: All 7-7

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

42 19

41
20

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40

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39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21

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31-10-00-A0040-02

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1 Airspeed Indicator 24 Vacuum indicator
2 EHSI

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25 N2 Propeller tachometers - left and right
3 EADI 26 N1 Gas producer tachometers - left and right
4 VSI 27 Fuel Flow indicators - left and right
5 Encoding altimeter 28 Oil temperature and pressure - left and right
6 Altitude preselect 29 Ammeter
7 Central Annunciator Panel (CAP) 30 RMI
8 Aileron Rudder and Elevator trim indicator 31 Voltmeter
9 Torque indicators - left and right 32 Autopilot master switch
10 TGT indicators - left and right 33 EFIS input switch
11 Comm 1 and 2 controllers 34 EFIS composite switch
12 Flap position indicators (UP, T.O., DOWN) 35 Engine anti-ice ammeter
13 Nav 1 and 2 controllers 36 Compass Slaving accessory
14 DME indicator 37 Marker sensitivity switch
15 ADF1 and 2 controllers 38 EFIS control panel
16 DME hold switch 39 Pilot’s audio controller
17 Aircraft callsign plate 40 Microphone socket ‘MIC’
18 Intercom selection switch 41 Headphones socket ‘PHONES’
19 Headphones socket ‘PHONES’ 42 Autopilot mode controller
20 Microphone socket ‘MIC’ 43 Second altimeter
21 Co-pilot’s audio controller 44 Standby horizon gyro
22 Co-pilot’s rudder pedal adjustment knob 45 OAT indicator
23 Transponder controller

Fig. 7-5 Main Instrument Panel

Left Left Right Right

Transfer Tank Main Tank Main Tank Transfer Tank
Fuel Contents Fuel Contents Fuel Contents Fuel Contents
Gauge Gauge Gauge Gauge

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40 40
20 60 20 60
30 40 30 40
20 20
80 50 80

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50 10 0
0 10
FUEL QTY 60 FUEL QTY

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US GAL 60 US GAL
0 0
FUEL QTY FUEL QTY
US GAL US GAL

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ENSURE POSITIVE PRESSURE ABOVE 5,000ft

AUX FUEL PUMPS AUX FUEL PUMPS

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MAIN BACK-UP BACK-UP MAIN
2 2 2 2
4 4 4

s
4
_ + _
FUEL OFF OFF OFF OFF FUEL +
PSI PSI

Left Left Fuel Standby Right Right

Fuel Pressure Fuel Pump Totalizer Compass Fuel Pump Fuel Pressure
Gauge Switches Gauge Switches Gauge

31-10-00-A0041-02

Fig. 7-6 Roof Instrument Panel

Fig. 7-7 Pilot’s Switch Panel

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OPTIONS
MASTER

5
s
AUTOPILOT
ALERT

5
AUDIO 2

5
VHF 2

7.5
RADIO
NAV 2

5
H.F.

30
U.H.F.

7.5
FUEL PUMPS
AUX

5
TRANSFER

5
ENG SPEED MON
LEFT

5
RIGHT

5
CABIN HEAT
NO. 1

35
NO. 2

10
LEFT START
& GEN. SOL.

5
G
E
N
TRIM INDICATION CENTRAL RIGHT START
E
ADF 2
ANNUNCIATOR & GEN. SOL. R
MKR TXP DME ADF 1 GPS VHF/FM AUX TRANSFER AILERON RUDDER ELEVATOR

5 5 5 5 5 5 5 5 5 5 5 5 5 5 A
T
O
AIRFRAME AIR RADAR WINDSHIELD
LIGHTS
R
DE-ICE CONDITIONING ALTIMETER GPS 2 DE-ICE E.A.D.I. TRANSFER CABIN PANEL PANEL BEACON LANDING (R) S
15 5 5 5 5 7.5 7.5 5 15

31-10-00-A0042-02

Fig. 7-8 Generators Circuit Breaker Panel

7-10 Effectivity: All 1st Jan 2003

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Fig. 7-9 Battery Circuit Breaker Panel

1st Jan 2003 Effectivity: All 7-11

7.9. Flight Instruments

7.9.a. Electronic Flight Instrument System (EFIS)
Operation of the BENDIX/KING EFS 40 Electronic Flight Instrument System is
covered by the BENDIX/KING ‘Pilot’s Guide to the EFS 40/50’ to which reference must
be made.

Minor system differences in the BN2T-4S installation are addressed below

Ground Handling
The gyros require approximately 25 minutes to spin down and stop at any time after
the inverters have been selected OFF.

CAUTION...

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During the spin down period the aircraft should not be moved as damage
may occur to the gyros. If the aircraft has to be moved within 30 minutes of

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the inverters being selected OFF, electrical power must be provided and the
inverters re-selected ON to power the gyros.

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System Configuration

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The modular design of the EFS 40 system allows it to be installed in various

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configurations, and interfaced with other aircraft systems.

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The system comprises two 4 inch display screens in the pilot’s position and is

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configured for ADF 1, ADF 2, VOR/ILS 1, VOR/ILS 2, GPS, DME 1 and DME 2
sensors.

DME hold
When DME HOLD is selected, DME information on the EHSI screen is blanked and
only appears on the separate DME indicator.

Display Input
The EFIS receives inputs from one Vertical Gyro and one Directional Gyro. The combined
output from these units is split to form two inputs to the Symbol Generator (one to each of
the two boards within the Symbol Generator). In the event of a board failure, the other can
be selected using the INPUT 1/INPUT 2 switch.

The board selection within the symbol generator is thus controlled by the EFIS input select
switch (INPUT1/INPUT 2) which is mounted on the instrument panel below the EHSI. The
normal system operating mode is with the switch in the INPUT 1 position. When INPUT 2
is selected there is an ‘ATT 2’ indication on the EADI and a ‘HDG 2’ indication on the EHSI.
If an attitude failure indication occurs during flight, then the EADI display should be selected
to INPUT 2. If attitude failure indication remains displayed, the Standby horizon gyro must
be used for attitude reference.

7-12 Effectivity: All 1st Jan 2003

Rev. 2 © 2003 B-N Group Ltd
Section 7
AFM/2T-4S Description and Operation
A similar technique applies to the EHSI - the RMI must be used if a heading failure
indication occurs.

7.9.b. EFIS - Display Features

A three position switch provides the following selections:

• Up COMPOSITE display

• Centre NORMAL display

• Down DISPLAY DOWN

Changing from one display to another requires approximately one second and is
accompanied by an audio warning.

7.9.c. EFIS - Composite Display

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In the event of a display unit or symbol generator EADI section failure, selecting

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COMPOSITE will provide an EADI display on the remaining good display unit. Added
to this display will be a standard lateral deviation scale, selected CRS, selected HDG,

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selected NAV sensor and TO/FR information.

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7.9.d. EFIS Display Down

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The DISPLAY DOWN selection is used to compensate for a failure of the EADI display

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or a section of its symbol generator. On selection, the EADI display transfers to the
EHSI screen.

1st Jan 2003 Effectivity: All 7-13

7.9.e. Stand-by Compass

To obtain an accurate reading from the stand-by compass the following conditions
must be observed:

1. Switch OFF the left and right generators

2. DO NOT trip any circuit breakers

3. Switch OFF all but the following electrical systems:

DAY NIGHT
Pitot and stall warning heaters Pitot and stall warning heaters
VHF No. 1 VHF No. 1

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ADF ADF

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Beacon Beacon
Nav Lights

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Instrument panel lights

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CAUTION...

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If these actions are not performed, the electrical system will introduce

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unpredictable deviations to the stand-by compass reading.

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Deviation card
The stand-by compass is affected by local magnetic field deviations caused by electrical
equipment and airframe structure. These deviations are measured under the conditions
listed above and recorded on the compass deviation card. The compass deviation card
for the stand-by compass is positioned on the windscreen central pillar. The central
column of the deviation card shows the required heading, while the day or night columns
show the compass reading that should be steered to achieve the required heading.

7-14 Effectivity: All 1st Jan 2003

7.11. Flap System

7.11.a. Description
The electrically operated single-slotted flap system can be selected to three flap
positions: UP, T.O. and DOWN. An actuator on the wing rear spar operates the flaps
through a system of push-pull rods. The actuator is controlled by a selector switch on
the pilot’s console. Three indicator lamps on the main instrument panel show the
position of the flaps. Fig 7-10 shows the layout of the wing flaps system.

7.11.b. Operation
To select flaps T.O. from the flaps UP position, the flap selector switch must be
selected and held downwards for half a second and then released. Repeat this
procedure to select flaps DOWN from flaps T.O. To select flaps T.O. from the flaps
DOWN position, the flap selector switch must be selected and held upwards for half a

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second and then released. Repeat this procedure to select flaps UP from flaps T.O.

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Right Wing Flap

s p Flap Drive Rod

Transverse
Flap Rods

Flap Drive Rod

Left Wing Flap

Flap Actuator

Flap Operating Lever

27-50-00 A0055-01

Bell Crank Assembly

Primary Micro Switch
Cam Plate and Limit
Switch Assembly

Fig. 7-10 Flap Operating System

1st Jan 2003 Effectivity: All 7-15

7.13. Landing Gear

The non-retractable tricycle undercarriage comprises twin-wheel main units and a
single wheel steerable nose unit. Tyre pressures are 40 psi in the mainwheels and 45 psi
in the nosewheel.
Nosewheel steering is directly linked to the rudder bar by cables, and the nosewheel is
self-centred by a bungee linkage. If the nosewheel is deflected by more than 18 degrees
either side of centre the steering disengages to give a free castoring mode allowing a
tighter turn radius. Application of opposite braking and differential power stops the turn,
and the steering re-engages once the nosewheel alignment is again within 18 degrees
of the aircraft centreline.

7.15. Avionics Compartments

The positioning of avionics within the aircraft depends on customer specified equipment.

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Basic aircraft avionics are installed in the nose upper bay, which is accessed through two

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gullwing doors, or in two lower nose cheek bays accessed through dzus fastened panels.
Further avionics may be installed in the rear fuselage.

7.17. Engine

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The aircraft is powered by two Allison 250-B17F/1 free turbine turboprop engines,

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flat-rated to 400 s.h.p. This power output is maintained from Sea Level up to a height of
approximately 8000 ft under Standard Day conditions. The engines are controlled by

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the two POWER levers through the operating range between the maximum take-off
torque permitted (1035 lb ft) MAX, and the IDLE position at 61-64% N1.
The two ENGINE ANTI-ICE switches provide electrical icing protection to the engine
air intakes and propellers as well as bleed air protection to the compressor inlet guide
vanes and front bearing hub.
Refer to Section 7.41.a. for fuller information on engine and propeller anti-icing.

7.19. Propeller
Two Hartzell three-bladed HC-C3YF-5F/FC-7818(K) constant speed fully feathering
propellers are fitted. The operating pitch range of the propellers is controlled by the
two CONDITION levers between the MAX RPM position and the FUEL OFF
FEATHER position, passing through a MIN RPM gate. Propeller speed governing is by
means of a propeller/power turbine governor, as well as a propeller overspeed
governor, fitted to each Power Plant.
The propellers have electrically heated anti-icing boots. Operation of the respective
ENGINE ANTI-ICE switches mounted on the Pilot’s Switch panel supplies current to
the propeller on the same side.

7-16 Effectivity: All 1st Jan 2003

7.21. Doors, Windows and Exits

7.21.a. Emergency Evacuation
Refer to Section 3.23 for full emergency evacuation information.

7.21.b. Safety Features

The pilot’s door is electrically interlocked with the left engine to prevent it being opened
when the engine is running. The interlock mechanism has a time-delay circuit that
maintains the interlock for a nominal 20 seconds after engine shutdown to allow
propeller rundown. A manual override lever, to the rear of the pilots door aperture,
enables the pilot to overpower the interlock mechanism in an emergency by moving the
override lever rearwards. If the pilot’s door is unlocked, an audible warning will sound if
the left engine is running or if the engine starter switch is selected to the left engine. In
addition, if either of the passenger main doors in the cabin is not closed and the handle

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in the LOCKED position, or the ground supply door is open, the DOORS warning light on
the central annunciator panel will be lit.

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1st Jan 2003 Effectivity: All 7-17

7.23. Seats and Seat Belts

7.23.a. Flight Compartment
Individual fixed seats are fitted for the flight crew, varied leg lengths being allowed for
by setting the adjustable rudder pedals.

Individually adjustable pilot’s seats are a customer option. If specified they are installed
on fixed rails to allow fore and aft movement with adjustment controls for seat back angle
and height. When these seats are fitted, Row 2 in the passenger cabin should not be
fitted with a fixed bench seat.

7.23.b. Cabin
The passenger cabin can be fitted with bench seats, either fixed position or sliding on
seat rails. As an alternative the individual adjustable seats are also a customer option.

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Further seats may be mounted on the step at the rear of the cabin.

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7.23.c. Seat Belts

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All seats are equipped with diagonal shoulder harnesses. A lap strap is attached to the
seat frame while the shoulder strap inertia reel is attached to the aircraft fuselage. The

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shoulder strap is joined to the lap strap by a connector that attaches between the lap

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strap buckle and its connector. To release the harness, lift the buckle cover, the lap
strap will separate and allow the shoulder strap to retract. When the shoulder strap is

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not in use it must be stowed on the hook provided.

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For take-off and landing the position of the sliding seats should be adjusted so that the
inertia reel guide is behind the occupant’s shoulder.

7-18 Effectivity: All 1st Jan 2003

7.25. Fuel System

7.25.a. General
The fuel system includes three sub-systems:

• Fuel Storage
• Fuel Distribution
• Fuel Indicating

7.25.b. Fuel Storage

Four fuel tanks, left and right mains left and right transfers, are built into the wing
structure. The inboard ‘main’ and outboard ‘transfer’ tanks in each wing are separated
by a weir. A recirculating system continually pumps fuel from the transfer tank to the
main tank. Because the engines will always use less fuel than is being transferred, the

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fuel level in the main tank will increase until it reaches the top of the weir, fuel will than

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pour back into the transfer tank. The pilot has no control over the operation of the
transfer pumps. The engines are fed only from the sump in each main tank.

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7.25.c. Fuel Distribution

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A schematic diagram of the fuel distribution system is shown in Figure 7-11. Fuel is
normally supplied from the main fuel tank to the engine on the same wing. The pilot

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controls fuel supply to the engines using the left and right fuel cock selectors on the

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cabin roof (see Fig. 7-12). Depending on the positions of the selectors the normal or
cross-feed supply can be selected, an OFF position is also available.

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Auxiliary fuel pumps are provided only to maintain the engine manufacturer’s fuel inlet
pressure specification above 5000 ft and must, therefore, be selected ON above this
altitude to maintain positive pressure (See Altitude Limitation in Section 2). Satisfactory
function of the auxiliary fuel pumps is shown by a positive fuel pressure indication, the
extent of which depends upon the power setting. (Below 5000 ft, with auxiliary fuel
pumps off, a negative fuel pressure indication may occur and is quite normal). An
emergency back-up pump is provided for each auxiliary fuel pump. Only two circuit
breakers are provided for the four auxiliary pumps; to maintain system independence
the left circuit breaker is connected to the left main auxiliary pump and the right back-up
pump, while the right circuit breaker is connected vice versa. The auxiliary main and
auxiliary back-up fuel pump switches are located on the roof instrument panel (see
Fig. 7-6).

7.25.d. Fuel Indicating

The contents of the fuel tanks are shown on separate gauges for left and right, main
and transfer tanks. Fuel pressure gauges and a totalizer gauge that indicates fuel
consumed in pounds (lb) are installed in the roof instrument panel.

1st Jan 2003 Effectivity: All 7-19

The fuel system is symmetrical

about the aircraft centerline

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Engine
Driven

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Pump

m
Pressure

i
Transducer

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Main Tank
Fuel Contents To Right Wing

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Transmitter Fuel System
Transfer Tank Unit

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Fuel Contents
Transmitter

s
Main
Unit
Tank

Transfer
Tank Aircraft
C/L

Left
Flowmeter 3-Way
Auxiliary/ Fuel
Suction Filter Main Back-up Cock
and Fuel/Water Pumps
Transfer
Pumps Drain Valve
in Sump 28-00-00-A0057-02

Fig. 7-11 Fuel System

7-20 Effectivity: All 1st Jan 2003

Right 3-Way
Fuel Cock
OFF
ON

CROSSFEED

A
Flight Compartment
Fuel Cock Selectors CROSSFEED
ON
OFF

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ENG

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LEFT

RIGHT LEFT
Left 3-Way
OFF TANK TANK OFF
Fuel Cock
RIGHT

m
ENG

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LEFT RIGHT
TANK TANK

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LEFT TANK 149.4
USABLE FUEL U.S. GAL
RIGHT TANK 149.4 B
A
FUEL REMAINING IN TANKS WHEN CONTENTS INDICATORS READ ZERO
CANNOT SAFELY BE USED

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LEFT AND RIGHT TANKS OFF

OFF LEFT

LEFT
TANK
ENG

s RIGHT LEFT
TANK TANK
p RIGHT

RIGHT
TANK
ENG OFF

USABLE FUEL U.S. GAL

LEFT TANK 149.4 RIGHT TANK 149.4
FUEL REMAINING IN TANKS WHEN CONTENTS INDICATORS READ ZERO
CANNOT SAFELY BE USED

USABLE FUEL U.S. GAL

LEFT AND RIGHT TANKS ON LEFT TANK 149.4 RIGHT TANK 149.4
FUEL REMAINING IN TANKS WHEN CONTENTS INDICATORS READ ZERO
CANNOT SAFELY BE USED

B
ENG

RIGHT

RIGHT LEFT
OFF TANK TANK OFF
LEFT

ENG

LEFT RIGHT
TANK TANK

USABLE FUEL U.S. GAL

LEFT TANK 149.4 RIGHT TANK 149.4
FUEL REMAINING IN TANKS WHEN CONTENTS INDICATORS READ ZERO
CANNOT SAFELY BE USED

LEFT AND RIGHT TANKS CROSSFEED 28-00-00-A0058-02

Fig. 7-12 Fuel Cock Selectors

1st Jan 2003 Effectivity: All 7-21

7.25.e. Refuelling
When refuelling the aircraft the following procedures should be followed:
• Park the aircraft with the wings level.
• To ensure correct weight and balance calculations, always refuel with known
quantities.
• Whenever possible, aircraft fuel tanks should be full to minimise water condensation.

7.25.f. Preparation for flight

Before the first flight of the day and at other times as necessary when climatic conditions
combine to produce a risk of moisture ingress, draw off a reasonable amount of fuel from
each of the tank drain points (Figs. 4-1 and 7-11 refer). Should water content be evident,
ensure that all traces are expelled before taking off. Selection of the fuel system controls
is detailed in the preceding paragraphs, and referred to in the sequential checks of Section

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4 which the pilot is required to perform before and during flight.

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7.25.g. Operation in ambient temperatures of 0 deg C or below

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General

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When committed to prolonged operation in temperatures of 0 deg C or below, a lack of
anti-icing additive in the fuel will cause fuel filter icing and subsequent engine “flame-

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out”. It is therefore essential to refuel the aircraft with fuel having an approved additive

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already blended in, or to arrange for any untreated fuel to have the additive introduced at
the time of refuelling. (Section 2 of this manual refers). The following information

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describes the recommended procedure for introducing a typical fuel anti-icing additive
during the refuelling operation.

Anti-icing additives
WARNING...
FUEL ADDITIVE MAY BE HARMFUL IF INHALED OR SWALLOWED. USE
ADEQUATE VENTILATION. AVOID CONTACT WITH SKIN AND EYES. IF
SPRAYED INTO EYES, FLUSH WITH LARGE AMOUNTS OF WATER AND
CONTACT A PHYSICIAN IMMEDIATELY.

Before refuelling, check with the fuel supplier to determine if the fuel contains an anti-
icing additive meeting the requirements of MIL-I-85470A or DEF STAN 68-252. Fuel
which contains the additive, as blended at the refinery, will need no further treatment and
may be used as supplied. If the fuel does not contain anti-icing additive, however, use
the blending procedure described below. The additive concentration by volume shall be
a minimum of 0.060 per cent and a maximum of 0.15 per cent.

7-22 Effectivity: All 1st Jan 2003

Attach a “Hi-Flow Prist” Blender (Model PHF-204, manufactured by Houston Chemical

Corp., Pittsburgh, Pa., USA) to the refuelling nozzle, making sure that the blender
discharges into the fuel stream.

Ensure that refuelling hose is electrically bonded to tank inlet bonding peg before
commencing. For quantities loaded, use the calibrated bowser or fixed base pump
metering gauges. Confirm fuel load on the aircraft fuel gauges after refuelling has
been completed, or by dipsticking the tanks.

Start refuelling (minimum 30 US gal/min maximum 60 US gal/min) while simultaneously

fully depressing and slipping ring over trigger of blender. A rate of less than 30 US
gal/min may be used when topping off.

Ensure that the additive is directed into the fuel stream and that additive flow is started
after fuel flow starts and is stopped before fuel flow stops. Do not allow undiluted
additive to contact interior of fuel tank or aircraft painted surface. Use one full can of 20

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fl.oz of additive in not more than 260 US gallons of fuel or less than 104 US gallons of
fuel in order to achieve the required blending rate.

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7.27. Brake System

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Each main landing gear unit has twin mainwheels with twin Cleveland disc brake

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assemblies. The hydraulic brake system has toe brakes fitted to both sets of rudder
pedals, which directly apply pressure to the brake master cylinders, left and right,

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mounted on the rudder bar assemblies.

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A T-handle is fitted on the centre pedestal, with a pull and 90 degree twist action to
lock the PARK BRAKE on.

1st Jan 2003 Effectivity: All 7-23

7.29. Electrical System

7.29.a. General
To promote a better understanding, a simplified diagram of the main power supplies and
distribution services is illustrated in Fig. 7-13. Clear instructions for operation of the
various electrical system in the aircraft are, however, given in the sequential checks and
procedures which the pilot is required to perform before and during flight (See Section 4
Normal Procedures). All main services are protected by thermal-type circuit breakers
which can be re-set in flight. A tripped circuit breaker should only be re-set once. If it fails
to reset or trips a second time no further attempts to reset it should be made in flight.
The cause of the failure should be investigated, without delay, upon landing. Minor
services are protected by fuses which are inaccessible in flight and fuse failures will
affect the circuits concerned until rectified on the ground.

7.29.b. Generator Failure

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The failure of one or both generators will cause the Auxiliary Busbar to be disconnected

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and therefore all items of equipment fed from the Auxiliary Busbar will lose their power
supply. Reinstatement of supply from both generators will restore power to the Auxiliary

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Busbar.

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Each generator supplies power directly to its own power plant anti-icing system and
therefore failure of a generator will result in the loss of Power Plant Anti-icing on the

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engine concerned.

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7-24 Effectivity: All 1st Jan 2003

Gen Start Start Gen

Left Switch Switch Switch Switch Right
Generator Generator

Left Start Right Start

Contactor Contactor

Generator Generator
Control Unit Control Unit
L. GEN R. GEN

Gen Fail Gen Fail

Relay Relay
Shunt Shunt
S S

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Aux Bus
Ground Aux Busbar
Supply
Fuse Fuse

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Contactor

i
100A Aux Bus Aux Bus 100A

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Contactor Contactor
Main Busbar

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Fuse Fuse

p
Line Contactor 225A 225A Line Contactor
Generators

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BUSBAR
Battery
A

Busbar Ammeter
Low Volts Selector
Relay Switch

Shunt
Voltmeter V S
Ground
Supply
External Supply Battery
Contactor Contactor
Battery

Ground
Supply Relay
External Supply Battery
Isolate Switch Switch

PN-A-24-30-A0027-A-01

Fig. 7-13 Electrical System - Simplified Schematic Diagram

1st Jan 2003 Effectivity: All 7-25

7.31. Lighting Systems

7.31.a. General
The aircraft lighting system can conveniently be split into:

• Flight compartment lights

• Cabin lights
• External lights

7.31.b. Flight compartment lights

• Overhead Map lights are installed in the flight compartment roof, with switches and
dimmers in the light mountings.
• Instrument panel lights; a judicious mix of pillar lights, internally lit instruments and

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Translite panels are installed where appropriate. The COCKPIT/OFF panel light switch
and the rotary dimmer switch are located on the pilot’s Switch panel.

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7.31.c. Cabin lights

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• The PASSENGER NOTICES display is on the forward cabin roof, with the switch
located on the LIGHTING section of the pilot’s Switch panel.

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• Cabin lights are positioned in the cabin roof trim, with master switch selection on the

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pilot’s Switch panel and individual switch selection at each light.

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• A baggage compartment door light is fitted, with a switch next to the door.

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7.31.d. External lights
• NAVIGATION lights are located on the wing tips and the tail cone.
• The red Strobe anti-collision BEACON is mounted on the top of the rudder.
• LANDING lights, LEFT and RIGHT are positioned in the wing leading edges inboard
of each wing tip. The circuit breaker for the LEFT light is on the Battery circuit breaker
panel, and that for the RIGHT light on the Generator circuit breaker panel. All external
light switches are on the pilot’s Switch panel.

7-26 Effectivity: All 1st Jan 2003

7.33 Cabin Heating, Ventilating and Air Conditioning

7.33.a. Cabin ventilating system
For cabin ventilation on the ground, the ventilation blower within the cabin heater may be
used. Select FAN on the HEAT rotary switch in the ENVIRONMENT control section of
the pilots Switch panel. Fresh air is provided to each seat station by an independent
adjustable overhead passenger service ducting system, or underfloor ducting on those
aircraft also fitted with air conditioning.

7.33.b. Cabin heater system

The cabin heater can be used whilst the aircraft is on the ground. To start the heater, first
select LOW on the rotary switch then HEATER START, both on the ENVIRONMENT
control panel, and the system will then operate, automatically, to a temperature datum
monitored by a probe in the heater delivery duct. The temperature datum can be varied
by means of the rotary switch between LOW and HIGH.

n
If the overheat thermostat should fail or there is insufficient air flow to enable its correct

e
operation the heater fuel supply is automatically shut off. The overheat switches
embodied in the heater are connected to the HEATER annunciator on the central

m
annunciator panel. Should this annunciator display, it can only be rectified by depressing

i
a “reset” button on the heater control unit in the rear fuselage which is inaccessible in

c
flight. Unless the overheated condition occurs as a result of mishandling, it denotes a

e
serious fault which should be investigated without delay.

p
CAUTION...

s
When shutting down the heater, it is important to select FAN for at least one minute,
after switching HEAT off, to dissipate residual heat and ensure the overheat
switches are not activated.

7.33.c. Optional air conditioning

A cabin air conditioning system may be fitted to some aircraft, as an optional installation to
modification NB-M-1613. This system is pre-set to run at optimum efficiency and is
protected and controlled by a circuit breaker and a rotary switch. The switch, fitted in the
ENVIRONMENT section of the pilots Switch panel, is marked OFF-FAN-LOW-AIR
CONDITIONING-HIGH, and conditioned air is delivered into a central roof duct extending
the length of the cabin. The cooled air is then delivered into the cabin by individual
adjustable units.

The fan for the air conditioning system is mounted in the rear fuselage roof. When FAN is
selected whilst the aircraft is on the ground it delivers cabin air to the same central roof
duct, which circulates a flow of air to the passengers. The heater fan draws less current
than the conditioner fan if required to be used before engine start.

1st Jan 2003 Effectivity: All 7-27

7.35. Pitot and Static Pressure Systems

An alternative static air pressure source is fitted, in the form of a small manually operated
valve, at the extreme lower left of the pilot's instrument panel. This device allows the pilot
to open the static pipeline to the cabin atmosphere if a blockage occurs in the normal
static system. Certain instrument errors will be noticeable with the alternate static source
selected as follows:

• At any altitude, speed, flap position, power setting and with DV windows
open or closed, an altimeter discrepancy of less than 50 ft. low reading will be
incurred, within all normal flight conditions.
• With a clear pitot, the ASI reading will not be in error by more than 10kt.
A switch in the ICE PROTECTION section of the pilot’s Switch panel selects electrical
heating to the Pitot head and Stall warning when required.

7.37. Vacuum System

e n
The Vacuum System is evacuated by a vacuum pump on each engine, with left and
right regulator valves installed in their respective wing roots, feeding a distribution

m
manifold and air filter installed behind the main instrument panel. Either vacuum pump

i
on its own can supply a suction of 4.4 in Hg, together they supply 4.8 in Hg.

c
The distribution manifold supplies the Standby Artificial Horizon gyroscope, the vacuum

e
gauge, and two red popper buttons in the vacuum gauge. If either L or R engine driven
system fails, the popper button for that side will automatically come out to indicate the

p
failure.

s
The vacuum pumps can be adjusted to supply dry air from their exhaust outlets at the
higher pressure of 4.7 to 5.2 in Hg to the airframe de-icer boots, if fitted.

7.39. Stall Warning System

The aircraft is equipped with a pre-stall warning that provides an audible signal to the
pilot at speeds approximately 5 kts above the stall. The variation of warning speeds is a
function of the aircraft weight and configuration.

The switch marked PITOT & STALL WARN HEATERS in the ICE PROTECTION
section of the pilot’s switch panel supplies current to the heater for the lift detector unit
of the stall warning indicator.

7-28 Effectivity: All 1st Jan 2003

7.41. Ice Protection Systems

7.41.a. Power Plant Anti-icing:
An electrically heated engine air intake and a supply of compressor bleed air to the inlet
guide vanes and front bearing hub of the compressor protects the engine intake system
against icing. Propeller anti-icing is operated electrically. The air intake, compressor
bleed, and propeller anti-icing systems are operated by a single switch, for each engine,
on the Pilot’s Switch panel. Performance of the systems should be monitored by
selecting the engine anti-ice ammeter switch to either left or right INTAKE, or left or right
PROP, and noting the adjacent ammeter indication. For the intakes, the ammeter
reading should be between 47 and 57 amps. For the propellers, the reading should be
between 20 and 30 amps.

A timer cycles the propeller blade heaters on and off every 90 seconds on the SLOW
setting of the ENGINE ANTI-ICE switches, while the FAST setting is on for 45 seconds

n
and off for 135 seconds. The intake heater cycles on and off according to a thermal
monitor.

e
The selection of either FAST or SLOW settings by the pilot must be in accordance with

m
Section 2.9.d.

c i
CAUTION...

e
The formation of intake ice may cause rapid power loss. Selecting Power Plant
ENGINE ANTI-ICE to FAST or SLOW, after intake ice has formed, may cause

p
engine flame-out.

7.41.b. Airframe de-icing

s
Full information on the operation of the airframe ice protection systems, when these
are installed to customer options, is given in Supplement form in Section 9.

1st Jan 2003 Effectivity: All 7-29

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c im
e
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7-30 Effectivity: All 1st Jan 2003

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