SECRETARiA DE OBRAS PÚBLICAS, TRANSPORTE Y VIVIENDA

DIRECCIÓN GENERAL DE AERONAUTICA CIVIL

APARTADO POSTAL 30145
TEGUCIGALPA, M. D. C., HONDURAS, C. A.

DOCUMENTO DE ACEPTACION

ESTA CARTA CERTIFICA QUE LO INCLUIDO EN ESTE DOCUMENTO FUE REVISADO Y

APROBADO POR LA UNIDAD DE ESTÁNDARES DE VUELO, DE LA DIRECCiÓN GENERAL DE
AERONÁUTICA CIVIL DE HONDURAS, DE ACUERDO CON LOS REQUERIMIENTOS DE LAS
REGULACIONES DE AERONAUTICA CIVIL DE HONDURAS.

Nombre del Documento : AIRPLANE FLlGTH MANUAL (AFM)

Operador : CM AIRLlNES

Aeronave : LEY410 UVP- E9

Lugar y Fechade Aprobación : TEGUCIGALPA, 30 DE ENERO, 2012

Revisado por : JORGE ANDRES MARTINEZ DETARI

CONSIDERESE ESTA CARTA COMO ACEPTACION DEL DOCUMENTO ARRIBA INDICADO, EL

CUAL DEBERÁ ESTAR ACOMPAÑADO DE SUS PÁGINAS EFECTIVAS DEBIDAMENTE
APROBADAS.

DGAC FORMA AIR-211

83
 FLIGHT MANUAL SECTION 0

LIST OF EFFECTIVE PAGES

SECTION PAGE DATE SECTION PAGE DATE
Book 1 & 2 Limitations - II
Title page CAA Approved 2–i Aug 1/96
Section - 0 0–1 Dec 4/14 CAA Approved 2 - ii Aug 1/96
0–2 Dec 4/14 CAA Approved 2–1 Mar 21/06
0–3 Jun 15/12 CAA Approved 2–2 Aug 1/96
0-4 May 1/00 CAA Approved 2-3 Aug 1/96
0–5 Jun 15/12 CAA Approved 2–4 Jul 14/99
0–6 Aug 15/11 CAA Approved 2–5 Aug 1/96
0–7 Aug 1/96 CAA Approved 2–6 May 1/00
0-8 Aug 1/96 CAA Approved 2–7 Aug 1/96
0–9 Aug 1/96 CAA Approved 2–8 May 1/00
0 - 10 Aug 1/96 CAA Approved 2–9 May 1/00
CAA Approved 2– 10 May 1/00
CAA Approved 2 – 11 Aug 1/96
BOOK 1 CAA Approved 2 – 12 May 1/00
General - I CAA Approved 2 – 13 May 1/00
1–i Aug 1/96 CAA Approved 2 – 14 Aug 1/96
1 – ii Aug 1/96 CAA Approved 2 – 15 Aug 1/96
1–1 Jul 14/99 CAA Approved 2 – 16 Aug 1/96
1–2 Dec 4/14 CAA Approved 2 – 17 Aug 1/96
1–3 Aug 1/96 CAA Approved 2 – 18 Aug 1/96
1–4 Aug 1/96 CAA Approved 2 – 19 Aug 1/96
1–5 Aug 1/96 CAA Approved 2 – 20 Aug 1/96
1–6 May 1/00 CAA Approved 2 – 21 Aug 1/96
1–7 Aug 1/96 CAA Approved 2 – 22 Aug 1/96
1–8 Aug 1/96 CAA Approved 2 – 23 Aug 1/96
1–9 Aug 1/96 CAA Approved 2 – 24 Aug 1/96
1 – 10 Aug 1/96 CAA Approved 2 – 25 Aug 1/96
1 – 11 Aug 1/96 CAA Approved 2 – 26 Aug 1/96
1 – 12 Aug 1/96 CAA Approved 2 – 27 Aug 1/96
1 – 13 Aug 1/96 CAA Approved 2 – 28 Aug 1/96
1 – 14 Aug 1/96 CAA Approved 2 – 29 Aug 1/96
1 – 15 Aug 1/96 CAA Approved 2 – 30 Aug 1/96
1 – 16 Aug 1/96
1 – 17 Aug 1/96
1 – 18 Aug 1/96
1 – 19 Aug 1/96
1 – 20 Aug 1/96 Emergency
1 – 21 Aug 1/96 Procedures - III
1 – 22 Aug 1/96 CAA Approved 3–i Aug 1/96
1 – 23 Aug 1/96 CAA Approved 3 – ii Aug 1/96
1 – 24 Aug 1/96 EASA Approved 3–1 Aug 15/11
CAA Approved 3–2 Aug 1/96
CAA Approved 3–3 Aug 1/96
CAA Approved 3–4 Aug 1/96
CAA Approved 3–5 Aug 1/96

Dec 4/14 (9) 0–1

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SECTION PAGE DATE SECTION PAGE DATE
Emergency CAA Approved 3A-22 Aug 1/96
Procedures - III CAA Approved 3A-23 Aug 1/96
CAA Approved 3–6 Aug 1/96 CAA Approved 3A-24 Aug 1/96
CAA Approved 3–7 Aug 1/96 CAA Approved 3A-25 Aug 1/96
CAA Approved 3–8 Aug 1/96 CAA Approved 3A-26 Aug 1/96
CAA Approved 3–9 Aug 1/96
CAA Approved 3 – 10 Aug 1/96
CAA Approved 3 – 11 Apr 2/04 Normal
CAA Approved 3 – 12 Aug 1/96 Procedures - IV
CAA Approved 3 – 13 Apr 2/04 CAA Approved 4-i Aug 1/96
CAA Approved 3 – 14 Aug 1/96 CAA Approved 4-ii Aug 1/96
CAA Approved 3 – 15 Apr 2/04 CAA Approved 4-1 Aug 1/96
EASA Approved 3 – 16 Aug 15/11 CAA Approved 4-2 Aug 1/96
CAA Approved 3 – 17 Aug 1/96 CAA Approved 4-3 Aug 1/96
CAA Approved 3 – 18 Aug 1/96 CAA Approved 4-4 Aug 1/96
CAA Approved 3 – 19 Aug 1/96 CAA Approved 4-5 Aug 1/96
CAA Approved 3 – 20 Aug 1/96 CAA Approved 4-6 Aug 1/96
CAA Approved 4-7 Aug 1/96
Abnormal CAA Approved 4-8 Aug 1/96
Procedures - IIIA EASA Approved 4-9 Dec 4/14
CAA Approved 3A-i Aug 1/96 CAA Approved 4-10 Aug 1/96
CAA Approved 3A-ii Aug 1/96 CAA Approved 4-11 Aug 1/96
CAA Approved 3A-1 Aug 1/96 EASA Approved 4-12 Dec 4/14
EASA Approved 3A-2 Dec 4/14 EASA Approved 4-13 Dec 4/14
EASA Approved 3A-3 Dec 4/14 CAA Approved 4-14 Aug 1/96
EASA Approved 3A-4 Dec 4/14 CAA Approved 4-15 Aug 1/96
EASA Approved 3A-5 Dec 4/14 CAA Approved 4-16 Aug 1/96
EASA Approved 3A-6 Dec 4/14 CAA Approved 4-17 Aug 1/96
EASA Approved 3A-7 Dec 4/14 CAA Approved 4-18 Aug 1/96
EASA Approved 3A-8 Dec 4/14 CAA Approved 4-19 Aug 1/96
EASA Approved 3A-9 Dec 4/14 CAA Approved 4-20 Aug 1/96
CAA Approved 3A-10 Aug 1/96 CAA Approved 4-21 Aug 1/96
CAA Approved 3A-11 Aug 1/96 CAA Approved 4-22 Aug 1/96
CAA Approved 3A-12 Aug 1/96 CAA Approved 4-23 Aug 1/96
CAA Approved 3A-13 Aug 1/96 CAA Approved 4-24 Aug 1/96
CAA Approved 3A-14 Aug 1/96 CAA Approved 4-25 Aug 1/96
CAA Approved 3A-15 Aug 1/96 CAA Approved 4-26 Aug 1/96
CAA Approved 3A-16 Aug 1/96 CAA Approved 4-27 Aug 1/96
CAA Approved 3A-17 Aug 1/96 CAA Approved 4-28 Aug 1/96
CAA Approved 3A-18 Aug 1/96 CAA Approved 4-29 Aug 1/96
CAA Approved 3A-19 Aug 1/96 CAA Approved 4-30 Aug 1/96
CAA Approved 3A-20 Aug 1/96 CAA Approved 4-31 Aug 1/96
CAA Approved 3A-21 Aug 1/96 CAA Approved 4-32 Aug 1/96

0–2 (9) Dec 4/14

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SECTION PAGE DATE SECTION PAGE DATE
Normal CAA Approved 5 – 20 Aug 1/96
Procedures - IV CAA Approved 5 – 21 Aug 1/96
CAA Approved 4 – 33 Aug 1/96 CAA Approved 5 – 22 Aug 1/96
CAA Approved 4 – 34 Aug 1/96 CAA Approved 5 – 23/24 Aug 1/96
EASA Approved 4 – 34a Jun 15/12 CAA Approved 5 – 25 Aug 1/96
EASA Approved 4 – 34b Jun 15/12 CAA Approved 5 – 26 Aug 1/96
EASA Approved 4 – 35 Jun 15/12 CAA Approved 5 – 27/28 Aug 1/96
EASA Approved 4 – 36 Jun 15/12 CAA Approved 5 – 29 Aug 1/96
CAA Approved 4 – 37 Aug 1/96 CAA Approved 5 – 30 Aug 1/96
CAA Approved 4 – 38 Aug 1/96 CAA Approved 5 – 31 Aug 1/96
CAA Approved 4 – 39 Aug 1/96 CAA Approved 5 – 32 Apr 2/04
CAA Approved 4 – 40 Aug 1/96 CAA Approved 5 – 33 Apr 2/04
CAA Approved 4 – 41 Aug 1/96 CAA Approved 5 – 34 Apr 2/04
EASA Approved 4 – 42 Feb 1/13 CAA Approved 5 – 35 Apr 2/04
CAA Approved 4 – 43 Aug 1/96 CAA Approved 5 – 36 Aug 1/96
CAA Approved 4 – 44 Aug 1/96 CAA Approved 5 – 37 Aug 1/96
CAA Approved 4 – 45 Aug 1/96 CAA Approved 5 – 38 Aug 1/96
CAA Approved 4 – 46 Aug 1/96 CAA Approved 5 – 39/40 Aug 1/96
CAA Approved 4 – 47 Aug 1/96 CAA Approved 5 – 41 Aug 1/96
CAA Approved 4 – 48 Aug 1/96 CAA Approved 5 – 42 Aug 1/96
CAA Approved 5 – 43/44 Aug 1/96
CAA Approved 5 – 45/46 Aug 1/96
CAA Approved 5 – 47 Aug 1/96
Performance - V CAA Approved 5 – 48 Aug 1/96
CAA Approved 5–i Aug 1/96 CAA Approved 5 – 49/50 Aug 1/96
CAA Approved 5 - ii Aug 1/96 CAA Approved 5 – 51/52 Aug 1/96
CAA Approved 5–1 Aug 1/96 CAA Approved 5 – 53 Aug 1/96
CAA Approved 5–2 Aug 1/96 CAA Approved 5 – 54 Aug 1/96
CAA Approved 5-3 Aug 1/96 CAA Approved 5 – 55 Aug 1/96
CAA Approved 5–4 Aug 1/96 CAA Approved 5 – 56 Aug 1/96
CAA Approved 5–5 Aug 1/96 CAA Approved 5 – 57 Aug 1/96
CAA Approved 5–6 Aug 1/96 CAA Approved 5 – 58 Aug 1/96
CAA Approved 5 – 7/8 Aug 1/96 CAA Approved 5 – 59 Aug 1/96
CAA Approved 5–9 Aug 1/96 CAA Approved 5 - 60 Aug 1/96
CAA Approved 5 – 10 Aug 1/96
CAA Approved 5 – 11 Aug 1/96
CAA Approved 5 – 12 Aug 1/96
CAA Approved 5 – 13 Aug 1/96
CAA Approved 5 – 14 Aug 1/96
CAA Approved 5 – 15 Aug 1/96
CAA Approved 5 – 16 Aug 1/96
CAA Approved 5 – 17 Aug 1/96
CAA Approved 5 – 18 Aug 1/96
CAA Approved 5 – 19 Aug 1/96

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SECTION PAGE DATE SECTION PAGE DATE
Performance - V CAA Approved 5 – 108 Aug 1/96
CAA Approved 5 – 61 Aug 1/96 CAA Approved 5 – 109 Aug 1/96
CAA Approved 5 – 62 Aug 1/96 CAA Approved 5 – 110 Aug 1/96
CAA Approved 5 – 63 Aug 1/96 CAA Approved 5–111/112 Aug 1/96
CAA Approved 5 – 64 Aug 1/96 CAA Approved 5 – 113 Aug 1/96
CAA Approved 5 – 65/66 Aug 1/96 CAA Approved 5 – 114 Aug 1/96
CAA Approved 5 – 67 Aug 1/96 CAA Approved 5 – 115 Aug 1/96
CAA Approved 5 – 68 Aug 1/96 CAA Approved 5 – 116 Aug 1/96
CAA Approved 5 – 69/70 Aug 1/96 CAA Approved 5 – 117 Aug 1/96
CAA Approved 5 – 71 Aug 1/96 CAA Approved 5 – 118 Aug 1/96
CAA Approved 5 – 72 Aug 1/96
CAA Approved 5 – 73 Aug 1/96
CAA Approved 5 – 74 Apr 2/04
CAA Approved 5 – 75 Apr 2/04
CAA Approved 5 – 76 Apr 2/04 BOOK 2
CAA Approved 5 – 77 Aug 1/96 Weight &
CAA Approved 5 – 78 Aug 1/96 Balance - VI
CAA Approved 5 – 79 Aug 1/96 6–i Aug 1/96
CAA Approved 5 – 80 Aug 1/96 6 – ii Aug 1/96
CAA Approved 5 – 81/82 Aug 1/96 6–1 Aug 1/96
CAA Approved 5 – 83 Aug 1/96 6–2 Aug 1/96
CAA Approved 5 – 84 Aug 1/96 6–3 Aug 1/96
CAA Approved 5 – 85/86 Aug 1/96 6–4 Aug 1/96
CAA Approved 5 – 87 Aug 1/96 6–5 Aug 1/96
CAA Approved 5 – 88 Aug 1/96 6–6 Aug 1/96
CAA Approved 5 – 89 Aug 1/96 6–7 Aug 1/96
CAA Approved 5 – 90 Aug 1/96 6–8 Aug 1/96
CAA Approved 5 – 91/92 Aug 1/96 6–9 Aug 1/96
CAA Approved 5 – 93 Aug 1/96 6 – 10 Aug 1/96
CAA Approved 5 – 94 Aug 1/96 6 – 11 Aug 1/96
CAA Approved 5 – 95 Aug 1/96 6 – 12 Aug 1/96
CAA Approved 5 – 96 Aug 1/96 6 – 13 Aug 1/96
CAA Approved 5 – 97 Aug 1/96 6 – 14 Aug 1/96
CAA Approved 5 – 98 Aug 1/96 6 – 15 Aug 1/96
CAA Approved 5 – 99 Aug 1/96 6 – 16 Aug 1/96
CAA Approved 5 – 100 Aug 1/96 6 – 17 Aug 1/96
CAA Approved 5 – 101 Aug 1/96 6 – 18 Aug 1/96
CAA Approved 5 – 102 Aug 1/96 6 – 19 Aug 1/96
CAA Approved 5 – 103 Aug 1/96 6 – 20 Aug 1/96
CAA Approved 5 – 104 Aug 1/96 6 – 21 Aug 1/96
CAA Approved 5 – 105 Aug 1/96 6 – 22 Aug 1/96
CAA Approved 5 – 106 Aug 1/96 6 – 23 Aug 1/96
CAA Approved 5 – 107 Aug 1/96 6 – 24 Aug 1/96

0–4 (3) Apr 2/04

 FLIGHT MANUAL SECTION 0

LIST OF EFFECTIVE PAGES

SECTION PAGE DATE SECTION PAGE DATE
Weight & 7 – 31 Aug 1/96
Balance - VI 7 – 32 Aug 1/96
6 – 25 Aug 1/96 7 – 33 Aug 1/96
6 – 26 Aug 1/96 7 – 34 Aug 1/96
6 – 27 Aug 1/96 7 – 35 Aug 1/96
6 – 28 Aug 1/96 7 – 36 Aug 1/96
6 – 29 Aug 1/96 7 – 37 Aug 1/96
6 – 30 Aug 1/96 7 – 38 Aug 1/96
7 – 39 Aug 1/96
Systems of 7 – 40 Aug 1/96
airplane - VII 7 – 41 Aug 1/96
7–i Aug 1/96 7 – 42 Aug 1/96
7 – ii Aug 1/96 7 – 43 Aug 1/96
7–1 Aug 1/96 7 – 44 Aug 1/96
7–2 Aug 1/96 7 – 45 Aug 1/96
7–3 Aug 1/96 7 – 46 Aug 1/96
7–4 Aug 1/96 7 – 47 Aug 1/96
7–5 Aug 1/96 7 – 48 Aug 1/96
7–6 Aug 1/96 7 – 49 Aug 1/96
7–7 Aug 1/96 7 – 50 Aug 1/96
7–8 Aug 1/96 7 – 51 Aug 1/96
7–9 Aug 1/96 7 – 52 Aug 1/96
7 – 10 Aug 1/96 7 – 53 Aug 1/96
7 – 11 Aug 1/96 7 – 54 Aug 1/96
7 – 12 Aug 1/96 7 – 55 Aug 1/96
7 – 13 Aug 1/96 7 – 56 Aug 1/96
7 – 14 Aug 1/96 7 – 57 Aug 1/96
7 – 15 Aug 1/96 7 – 58 Aug 1/96
7 – 16 Aug 1/96 7 – 59 Jun 15/12
7 – 17 Aug 1/96 7 – 60 Aug 1/96
7 – 18 Aug 1/96 7 – 61 Aug 1/96
7 – 19 Aug 1/96 7 – 62 Aug 1/96
7 – 20 Aug 1/96 7 – 63 Aug 1/96
7 – 21 Aug 1/96 7 – 64 Aug 1/96
7 – 22 Aug 1/96 7 – 65 Aug 1/96
7 – 23 Aug 1/96 7 – 66 Aug 1/96
7 – 24 Aug 1/96 7 – 67 Aug 1/96
7 – 25 Aug 1/96 7 – 68 Aug 1/96
7 – 26 Aug 1/96 7 – 69 Aug 1/96
7 – 27 Aug 1/96 7 – 70 Aug 1/96
7 – 28 Aug 1/96 7 – 71 Aug 1/96
7 – 29 Aug 1/96 7 – 72 Aug 1/96
7 – 30 Aug 1/96 7 – 73 Aug 1/96

Jun 15/12 (8) 0–5

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SECTION PAGE DATE SECTION PAGE DATE
Systems of 7 – 115 Aug 1/96
airplane - VII 7 – 116 Aug 1/96
7 – 74 Aug 1/96 7 – 117 Aug 1/96
7 – 75 Aug 1/96 7 – 118 Aug 1/96
7 – 76 Aug 1/96
7 – 77 Aug 1/96
7 – 78 Aug 1/96
7 – 79 Aug 1/96 Handling
7 – 80 Aug 1/96 Servicing &
7 – 81 Aug 1/96 Maintenance
7 – 82 Aug 1/96 - VIII 8–i Aug 1/96
7 – 83 Aug 1/96 8 – ii Aug 1/96
7 – 84 Aug 1/96 8–1 Aug 1/96
7 – 85 Aug 1/96 8–2 Aug 1/96
7 – 86 Aug 1/96 8–3 Aug 1/96
7 – 87 Aug 1/96 8–4 Aug 1/96
7 – 88 Aug 1/96 8–5 Aug 1/96
7 – 89 Aug 1/96 8-6 Aug 1/96
7 – 90 Aug 1/96 8–7 Aug 1/96
7 – 91 Aug 1/96 8–8 Aug 1/96
7 – 92 Aug 1/96 8–9 Aug 1/96
7 – 93 Aug 1/96 8 – 10 Aug 1/96
7 – 94 Aug 1/96 8 – 11 Aug 1/96
7 – 95 Aug 1/96 8 – 12 Aug 1/96
7 – 96 Aug 1/96 8 – 13 Aug 1/96
7 – 97 Aug 1/96 8 – 14 Aug 1/96
7 – 98 Aug 1/96 8 – 15 Aug 1/96
7 – 99 Aug 1/96 8 – 16 Aug 1/96
7 – 100 Aug 1/96 8 – 17 Aug 1/96
7 – 101 Aug 1/96 8 – 18 Aug 15/11
7 – 102 Aug 1/96 8 – 18a Aug 15/11
7 – 103 Aug 1/96 8 – 18b Aug 15/11
7 – 104 Aug 1/96 8 – 19 Aug 15/11
7 – 105 Aug 1/96 8 – 20 Aug 1/96
7 – 106 Aug 1/96 8 – 21 Aug 1/96
7 – 107 Aug 1/96 8 – 22 Aug 1/96
7 – 108 Aug 1/96 8 – 23 Aug 1/96
7 – 109 Aug 1/96 8 – 24 Aug 1/96
7 – 110 Aug 1/96
7 – 111 Aug 1/96
7 – 112 Aug 1/96 Supplements
7 – 113 Aug 1/96 - IX
7 – 114 Aug 1/96 9–1 Aug 1/96
9–2 Aug 1/96
9–3 Aug 1/96
9–4 Aug 1/96

0–6 (7) Aug 15/11

SECTION I
GENERAL FLIGHT MANUAL

Revision
Revised pages Description of Revision Approved Date
Numer
3 0-1, 0-2, 0-3, 0-4,1-2, Prolongation of maximum CAA CZ
2-12, 3-11, 3-13, 3-15, contingency rating for on May 4, 2004
Apr 2/04
5-32, 5-33, 5-34, 5-35, M601E engine according
5-74, 5-75, 5-76 to MB L410UVP-E/107a.
4 Not Affected Reduction of maximum
take-off weight to 5700 kg
May 20/05
according to
IB L410UVP-E/192b.
5 0-1, 1-2, 2-1, Amendment of the TC 71-04,
L410UVP-E aircraft noise on April 30, 2004
Mar 21/06
certification according to
DB L410UVP-E/066d.
6 0-1, 0-3, 1-2, 4-42 Propeller deicing test Pavel Ulrich,
correction. Head of Docum. Dept., Feb 01/13
DOA No. EASA.21J.119
7 0-1, 0-2, 0-6, 1-2, 3-1, Engine fire procedure EASA
3-16, 8-18, 8-18a, 8-18b, modification to allow alter- under project No.:
Aug 15/11
8-19 native engine extinguishing 0010008682-001
agent using.
8 0-1, 0-3, 0-5, 1-2, 4-34a, Water injection procedure EASA
4-34b, 4-35, 4-36, 7-59 modification and a minor under project No.: Jun 15/12
change. 10042278
9 0-1, 0-2, 1-2, 3A-2, 3A-3, Emergency fuel control
3A-4, 3A-5, circuit procedure
3A-6, 3A-7, 3A-8, 3A-9, modification and minor Dec 4/14
Ulrich Pavel
4-9, 4-12, 4-13 changes. Docum. dept. head
under DOA Nr.
EASA.21J.119

(cont.)
1-2 (9) Dec 4/14
 SECTION III
FLIGHT MANUAL EMERGENCY PROCEDURES

AIRSPEEDS FOR SAFE OPERATION

1. Minimum safe take-off airspeed

with wing flaps in 18° position V2 = 84 KIAS (155 km/hr IAS)

with wing flaps in 0° position V2 = 94 KIAS (175 km/hr IAS)

2. One engine inoperative

best angle of climb airspeed (wing flaps 0°) VX = 100 KIAS (185 km/hr IAS)

3. One engine inoperative

best rate of climb airspeed (wing flaps 0°) VY = 108 KIAS (200 km/hr IAS)

4. One engine inoperative minimum

airspeed for climbing on route (wing flaps 0°) 108 KIAS (200 km/hr IAS)

ENGINE FIRE

‫ ٭‬1. Engine on fire DETERMINE

The following items are valid for engine on fire:

‫ ٭‬2. FUEL SHUT OFF VALVE lever SHUT

‫ ٭‬3. MANUAL FEATHER push-button PUSH

‫ ٭‬4. Fuel fire cock SHUT

‫ ٭‬5. HEATING lever SHUT (DOWN)

‫ ٭‬6. EXTINGUISH.- PRIM. push-button PUSH

7. TCL IDLE

8. PCL FEATHER

9. DC GENERATOR and AC GENERATOR switches OFF

If fire continues:

10. EXTINGUISH.- SEC. push-button PUSH

11. ENGINE STARTING, IELU, FUEL PUMP circuit breakers OFF

12. Land on the nearest suitable airport.

WARNING

NEVER RE-START AN ENGINE AFTER IT HAS BEEN ON FIRE.

(cont.)

Aug 15/11 (7) EASA APPROVED 3-1

SECTION III
EMERGENCY PROCEDURES FLIGHT MANUAL

NOTE

Steps marked with an asterisk (‫ )٭‬are the most vital and urgent
actions - "memory items". These steps are recommended for keep
them in mind.

1. When a FIRE cell on the central warning display (CWD) come

on, first make sure this is not a false alarm. If signs such as
smoke, flames, smell of burning, or changes in the behaviour of
the engine confirms a real fire, proceed with the ENGINE FIRE
emergency procedure.

2. If the secondary extinguisher button is pushed, the extinguisher

nozzles in the burning engine are fed from the extinguisher
bottle of the other engine. No more further means remain for
extinguishing an engine fire.

3. The heating system may be re-engaged 5 minutes after the fire

has been extinguished.

4. After the engine has stopped, note down the maximum ITT and
the length of time this max. temperature was maintained.

COCKPIT OR CABIN FIRE

The following procedure applies both to cockpit and passenger cabin fire.

1. If smoke appears, put on the oxygen masks and, if necessary, the protective goggles.

2. Switch on the FASTEN SEAT BELTS circuit breaker.

3. Start the descent as required to a flight level that is safe with respect to the weather and terrain profile.

4. Determine the source of the fire:

- If the fire has been initiated by a faulty electrical device (appliance) switch off this its control element.

(cont.)

3-2 CAA APPROVED Aug 1/96

 SECTION III
FLIGHT MANUAL EMERGENCY PROCEDURES

WARNING

DO NOT ALLOW THE AIRSPEED TO DROP BELOW 84 KIAS

(155 km/hr IAS).

7. At height of 200 ft (61 m) above runways

AUT. BANK CONTROL switch
on the central control panel OFF

8. At height of 400 ft (122 m) above runway increase the airspeed up to 94 KIAS (175 km/hr IAS).
Retract the wing flaps into the cruise position and without losing altitude accelerate the airplane to
100 KIAS (185 km/hr IAS). Maintain this airspeed up to height of 1,500 ft (457 m) above runway.

CAUTION
MAXIMUM PERMISSIBLE DURATION OF MAXIMUM CONTINGENCY
ENGINE POWER SETTING IS 10 MINUTES ONLY.

9. Accomplish the following procedures for inoperative engine:

- TCL IDLE

- Fuel shut off valve lever SHUT

- Fuel fire cock SHUT

- DC GENERATOR, AC GENERATOR switches OFF

- ENGINE STARTING, IELU, FUEL PUMP circuit breakers OFF

NOTE

Maximum contingency power can be used only when the engine failure was
not occurred during take-off.

Apr 2/04 (3) CAA APPROVED 3-15

SECTION III
EMERGENCY PROCEDURES FLIGHT MANUAL

CHECK LISTS OF EMERGENCY PROCEDURES

USING OF CHECK LISTS OF EMERGENCY PROCEDURES

1. The Check Lists of Emergency Procedures contain the abbreviated names of necessary procedures
and reference to the corresponding part of Flight Manual with detailed explanation. The sequence of
procedures is mandatory for both crew members.

2. The crew activity in emergency situation is directed by instructions of pilot-in-command. Items marked
(‫ )٭‬are of top importance and, in emergency case must be executed at the prescribed sequence without
waste of time. If there is enough time, the pilot-in-command shall instruct the copilot to read
corresponding Check List to recheck the procedures executed.

ENGINE FIRE

‫ ٭‬1. Engine on fire DETERMINE

The following items are valid for engine on fire:

‫ ٭‬2. FUEL SHUT OFF VALVE lever SHUT

‫ ٭‬3. MANUAL FEATHER push-button PUSH

‫ ٭‬4. Fuel fire cock SHUT

‫ ٭‬5. Heating SHUT (DOWN)

‫ ٭‬6. EXTINGUISH.- PRIM. push-button PUSH

7. TCL IDLE

8. PCL FEATHER

9. DC GENERATOR and AC GENERATOR switches OFF

If fire continues:

10. EXTINGUISH. - SEC. push-button PUSH

11. ENGINE STARTING, IELU, FUEL PUMP circuit breakers OFF

12. Land on the nearest suitable airport.

3-16 EASA APPROVED (7) Aug 15/11

SECTION IIIA
ABNORMAL PROCEDURES FLIGHT MANUAL

MISSED APPROACH WITH ONE ENGINE INOPERATIVE

Operating engine.......................................................................... MAXIMUM CONTINGENCY POWER

or INTERMEDIATE CONTINGENCY
POWER (see NOTE)

Propeller of inoperative engine .................................................... FEATHER

Perform transition to climb at airspeed ........................................ 84 KIAS (155 km/hr IAS)

Flaps ............................................................................................ 18°

Landing gear ................................................................................ UP

Search lights ................................................................................ OFF

At height of 400 ft (122 m) above the runway:

Airspeed ....................................................................................... 94 KIAS (175 km/hr IAS)

Flaps ............................................................................................ RETRACTED

Airspeed ....................................................................................... 100 KIAS (185 km/hr IAS)

NOTE

More information see SECTION 5.

IN FLIGHT ENGINE STARTING

The sequence is the same as in ground starting. During the starting cycle, switch off all except the most
essential electrical equipment.
Maximum altitude for in flight engine starting is 13,000 ft (4,000 m).
Recommended airspeed is between 108 to 119 KIAS (200 and 220 km/hr), maximum airspeed is 162 KIAS
(300 km/hr IAS).
If flying at an ambient temperature of +5 ºC (41 ºF) or lower, without any anti-icing additives in the fuel it is
recommended to re-start the engine not later than 2 minutes after it has stopped.

In case of unsuccessful starting, it is possible to use Emergency Starting Procedure with emergency fuel
control circuit engaged:

On the front control panel

PCL .............................................................................................. FEATHER

Fuel shut off valve lever ............................................................... shut position

On the overhead panel:

IELU RH of LH ............................................................................. OFF

ISOL. VALVE circuit breaker ........................................................ ON

ISOL VALVE amber cell on the CWD

of the affected engine .................................................................. check ON

On the front control panel

ENGINE STARTING push-button ................................................ PUSH AND HOLD min. 3 sec.

3A - 2 EASA APPROVED (9) Dec 4/14

 SECTION IIIA
FLIGHT MANUAL ABNORMAL PROCEDURES

As the gas generator speed reaches 16,5%, move the Fuel shut off valve lever to the position marked
with a red line (red line on the lever and control panel must be aligned).
After ignition, watch carefully ITT rise and gas generator speed.
Move fluently Fuel shut off valve lever up to idle speed of gas generator without exceeding permitted ITT.
The fuel/air mixture should ignite within 10 sec, otherwise move the Fuel shut off valve lever to the
position shut.
Perform the dry motoring run.
Repeat the emergency starting procedure, however, prior this move the Fuel shut off valve lever
approximately 2 mm behind the red line (to increase fuel flow rate).
In case of unsuccessful ignition, another engine run is not allowed unless failure is eliminated.

After successful starting, on the overhead panel:

IELU RH or LH...................................................................................... ON

WARNING
IN THE CASE OF ENGINE PARAMETERS EXCEEDANCE,
PERFORM “FAILED STARTING ATTEMPT” PROCEDURE TO
INTERRUPT ENGINE STARTING.

SURGE OF COMPRESSOR

A compressor may start surge during rapid acceleration or deceleration of the engine, and exceptionally also
under its steady running condition too. This will cause unusual noises, fluctuation of the instrument readings,
and a rapid rise of the ITT.

If this occurs, immediately take following actions:

TCL ....................................................................................................... IDLE

If the ITT rise continues:

Fuel shut off valve lever ................................................................... SHUT

After the engine has stopped, take the actions specified in Engine shutdown in flight - page 3A-1.

SPONTANEOUS IELU INTERVENTION

(a) At altitudes up to 2,300 ft (700 m) AGL (level I)

IELU intervention can be recognized by a drop in the main engine parameters (the torque to
approximately 70%, the other parameters in proportion to the torque) and by the IELU INTERVENT cell,
when no automatic feathering has taken place.

TCL .................................................................................................... match with the TCL position

of the correctly working engine

IELU circuit breaker of the corresponding engine OFF

Dec 4/14 (9) EASA APPROVED 3A - 3

SECTION IIIA
ABNORMAL PROCEDURES FLIGHT MANUAL

NOTE

Since all limiting devices are switched off, check the engine instruments
regularly and frequently to make sure that none of the parameters are
exceeding their limits. Moreover the gas generator speed must be checked
against the ambient air temperature - see Fig. 3A-1.

TCL .................................................................................................... if necessary adjust engine power

(b) At altitudes above 2,300 ft (700 m) AGL (level II)

IELU intervention can be recognized by a drop in the main engine parameters (nG drop to 60% and the
other parameters diminish in proportion to nG), by the IELU INTERVENT cell and automatic feathering.

TCL .................................................................................................... IDLE

IELU circuit breaker of the corresponding engine ............................. OFF

AUTO FEATHERING switch

(on the central control panel) .................................................................. OFF

As soon as the propeller starts to unfeather:

TCL ......................................................................................................... move slowly forward to set the

desired engine power
NOTE

1. Since all limiting devices are switched off, check the engine instruments
regularly and frequently to make sure that none of the parameters are
exceeding their limits. Moreover the gas generator speed must be
checked against the ambient air temperature - see Fig. 3A-1.

2. The automatic feathering system may be re-engaged when it is obvious

that the engine is functioning normally

3A - 4 EASA APPROVED (9) Dec 4/14

 SECTION IIIA
FLIGHT MANUAL ABNORMAL PROCEDURES

LIMITATION OF MAXIMUM PERMISSIBLE nG AS A FUNCTION OF AMBIENT AIR TEMPERATURE

Fig. 3A-1

The-example plotted in the graph indicates that at an ambient air temperature of -40 ºC (-40 ºF), the speed of
the nG must be kept below 98%.

OIL PRESSURE DROP BELOW MINIMUM

When the amber MINIMUM OIL PRESSURE cell in the Engine section of the CWD lights up:

- Check immediately that the pressure is within operating range on the 3-pointer indicator.

If the oil pressure is not within the operating range, carry out the actions specified in Engine shutdown in
flight - page 3A-1.

METAL CHIPS IN THE OIL

When the amber CHIPS cell in the Engine section of the CWD lights up:

(a) In flight with both engines running:

Check immediately all parameters of affected engine.

Continue the flight while paying particular attention to the parameters of affected engine.

If the oil temperature is above the maximum limit:

- Reduce the power of the affected engine and continue the flight.

- If the parameters of the affected engine continue to fluctuate, carry out actions specified in Engine
shutdown in flight - page 3A-1.

Dec 4/14 (9) EASA APPROVED 3A - 5

SECTION IIIA
ABNORMAL PROCEDURES FLIGHT MANUAL

CAUTION
DO NOT STOP THE ENGINE DURING TAKE-OFF.

(b) Under unfavorable flight conditions such as icing conditions, thunderstorms, mountains, etc., or when
flying on one engine:

Set the power of affected engine to a level at which the main parameters of the engine will remain within
the permissible limits.

If it proves impossible to set the power to such a level:

- If flying on both engines, stop the malfunctioning engine and land at the nearest airport.

- If flying on one engine only, do not stop the engine but carry out a forced landing - see procedure
Forced landings - Section 3, page 3-6.

PROPELLER

AUTOMATIC FEATHERING

When the automatic feathering system is switched on (note the limitations stated in Section 2), and the TCL
is in its forward position, which implies a nG of at least 88±1% (or 92±1%, depending on the adjustment),
shutting an engine down causes automatic feathering of its propeller, while an automatic interlock prevents
feathering of the propeller on the other engine.

The system intervention causes the green AUTO FEATHER cell in the Engine section of the CWD to go out,
and the amber FEATHER PUMP cell in the Engine section of the CWD signal to light up for 12 to 15
seconds. The actual feathering of the propeller blades takes 5 seconds at the most.
After automatic feathering, it is recommended to move the PCL of the inoperative engine to FEATHER
position.

MANUAL FEATHERING

Manual feathering is used in case of the engine failure:

- while the automatic feathering system is switched off, or

- if the automatic feathering system fails,

- in case of engine failure while the TCL is set to less than 88±1% nG (or less than 92±1% nG, depending
on the adjustment),

- in other cases as necessary.

The propeller of the stopped engine is feathered by depression of the MANUAL FEATHERING push-button
of the inoperative engine.

3A - 6 EASA APPROVED (9) Dec 4/14

 SECTION IIIA
FLIGHT MANUAL ABNORMAL PROCEDURES

The actual feathering of the propeller blades takes 5 seconds at the most, but the feathering pump is
engaged for 12 to 15 seconds, and its running is indicated by the amber FEATHER PUMP cell in the Engine
section of the CWD signal light throughout this period.

NOTE

During straight and level flight a feathered propeller may turn at not more
than 50 RPM in the direction of engine shaft rotation, and not more than 20
RPM in the opposite direction.

EMERGENCY FEATHERING

If the propeller blades are not feathered 5 seconds after the MANUAL FEATHERING button has been
pressed, move the PCL of the stopped engine back to its rearmost, "Feathered", position.
The blades will in this case take max. 20 seconds to reach feathered position.

UNFEATHERING PROPELLER

PCL ................................................................................................. in the initial FEATHER position

PROP FEATHERING/AUT. BANK CONTROL

circuit breaker ................................................................................. OFF and ON again

PCL ................................................................................................. FINE PITCH

NOTE

If the propeller unfeathering does not occur and n P stabilizes at

approximately 350 RPM, slowly increase n G until nP starts rising, but to 80%
at the most.

Dec 4/14 (9) EASA APPROVED 3A - 7

SECTION IIIA
ABNORMAL PROCEDURES FLIGHT MANUAL

FUEL

USE OF EMERGENCY FUEL CONTROL CIRCUIT

The emergency fuel control circuit controls the engine in case of a normal fuel control system failure which is
indicated by nG hang-up, or a spontaneous increase in nG, or a spontaneous drop of engine power (signal
cell IELU INTERVENT is not coming on). The engine will not respond to movements of the TCL, or responds
abnormally.

WARNING

BETA CONTROL AND REVERSE PITCH MUST NOT BE

ENGAGED WHEN THE EMERGENCY CIRCUIT IS IN USE.

CAUTION

1. THE EMERGENCY CIRCUIT CAN BE USED ONLY WHEN

THE FUEL PUMP OF THE AFFECTED ENGINE IS
FUNCTIONING NORMALLY.
2. USING OF THE EMERGENCY CIRCUIT IS ALLOWED ONLY
IN CASE OF NORMAL FUEL CONTROL SYSTEM FAILURE
FOR COMPLETION OF FLIGHT ONLY.
ANY FURTHER AIRPLANE OPERATION WITH FUEL
CONTROL SYSTEM FAILURE AND EMERGENCY CIRCUIT
USING INSTEAD IS FORBIDDEN.

NOTE

1. Before switching-on the emergency fuel control circuit switch-off the

automatic feathering.

2. Engagement of the emergency fuel control circuit automatically

disconnects the fuel control unit, as well as the automatic engine starting
cycle, the minimum fuel consumption valve which safeguards idling
speed at higher altitudes, and limiter system function (except engine
parameter exceeding signaling). Therefore, when this circuit is engaged,
a check must be kept (especially during altitude changes) on the key
parameters of the engine (nG, ITT and TQ) to ensure that none of them
exceeds the permissible maximum limits (for service limitations, see
Section 2). At the same time, the nG must not be allowed to fall below
60% at altitudes lower than 6,500 ft (2,000 m), or below 75% at altitudes
above 6,500 ft (2,000 m).

3. At altitudes below 6,500 ft (2,000 m) the gas generator may fail to reach
its maximum speed (99%) even when the Fuel shut off valve lever is set
to its foremost position. (see Fig. 3A-1, page 3A-4).

3A - 8 EASA APPROVED (9) Dec 4/14

 SECTION IIIA
FLIGHT MANUAL ABNORMAL PROCEDURES

(a) Engaging the emergency fuel control circuit

TCL ....................................................................................................... IDLE

Fuel shut off valve lever ....................................................................... Check open position

ISOL. VALVE circuit breaker ................................................................ ON

ISOLATION VALVE amber cell on the CWD

of the affected engine ........................................................................... Check ON

Fuel shut off valve lever ....................................................................... Move slowly forward from open
position to emergency circuit area
to set minimum nG
Set required power rating by slow displacement (min. 6 sec) of the Fuel shut off valve lever within the range
of the minimum and maximum power position.

(b) Stopping an engine with the emergency circuit engaged

The sequence of steps is the same as in the normal engine stopping procedure - see Section 4 - page 4-
26.
NOTE

Each Emergency Circuit Usage for completion of flight mission has to be

reported to GEAC Customer Support Service prior to next flight with
description of event for further instruction and recorded in to Engine Log
book and FCU Record Form.

FAILURE OF AUTOMATIC SWITCHING-ON FUEL TRANSFER FROM WING-TIP

TANKS

This failure is indicated by amber ACTUATE TRANSFER cell (RH or LH) in the Airframe section of the CWD.

WING TIP TANK switch for the affected side

on the right instrument panel ............................................................. ON

Green FUEL TRANSFER cell

in the Airframe section of the CWD ................................................... CHECK ON

FAILURE OF FUEL TRANSFER FROM ONE WING-TIP TANK

NOTE

If fuel transfer fails from one wing-tip tank it is possible to use the fuel from
the other tip tank.

Aileron control is sufficient to maintain flight without bank in all configurations and required steering column
deflection does not exceed the half of available range.

Dec 4/14 (9) EASA APPROVED 3A - 9

 SECTION IV
FLIGHT MANUAL NORMAL PROCEDURES

CAUTION
1. IF THE ENGINE STARTING CELL DOES NOT GO OUT WITHIN
20 SECONDS AFTER THE ENGINE STARTING BUTTON IS
DEPRESSED, MEANING THAT THE STARTING CIRCUIT IS
STILL ENGAGED, OR IN OTHER EMERGENCIES, INTERRUPT
THE STARTING CYCLE BY SWITCHING OFF THE
APPROPRIATE (LH OR RH) ENGINE STARTING CIRCUIT
BREAKER.

2. IF DURING THE STARTING CYCLE THE GAS GENERATOR

SPEEDS UP ONLY SLOWLY AND INTERMITTENTLY, ADD
MORE FUEL BY SLOWLY MOVING THE POWER CONTROL
LEVER FORWARD UNTIL THE SPEED OF THE GAS
GENERATOR BEGINS TO INCREASE CONTINUOUSLY. WHEN
THAT HAPPENS, IMMEDIATELY RETURN THE POWER
CONTROL LEVER TO ITS IDLING POSITION. KEEP CHECK ON
THE ITT, WHICH MUST NOT EXCEED THE MAXIMUM LIMIT
SPECIFIED FOR ENGINE STARTING.

When the engines have stabilized at their idling speed:

DC GENERATOR and AC GENERATOR switches ....................... ON

Ground power source ..................................................................... DISCONNECT

EXT POWER SUPPLY cell ............................................................. OFF

Engine parameters ......................................................................... CHECK

PCL ................................................................................................. FINE PITCH

In case of starting engines without ground power supply:

Before starting up the second engine:

DC GENERATOR of running engine .............................................. ON

nG .................................................................................................... 65% (max. 70%)

Hydraulic pressure .......................................................................... PRESSURE IN OPERATION RANGE

NOTE

1. The above procedure applies both for starting by means of a ground-

based power source and for starting by means of the batteries on
board of the airplane.

Dec 4/14 (9) EASA APPROVED 4-9

SECTION IV
NORMAL PROCEDURES FLIGHT MANUAL

Brake antiskid .......................................................................................ON

Central warning display FLAPS 18°,

MANUAL STEERING and green
AUT. BANK CONTROL ........................................................................LIGHT UP

Gyromagnetic compasses ....................................................................CHECK

GPS (if installed) ...................................................................................SET MODE

DME change-over switch ......................................................................NAV I (II)

Radio-altimeter .....................................................................................CHECK, set to DH (MDH) ....... ft (m)

Electric system ......................................................................................CHECK

Electric trim function .............................................................................FUNCTION CHECK

Elevator trim ..........................................................................................………..indexes according to

centre of gravity

Aileron trim ............................................................................................Neutral position

Rudder trim ...........................................................................................One division to the right

Navigation systems...............................................................................CHECK, frequencies ...........

Transponder(s) .....................................................................................CHECK, standby

Autopilot (if installed) ............................................................................TEST, CHECK

Reverse thrust latch ..............................................................................REMOVED

For taxiing .............................................................................................READY

SEARCHLIGHTS TAXIING I, II ............................................................ON

Parking brake........................................................................................RELEASED

4 - 12 EASA APPROVED (9) Dec 4/14

 SECTION IV
FLIGHT MANUAL NORMAL PROCEDURES

TAXIING

1. It is possible to perform taxiing with the using of nose landing wheel steering only from the left pilot's
seat.

NOTE

Steer the airplane by gentle and gradual movements of the control lever,
because rapid movements result in disproportionate increase in forces on
the control lever.

2. Fuel consumption during taxiing is 4.4 lb (2 kg) per 1 minute of taxiing.

3. Brakes .............................................................................................. CHECK

NOTE

If braking at either brake is not effective, park the airplane on the acceptable
area and brake with an operative brake (determined as per the pressure
gauge). Repair the defect.

4. It is recommended to use fine pitch propeller setting with a short feather position
setting time (max. 30s, due to leading edge surface overheating) for reducing taxi
speed.

5. During taxiing vent the propellers hydraulic system by feathering of the left and right
propeller by PCL. When the propeller speed drops to 350 to 400 RPM, return the PCL.

6. During taxiing check the possibility of reverse power setting and BETA RANGE cell
coming on when TCL is moved from idle power to reverse power position. PCL is set
to fine pitch.

7. During taxing check turn and bank indicator function.

8. To improve outlook during taxiing it is possible to open cockpit window.

9. In case of waiting on ground, strictly avoid reversing and feathering at zero speed.
Use fine pitch propeller setting and idle power setting. Use brakes for keeping the
airplane in place.

Dec 4/14 (9) EASA APPROVED 4-13

 SECTION IV
FLIGHT MANUAL NORMAL PROCEDURES

(b) Check that the water injection tank contains the specified amount of water, and that the correct pump
delivery rate is set on the water injection pump casing (degree I, II or III).

BEFORE TAKE-OFF:

WATER INJECTION circuit breaker ………………………………….... ON

TCL …………………………………………………………………………. TQ = min. 60%

WATER INJECTION / ON push-button……………………………….. Push and hold till amber

WATER INJECTION signal
comes on (on the front control
panel)

Before throttling back power:

- WATER INJECTION / OFF push-button ...........................................Push and check amber

WATER INJECTION signal
extinguishes

WARNING

IF IT IS NECESSARY TO CHANGE TAKE-OFF RATING WITH

WATER INJECTION TO LOWER RATING, WATER INJECTION
MUST BE STOPPED PRIOR ENGINE POWER DECREASE
OTHERWISE ENGINE FLAME OUT CAN OCCUR.

CAUTION
ITT RISES WHEN WATER INJECTION IS TERMINATED. THERE-
FORE MONITOR ITT AFTER WATER INJECTION TERMINATION
AND THROTTLE BACK THE ENGINES AS REQUIRED TO AVOID
EXCEEDING THE MAXIMUM PERMISSIBLE LIMIT OF ITT.

NOTE

If water injection pump was set to appropriate degree according to graph on

the Fig. 4-3 and corresponding amount of water was filled in into water
injection tank, the water injection will not last longer than the permissible
time for take-off rating using. After exhaustion of the water supply the injec-
tion system pressure drops, the injection pump is shut down automatically,
and the WATER INJECTION signal on the CWD goes out.

Jun 15/12 (8) EASA APPROVED 4 – 34a

SECTION IV
NORMAL PROCEDURES FLIGHT MANUAL

AFTER COMPLETING TAKE-OFF:

WATER DRAIN switch …………………………………………………… ON

CAUTION

1. ABORT TAKE-OFF IF THE WATER INJECTION SIGNAL DOES

NOT COME ON WITHIN 5 SECONDS AFTER THE WATER
INJECTION BUTTON HAS BEEN PUSHED. THIS INDICATES
A DEFECT IN SOME PART OF THE WATER INJECTION
SYSTEM.
2. ABORT TAKE-OFF IF ONE OR BOTH OF THE ENGINES FAILS
AFTER WATER INJECTION IS USED. THIS INDICATES
A FLAME-OUT CAUSED BY A TOO LOW nG.
3. CONTINUE IN TAKE-OFF IF THE WATER INJECTION SIGNAL
LIGHT GOES OFF AFTER THE AIRPLANE HAS LIFTED OFF.
THIS INDICATES FAILURE OF SOME PART OF THE WATER
INJECTION SYSTEM. CO-PILOT MUST ADJUST THE ITT AS
NECESSARY.

4 - 34b EASA APPROVED (8) Jun 15/12

 SECTION IV
FLIGHT MANUAL NORMAL PROCEDURES

Intentionally left blank

Jun 15/12 (8) EASA APPROVED 4 – 35

SECTION IV
NORMAL PROCEDURES FLIGHT MANUAL

FUEL SYSTEM

PREPARATION FOR ENGINE STARTING

Fuel fire cocks …………………………………………………………….. OPEN

Fuel shut off valve lever ………………………………........................... SHUT

The FUEL PRESSURE cells on the central warning displays must come on.

NOTE
The MINIMUM FUEL cells can shortly light after INVERTERS circuit
breakers switching on. It is not a sign of the failure or low fuel level.

FUEL FEED FROM THE WING TANKS

FUEL PUMP (LH, RH) circuit breakers ………………………………….Check ON

The FUEL PRESSURE cells on the central warning displays must stay off.

CAUTION
IF THE FUEL QUANTITY INDICATOR READS ZERO IT IS NOT
POSSIBLE TO SUPPLY ANY FUEL FROM THE CORRESPONDING
FUEL TANK SAFELY.

NOTE
Under normal conditions in flight fuel for the left engine is supplied
from the left collector fuel tank and for the right engine from the right
collector tank.

FUEL FEED FROM THE WING-TIP TANKS

After reaching the cruising flight level:

WING TIP TANK LH and RH circuit breakers …………………………. ON

If ACTUATE TRANSFER amber cell comes on:

WING TIP FUEL TRANSFER switches

on the right instrument panel ……………………………………………..ON

(cont.)

4 – 36 EASA APPROVED (8) Jun 15/12

SECTION IV
NORMAL PROCEDURES FLIGHT MANUAL

NOTE

1. If the green lights on the LH or RH instrument panel are on set the left
or right change-over switch to the HEATING ON position. The light must
then go out.

2. If the light is not on, set the change-over switch to the HEATING OFF
position. The light must then come on.

3. The WINDSHIELD HEATING switch may be left in the position I after

the check.

PROP DEICING change-over switch

on the right instrument panel ..........................................................MAIN I

TIMER (PROP DEICING CHECK) push-button

on left control panel ........................................................................DEPRESS

When the cycle controls are working correctly, the PROPELLER DEICING cells on the CWD must come
on and then off as shown below; another timing indicates a system defect. Cells flashing can start from
any column in table below.

Left cell
Right cell

BLADES (PROP DEICING CHECK) push-button ..........................DEPRESS

If the blade heating circuits are correct, the PROPELLER DEICING cells must not light up. If they do, that
means a fault.

PROP DEICING change-over switch

on the right instrument panel .........................................................0 (OFF)

BEFORE TAXIING ONTO RUNWAY

Regardless of the atmospheric conditions:

WINDSHIELD HEATING change-over switch

on the right instrument panel ..........................................................I (Stage I heating)

4 – 42 EASA APPROVED (6) Feb 1/13

 SECTION VII
FLIGHT MANUAL SYSTEMS OF AIRPLANE

WATER INJECTION SYSTEM

The water injection system ensures maximum take−off power at higher ambient air temperatures.

The water injection system becomes operative by switching on the WATER INJECTION circuit breaker on
the overhead panel. The system is switched on by depressing the ON push button located under a cover
marked WATER INJECTION on the front control panel. The switching off is performed by pushing the OFF
push button located adjacent ON button.

WARNING

IF IT IS NECESSARY TO CHANGE TAKE-OFF RATING WITH

WATER INJECTION TO LOWER RATING, WATER INJECTION
MUST BE STOPPED PRIOR ENGINE POWER DECREASE OTHER-
WISE ENGINE FLAME OUT CAN OCCUR.

NOTE
If water injection pump was set to appropriate degree according to
graph on the Fig. 4-3 and corresponding amount of water was filled in
into water injection tank, the water injection will not last longer than the
permissible time for take-off rating using. After exhaustion of the water
supply the injection system pressure drops, the injection pump is shut
down automatically, and the WATER INJECTION signal on the CWD
goes out.

Water injection is equipped with automatic switching off function which acts when the TCL is moved back
beyond the 88% nG or 92% nG (according to seasonal adjustment).

Jun 15/12 (8) 7 - 59

SECTION VII
SYSTEMS OF AIRPLANE FLIGHT MANUAL

Fig. 7 – 25 Power unit controls

7 - 60 Aug 1/96
 SECTION VIII
HANDLING, SERVICING &
FLIGHT MANUAL MAINTENANCE

Aug 1/96 8-17

SECTION VIII
HANDLING, SERVICING &
MAINTENANCE FLIGHT MANUAL

CHECK OF PRESSURE IN PPL (8) FIRE EXTINGUISHER BOTTLES

BOTTLES FILLED WITH A STANDARD EXTINGUISHING AGENT HALON 2402

Standard agent type is marked either on the fire extinguisher bottle only or on the fire extinguisher bottle and
on the inner side of the inspection lid on the engine nacelle.

Fig. 8-8a Lid (inner side) for bottle pressure check

1. Pressure in the bottle depends on the ambient air temperature and shall not be lower than the values
listed in the table below:

Ambient air temperature Pressure

2
°F °C MPa kp/cm psi
-76 -60 5.68 60 853
-40 -40 8.86 70 996
-4 -20 7.65 80 1139
32 to 50 0 to 10 9.32 95 1,351
50 to 59 10 to 15 9.61 98 1,394
59 to 68 15 to 20 9.81 100 1,422
68 to 77 20 to 25 10.00 102 1,431
77 to 86 25 to 30 10.20 104 1,479
86 to 95 30 to 35 10.40 106 1,528
95 to 104 35 to 40 10.59 108 1,536
122 50 11.77 120 1,707
140 60 12.55 128 1,821
176 80 13.73 140 1,991

2. Check the pressure in fire extinguishers as indicated by the pressure gauge by opening the inspection
hole lids on the right hand and left hand engine nacelle. The pressure must correspond to the
requirements specified in table above.

8-18 (7) Aug 15/11

 SECTION VIII
HANDLING, SERVICING &
FLIGHT MANUAL MAINTENANCE

BOTTLES FILLED WITH AN ALTERNATIVE EXTINGUISHING AGENT HALON 1301

Alternative agent type is marked on the fire extinguisher bottle and on the inner side of the inspection lid on
the engine nacelle.

Fig. 8-8b Lid (inner side) for bottle pressure check

Ambient air temperature Pressure

2
°F °C MPa kp/cm psi
-76 -60 1.85 19 268
-58 -50 2.08 21 302
-40 -40 2.22 23 322
-22 -30 2.48 25 360
-4 -20 2.73 28 396
14 -10 3.04 31 441
32 0 3.44 35 499
50 10 3.92 40 569
68 20 4.50 46 653
86 30 4.88 50 708
104 40 6.30 64 914
122 50 8.96 91 1300
140 60 12.55 128 1820
158 70 14.00 143 2031
176 80 14.80 151 2147

Aug 15/11 (7) 8-18a

SECTION VIII
HANDLING, SERVICING &
MAINTENANCE FLIGHT MANUAL

Intentionally left blank

8-18b (7) Aug 15/11

 SECTION VIII
HANDLING, SERVICING &
FLIGHT MANUAL MAINTENANCE

CHECK OF THE PRESSURE IN THE FRONT BAGGAGE COMPARTMENT

FIRE EXTINGUISHER

1. Check of the pressure in the front baggage compartment fire extinguisher as indicated by the board
pressure gauge.

2. Pressure in the fire extinguisher depends upon ambient temperature and shall not drop below the values
listed in the following table:

Ambient air temperature Pressure

2
°F °C MPa kp/cm psi
-58 -50 0.84 8.2 122
-40 -40 0.87 8.5 126
-22 -30 0.91 8.9 132
-4 -20 0.95 9.3 138
14 -10 0.99 9.7 144
32 0 1.02 10.0 148
50 10 1.06 10.4 154
68 20 1.10 10.8 160
86 30 1.14 11.2 165
104 40 1.18 11.6 171
122 50 1.21 11.9 175
140 60 1.25 12.3 181

Aug 15/11 (7) 8-19

SECTION VIII
HANDLING, SERVICING &
MAINTENANCE FLIGHT MANUAL

CHECK OF AIR PRESSURE IN HYDRAULIC TANK PRESSURIZATION

SYSTEM
1. Open the lid on left hand engine nacelle cover.
2. Check of air pressure in hydraulic tank pressurization system.
2 2
Air pressure must be min 7.11 psi (0.5 kp/cm ) − max. 31.3 psi (2.2 kp/cm ).
In case of pressure drop below this value refill pressure from B096 690N ground source (refilling for
pressure is described in work procedure in Maintenance Manual, section 29, para 029.13.00.A).

NOTE
If there is pressure in hydraulic system, air pressure in main tank is allowed
to be increased by stepping on brakes and getting it out. Starting the engine
at zero air overpressure in main LH hydraulic tank is permissible excepti-
onally.

TOILET MAINTENANCE

WASTE DISPOSAL FROM TOILET (VERSION FOR 19 PASSENGERS)

1. Open the toilet compartment door.

2. Extend the bellows (5) (see Fig. 8-9) for toilet venting. Release the seating plate (3) by relieving two
springs put the seating plate away. Release the locking clamp (6) securing the toilet body to the floor
and secure strap (13). Take the toilet handle (1) and bring the bucket with waste out from airplane.

3. Take out the bag from the bucket and dispose the waste. Rinse the toilet with warm water with
deodorant and remove the waste remainder with brush from inside the toilet.

4. Clean toilet bucket is to be mounted in the airplane. The bag has to be secured with locking clamp (6)
and secure strap (13), then filled with (1 liter) of water with deodorant liquid in ratio 50:1.

5. Close the toilet door.

(cont.)

8-20 Aug 1/96

 LET, a.s.
SECTION IX
CZECH REPUBLIC FLIGHT MANUAL SUPPLEMENTS

SECTION 9
SUPPLEMENTS

INTRODUCTION

Section 9 of this AFM provides supplemental informations for optional equipment which is installed in the
airplane and additionally it may contain the supplementary informations on airplane operation.

The information contained in this document supersedes the basic AFM where covered in the sections con-
tained herein. For limitations, procedures and performance not contained in this supplement, consult the
basic AFM.

MARK IF INSTALLED

This column is provided to check and to mark supplements for optional equipment with ”X” which is
installed in the airplane.

LIST OF SUPPLEMENTS

Number of Mark if
Number Title
modification installed

Installation of the radionavigation and radiocommunication TCA

1
equipment according to type certificate of airworthiness No. 86−01 No.86−01

1a Automatic Direction Finder ARK−15M

1b Gyrocompass GMK−1GE

1c Final−approach system ILS/SP−50

1d SSR Transponder SO−69

1e Identification Transponder SRO−2

1f Radio Altimeter A−037

1g VHF Transceivers LUN 3524.11

1h Instrument panels

2 Supplement for the L 410 UVP−E7 airplane

2a Automatic Direction Finder AD 851 CR

2b Gyromagnetic compass GC 130 M

2c VOR/ILS Navigation System NR 810R/MVA 510

2d DME Receiver/Transmitter unit DME 870 R

2e ATC Transponder KXP 756

Aug 1/96 9−1

SECTION IX LET, a.s.
SUPPLEMENTS FLIGHT MANUAL CZECH REPUBLIC

Number of Mark if
Number Title
modification installed

2f Weather Radar RDS 81

2g VHF Transceiver LUN 3524.11

2h Instrument Panels

Installation of the battery SAFT P/N 26 108 and/or temperature

3
measuring system BTI 600

4 Supplement for the L 410 UVP−E4 airplane

4a Automatic Direction Finder AD 851 CR

4b Gyromagnetic compass GC 130 M

4c VOR/ILS Navigation System NR 810R/MVA 510

4d DME Receiver/Transmitter unit DME 870 R

4e ATC Transponder KT 76A

4f Weather Radar RDS 82

4g VHF Transceiver LUN 3524.11

4h HF Transceiver HF 890

4j Instrument Panels (S/N 871924)

4k Instrument Panels (S/N 871923)

4l ATC Transponder AT 880R

5 Global Position System Garmin 150

6 VIP Configuration

7 Emergency exits

8 Emergency Locator Transmitter POINTER 3000

9 Global Position System Garmin 155

Installation of the radionavigation and radiocommunication

10
equipment GOLD CROWN BENDIX/KING

10a Automatic Direction Finder KDF 806

10b Gyromagnetic Compass KCS 305

10c Navigation System VOR/ILS/MKR KNR 634

10d Navigation System VOR/ILS/RNAV KNS 81

10e 75 MHz Marker Beacon Receiver KMR 675

10f DME Receiver/Transmitter Unit KDM 706

10g ATC Transponder KXP 756

9−2 Aug 1/96

 LET, a.s.
SECTION IX
CZECH REPUBLIC FLIGHT MANUAL SUPPLEMENTS

Number of Mark if
Number Title
modification installed

10h Weather Radar RDS 81

10i Graphics Block

10j VHF Transceiver LUN 3524.11

10k HF Transceiver KHF 950

10l Instrument Panels

11 Discharging Toilet L 410.1940 M−116

Installation of the radionavigation and radiocommunication

12
equipment on the airplane L 410 UVP−E Serial No. 861722

12a Automatic Direction Finder ARK−15M

12b Gyromagnetic Compass System GMK−1GE

12c Final−approach System ILS/SP−50

12d SSR Transponder SO−69

12e Identification Transponder SRO−2

12f Radio Altimeter A−037

12g VHF Tranceivers LUN 3524.13

12h ATC Transponder KT 76A

12i Weather Radar RDR 2000

12j Instrument panels

13 Supplementary equipment installation (interior)

Installation of the radionavigation and radiocommunication

14 equipment according to type certificate of airworthiness No. 86−01
and IB L410 UVP−E/105b

14a Automatic Direction Finder ARK−15M

14b Gyromagnetic Compass System GMK−1GE

14c Final−approach System ILS/SP−50

14d Radio Altimeter A−037

14e Navigation System NAV/COMM KX 155

14f ATC Transponder KT 76A

14g Weather Radar RDR 2000

14h Instrument panels

15 Emergency Exits and Spanish Markings

Aug 1/96 9−3

SECTION IX LET, a.s.
SUPPLEMENTS FLIGHT MANUAL CZECH REPUBLIC

Number of Mark if
Number Title
modification installed

16 GPS Garmin 150 XL

Installation of the radionavigation and radiocommunication

17
equipment GOLD CROWN BENDIX/KING

17a Gyromagnetic Compass KCS 305

17b Navigation System VOR/ILS/MKR KNR 634

17c Navigation System VOR/ILS/RNAV KNS 81−12

17d 75 MHz Marker Beacon Receiver KMR 675

17e DME Receiver/Transmitter Unit KDM 706

17f Automatic Direction Finder KDF 806

17g ATC Transponder KXP 756

17h Weather Radar RDS 81

17i Graphic Block GC 381 A

17j VHF Transceiver LUN 3524.11

17k HF Transceiver KHF 950

17l Cockpit Voice Recorder A100A

17m Emergency Locator Transmitter ELT 10

17n Instrument Panels

Oxygen Equipment BKP−2−2−210, BKP−3−2−210 and Oxygen

18
Mask LUN 1807

KING KFC 325 Flight Control System and KAS 297C Vertical Speed
19
and Altitude Selector

20 R 134 A Airconditioning System M−210

21 ATC Transponder KT 76A

Installation of the radionavigation and radiocommunication

22
equipment on the airplane L 410 UVP−E1 Ser. No. 861801

22a Automatic Direction Finder ARK−15M

22b Gyromagnetic compass system GMK−1GE

22c Navigation System VOR/ILS/MKR KNR 634

22d Radio Altimeter A−037

22e ATC Transponder KT 76A

22f ATC Transponder AT 880R

22g VHF Transceiver LUN 3524.11

9−4 Aug 1/96

 LET, a.s.
SECTION IX
CZECH REPUBLIC FLIGHT MANUAL SUPPLEMENTS

Number of Mark if
Number Title
modification installed

22h DME Receiver/Transmitter Unit KDM 706

22i Weather Radar RDS 82

22j Emergency Locator Transmitter POINTER 3000−10

22k Instrument Panel

23 Global Positioning System GARMIN 100 AVD

24 Global Positioning System GARMIN 155XL (VFR)

25 Global Positioning System GARMIN 155XL (w/o autopilot)

26 GPWS Mark VI (7 cells)

27 ATC Transponder KT 76C

28 Global Positioning System GARMIN 155XL (with autopilot)

29 GPWS Mark VI (4 cells)

30 Navigation equipment for airplane ser. No. 872009

31 Radioaltimeter KRA 405B

32 Gyromagnetic Compass KCS 55A

33 Weather Radar RDR 2000

34 Navigation System NAV/COMM KX 165

35 DME Receiver/Transmitter Unit KN 63

36 Cockpit Voice Recorder A100S

37 75 Mhz Marker Beacon Receiver KR 22

Ground Proximity Warning System (GPWS)

38
ALLIEDSIGNAL Mark VI (5 cells)

39 Instrument Panels

40 75 Mhz Marker Beacon Receiver KR 21

Oxygen Equipment SCOTT Mark1 − type 900019−00,

41 SCOTT 5500−B1A−BE20B and Oxygen Mask
Duo−Seal − type 28318−13

42 Cockpit Voice Recorder FA 2100

Installation of the radionavigation and radiocommunication

43
equipment SILVER CROWN BENDIX/KING

44 Rear Saloon

45 Front emergency exit

46 Operation of the aircraft without deicing system

Aug 1/96 9−5

SECTION IX LET, a.s.
SUPPLEMENTS FLIGHT MANUAL CZECH REPUBLIC

Number of Mark if
Number Title
modification installed

47 − 50 Not affected

51 R134A Airconditioning System ENVIRO SYSTEM INC.

52 Airplane operation up to the flight level 20,000 ft (FL 200)

53 Drift Down procedure (airplane with M601E engines)

54 Emergency Locator Transmitter ARTEX C 406 − 2

55 MID CONTINENT INSTRUMENTS ser. 4300 gyro horizon

56 to 57 Not affected

58 GARMIN GPS/COM/VOR/ILS GNS 430

9−6 Aug 1/96