BRITTEN-NORMAN
ISLANDER
A.R.B. APPROVED FLIGHT MANUAL
FMI7
This manual has been prepared and published by Britten-Norman Limited and has
been allocated the reference number FM/7, which is referred to in Certificate of
Airworthiness Number ...••...•....••.
in respect of the undermentionedaeroplane.
The content matter of this manual was approved by the Air Registration
Board on 15th January, 1970.
THIS AffiCRAFT MUST BE OPERATED IN
ACCORDANCE WITH THE LIMITATIONS IN
SECTION 2AND IN ANYRELEVANT
SUPPLEMENT IN SECTION 7
Model Designation
Constructor's Serial Number
Ci
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I.BN-2A-1It\]N-2A-61
[BN-2A-z! t
* [~:W""""-2A>T'11
IBN-2A-sl IBN-2A-91tIBN-2A-2I1(BN-2A-271t
Registration Marks
Designed by and Constructed for :-
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BRITTEN-NORMAN (BEMBRIOOE) LIMITED
BEMBRIOOE AffiPORT,
BEMBRIOOE, IW, ENGLAND.
*
I
Delete boxes which do not apply
Models identified t differ significantly from the other models and it is essential,
in their cases, to have the proper Supplementary information included in Section 7 to permit operation.
15th Mar 73
Rev 4
BRITTEN
- NORMAN
CAA APPROVED
ISLANDER
FLIGHT
MANUAL
RECORD OF REVISIONS
No
Insertion
Signature
date
1 Incorporated
thru PBNRe-print
11 April
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A description of thE' revision system used in this manual is given in
Notes to Users.
Revisions must be incorporated consecutively and
in the approved manner.
Islander CAA Approved Flight Manual
FMI7
List of Effective Pages
List of effective pages for this Flight Manual for Islander Models: BN2A, BN2A-1, BN2A-6, BN2A-7, BN2A-8,
BN2A-9, BN2A-26 and BN2A-27.
..
. Sjlction'
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Page
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Preliminaries
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Title Page
Preliminaries
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Record of Permanent Revisions
Preliminaries
1
Preliminaries
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15th March 1973
List of Effective Pages
12
1st January 2003
2
List of Effective Pages
12
1st January 2003
Preliminaries
3
List of Effective Pages
12
1st January 2003
Preliminaries
4
List of Effective Pages
12
1st January 2003
Preliminaries
5
List of Effective Pages
12
1st January 2003
Preliminaries
6
Revision Highlights
12
1st January 2003
Preliminaries
7
Revision Highlights
12
1st January 2003
Preliminaries
8
Revision Highlights
12
1st January 2003
Preliminaries
9
Revision Highlights
12
1st January 2003
Preliminaries
10
Revision Highlights
12
1st January 2003
Section 1
.
Section 1 Divider Card
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Section 1
1
General - Contents
10
19th March 1987
Section 1
2
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15th Jan 1970
Section 1
3
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10
19th March 1987
Section 1
4
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8
8th May 1980
Section 1
5
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10
19th March 1987
Section 1
6
.
8
8th May 1980
Section 2
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Section 2 Divider Card
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Section 2
1
Limitations - Contents
10
19th March 1987
Section 2
2
-
9
9th March 1981
Section 2
3
-
9
9th March 1981
Section 2
3a
-
10
19th March 1987
Section 2
3b
-
10
19th March 1987
Section 2
4
-
10
19th March 1987
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10
19th March 1987
Section 2
7
·
10
19th March 1987
Section 2
8
·
4
15th March 1973
Section 2
9
·
4
15th March 1973
Section 3
.
Section 3 Divider Card
·
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Section 3
1
Emergency Procedures·
6
9th May 1977
Section 3
2
·
8
8th May 1980
Section 3
3
·
12
1st January 2003
Section 3
4
·
12
1st January 2003
Section 3
5
·
·
15th Jan 1970
Section 3
6
·
·
15th Jan 1970
Section 3
7
·
3
24th March 1971
Section 3
8
·
10
19th March 1987
Section 3
8a
·
6
9th May 1977
Section 3
8b
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6
9th May 1977
Section 3
9
·
·
15th Jan 1970
Section 3
10
·
6
9th May 1977
Section 4
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Section 4 Divider Card
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Section 4
1
Normal Operating Procedures·
10
19th March 1987
Section 4
2
·
10
19th March 1987
Section 4
3
·
10
19th March 1987
Section 4
4
·
10
19th March 1987
Section 4
5
·
10
19th March 1987
Section 4
6
·
10
19th March 1987
Section 4
7
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19th March 1987
Section 4
8
·
10
19th March 1987
Contents
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Section 2
Contents
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Preliminaries
Page 2
1st January 2003
Rev 12
Islander
eM Approved
Flight Manual
FM/7
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Section 4
10
10
19th March 1987
Section 4
11
10
19th March 1987
Section 4
12
10
19th March 1987
Section 4
13
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19th March 1987
Section 4
14
10
19th March 1987
Section 4
15
10
19th March 1987
Section 4
16
10
19th March 1987
Section 4
17
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19th March 1987
Section 4
18
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19th March 1987
Section 4
19
10
19th March 1987
Section 4
20
10
19th March 1987
Section 4
21
10
19th March 1987
Section 4
22
10
19th March 1987
Section 4
23
10
19th March 1987
Section 4
24
10
19th March 1987
Section 4
25
10
19th March 1987
Section 4
26
10
19th March 1987
Section 5
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Section 5 Divider Card
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Section 5
1
Performance - Contents
-
15th Jan 1970
Section 5
2
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15th Jan 1970
Section 5
3
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7
4th July 1978
Section 5
4
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7
4th July 1978
Section 5
5
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15th Jan 1970
Section 5
6
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6
9th May 1977
Section 5
7
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15th Jan 1970
Section 5
8
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15th Jan 1970
Section 5
9
-
4
15th March 1973
1st January 2003
Rev 12
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Preliminaries
Page 3
Islander
eM Approved
Flight Manual
FM/7
(
Section 6
Section 6
Section 6 Divider Card
1
Weight and Balance·
Contents
4
15th March 1973
(
Preliminaries
Page 4
1st January 2003
Rev 12
Islander CAA Approved Flight Manual
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15th Jan 1970
Section 6
3
-
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15th Jan 1970
Section 6
4
-
11
20th August 1991
Section 6
5
-
2
25th Sept 1970
Section 6
6
-
7
4th July 1978
Section 6
7
-
8
8th May 1980
Section 6
8
-
7
4th July 1978
Section 6
9
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15th Jan 1970
Section 6
10
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15th Jan 1970
Section 6
11
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4
15th March 1973
Section 6
12
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4
15th March 1973
Section 6
13
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4
15th March 1973
Section 6
-
Form No BN(B) 284 Weight and Centre
of GraVity Schedule
2
-
-
Appendix 1 - Isiander Weight and Centre
of GraVity Schedule Aircraft Equipment
List
4
March 1977
Section 7
-
Section 7 Divider Card
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Section 7
-
Record of Supplements
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-
1st January 2003
Rev 12
"
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Preliminaries
Page 5
Islander
eM Approved
Flight Manual
FMf7
(
1
Revision 1 to this manual makes provision for the application of new model designations as a result of
normal design development and also introduces new stalling speed data in Section 4, consequent upon
the embodiment of one such product improvement modification.
2
Revision 2 to this manual makes the following changes:
Section 1
Editorial changes.
Section 2
a) Increased speed for flaps at 25 deg (T.O.) setting - from 88 kt to 114 kt.
b) Increased wing zero fuel weight and amplified information reiating to usable and unusable
fuel - from 5800 Ib to 6000 lb.
c) Inclusion of Mod NB/M/426 - increase of baggage compartment limit from 250 ib to 400 lb.
d) Increased maximum air temperature limit - from ISA +23 deg C to ISA +30 deg C.
Section 4
Magneto check "drop-off" amended from 125 rev/min to 175 rev/min.
Section 5
Maximum weight for altitude and temperature graph (fig 6) revised for ISA +30 deg limit.
Section 6
Table 1 amended to show revised usable oil and passenger weights.
3
Revision 3 to this manual makes the following changes:
Preliminaries
New Title Page introduced showing additional model designations.
Section 2
Details for BN-2A-8 aircraft added under Weight and Balance.
Section 3
Minimum duration of battery corrected from 25 min to 20 min under Failure of both Generators.
Editorial amendment action after Failure of one engine during take-off.
Section 4
Crosswind amended from 26 kt to 30 kt under Take-off.
Under Stalling Speeds 0 deg flap reference amended to read UP.
Section 5
On top Position Error Correction graph 0 deg flap reference amended to read UP.
Editorial amendment to Introductory paragraph of Net Take-off flight path.
Section 6
Editorial amendments to Load Weights and Moment Limitations table.
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Preliminaries
Page 6
1st January 2003
Rev 12
Islander CAA Approved FlIght Manual
FMI7
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Revision 4 to this manual makes wide-ranging changes to accommodate relevant information for the
growing variety of aircraft Models. Opportunity Is also taken to include many corrections and clarifications
of a more general nature. These changes are summarized as follows:
Title Page
Changed to accommodate variants.
Section 1
Changes to Performance Criteria and inclusion of Copyright clause.
Section 2
Limitations re-issued compietely to accommodate editorial changes and Model variant informa
tion as indicated by marginai marks.
Section 4
a) Under Handling in Flight, corrections to reduced flying speed figures consequent upon
revised flap iimitation.
b) Under Airfieid Approach correction to circuit entry speed.
c) Stalling speed data completely revised for Model variant clarification.
Section 5
Performance data charts amended (as applicable) for Model variants as follows:
a) Position Error Corrections - Fig 4.
b) Variation of Take-off Safety Speeds - Fig 5.
c) Max Take-off and Landing WAT Chart - Fig 6.
d) Take-off Distance Required - Fig 7.
e) Editorial corrections in Net Take-off Flight Path introduction.
f) Net Take-off Flight Path I - Fig 9.
g) Net Take-off Flight Path II - Fig 10.
h) Net Take-off Flight Path III - Fig 11.
i) En-Route Performance Ceiling and Gross rate of Climb - Fig 12.
j) En-Route Net Gradient of Climb (one engine) - Fig 13.
k) En-Route Climb (one Engine) - Fig 15.
Section 6
Weight and Balance tables (Tables 2 and 5) and Weight and CG data revised to accommodate
Model variants.
5
Revision 5 to this manual makes the following changes:
Section 1
List of Effective Pages amended.
Section 2
Flight load factor for Model BN-2A-26 corrected from 3.41 g to 3.54 g.
Section 3
Action after double generator failure amended to make economies enabling compliance with
CAA Notice 82. Procedure for activating Emergency Locator Transmitter added.
Section 4
Detaiis concerning Emergency Locator Transmitter Systems and Testing Procedures added.
Section 5
Corrections made to mispiaced altitude scale vaiues at top LH side of Fig 13.
,
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1st January 2003
Rev 12
Preliminaries
Page 7
Islander
eM Approved
Flight Manual
FMI7
(
6
Section 1
List of Effective pages amended.
Section 2
Aircraft taxying iimitations included. Propeller model numbers revised and ciarified.
Section 3
Propeller feathering notes revised and expanded to included reference to minimum feathering
speeds. Inciusion of audio faiiure instructions.
Section 5
Performance graphs amended as follows:
Fig 2 Air Temperature conversion chart revised.
Fig 5 MPH values corrected, caption added.
7
Section 1
List of Effective pages amended.
Section 2
Propeller Models and Limits amended to include information on 78 in dia propellers to Mod NB
M/977. Correction to metric conversion of floor loading intensity value.
Section 5
Condition of Aeroplane text amended to include information on 78 in dia propellers to Mod NB
M/977. Take-off Run and Take-off Distance Required table text amended to inciude information
on 78 in dia propellers to Mod NB/M/977.
Section 6
Cabin dimensions and floor loading fig 2 amended to show NB/M/483 details and metric conversion of maximum load concentrations on cabin floor corrected. Table 2 col heading corrected
to read Stn 255.5.
8
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Section 1
Take-off safety speed definition amended; minor amendment to 3-view illustration; change of
Company name; List of Effective Pages amended together with Associated Publications.
Section 2
Noise statement added; minor text amendments; power iimitations amended; oil grades and
fuel grades revised.
Section 3
Text under GENERAL at head of Section amended to include data for two power leveis.
Section 4
Minor amendments to pre-starting, checks after starting and pre take-off check procedures;
after take-off and handling in flight procedures amended to take account of two power levels.
Section 5
Fig 5 amended by substitution of "threshold" in place of "approach" in title of lower graph; text
for fig 12 revised to include information for two power levels consistent with noise abatement
procedure; addition of 6500 Ib datum to fig 12.
Section 6
Cargo restraint detaiis revised in fig 5.
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Preliminaries
Page 8
1st January 2003
Rev 12
Islander eM
Approved Flight Manual
FM/7
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Section 1
List of Effective Pages amended,
Section 2
Inclusion of Noise Certification modification number (NB/M/1 090) under first heading, Explana
tion of effect of NB/M/1 090 under Power Plant heading, Minor editorial corrections and amend
ments of Maximum Air Temperature for Operation, from +30 deg C to +28 deg C,
10
Preliminaries
inciusion of List of Effective Pages and Revision Highlights as part of these,
Section 1
Minor editorial amendments.
Section 2
Inclusion of limits for Mod NB/M/1153 wing tip fuel tanks (when these are fitted) and amendments to Usable Fuel Quantities. Resulting from Mod NB/M/1153, changes are also made to
the weights of Unusable Fuel - under Weight and Balance. Updating of Oil Grades/Specifications and general particulars. Minor editorial corrections to baggage bay load limit and statements under Types of Operation.
Section 3
Inclusion of revised Fuel System Management procedures for wing tip fuel tanks to Mod NB/M
1153, when these are fitted. Updating of unfeather procedures to reflect current practice and
minor editorial amendments.
Section 4
Section reissued to promulgate information on Pre-Flight Inspection, Starting Procedures, Wing
Tip Fuel Tanks to Mod NB/M/1153, Take-off Procedures, Flight Handling Procedures, Landing
Procedures and Systems Management Procedures.
Section 5
Under the heading of Net Take-off Flight Path the details under Introduction and Presentation
have been clarified in line with current data in later flight manuals.
11
Preliminaries
List of Effective Pages amended, together with Revision Highlights.
Section 2
Under Weight and Balance heading the phraseology describing Maximum Take-off weights, for
the four Models mentioned, has been improved to clarify the situation.
Section 6
Reference to a single computer, for the purpose of calCUlating C of G positions, has been
deleted from the Note (at the top of page 4) in favour of a reference to Load and Trim Sheets
which are now standard. On the same page, para 4 has been deleted.
12
Preliminaries
List of Effective Pages and Revision Highlights completely revised.
Section 3
Failure of Both Generators. The Action procedure has been revised, to include the Inverters
circuit breaker in the list.
1st January 2003
Rev 12
Preliminaries
Page 9
Islander CAA Approved Flight Manual
FMI7
(
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Preliminaries
Page 10
1sl January 2003
Rev 12
Iolande< C AA _OIled Right Manual
FMI7
Section 1
GENERAL
CONTENTS
Page
Notes to Users
2
Performance
3
Criteria
Associated
Publications
5
Dimensions
and Areas
5
6
Defini tions
ILLUSTRATION
Fig
Dimensions
19th March
Rev 10
1987
and Areas
1
Section 1
Page 1
Islander CAA approved Flight Manual
FM!7
NOTES TO USERS
General
It is the pilot's responsibility to be familiar, at all times, with the content matter
of this flight manual.
information is contained in seven sections, viz :-
SECTION 4
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES SECTION 5
SECTION 6
SECTION 7
NORMALOPERATING
PROCEDURES
PERFORMANCE
WEIGHT AND BALANCE
SUPPLEMENTS
information in this flight manual relates to an aeroplane typically equipped to transport category certification s~andards. Section 7 is provided to accommodate supplementary information on specialized equipment which may be installed in the
aeroplane and/or particular duties to which the aeroplane can be applied.
Each
section contains a detailed list of contents.
Whenever the Certificate of Airworthiness is required to be carried, this flight manual must also be aboard the
aeroplane as it is an essential part of the abovementioned certificate.
Revisions
Revisions to this manual will be issued by the aeroplane manufacturer whenever
necessary.
These Revisions should, when received, be incorporated in the manual as directed and the details recorded on the appropriate Revision Record Card.
Full details concerning the embodiment of each Revision, in this flight manual, 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 black vertical
lines in the left hand margin, adjacent to the relevant text.
In the event of completelyrevised pages being issued, the black line indication will not appear. Properlyapproved revisions, emanating from sources other than the aeroplane manufacturer, must be recorded on a separate revision record 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.
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Page identification
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Each page of this manual bears a Section and Page number and also indicates the
month of preparation. Due allowance is made in the page numbering sequence for
A subsequent issue of any leaf will carry the
those pages which are left blank.
number of the Revision, under which it is issued, on each page.
An approval
statement and a flight manual reference number is carried on each printed page.
o
Supplements
To cover the installation and use of optional modifications or specialized equipsection 1
Page 2
15th Jan 70
:t>
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IIlandor CAA ~
Right Manual
FMI7
ment, 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 7 of this manual and their
incorporation endorsed on the Supplement Record Card
immediately
following the index tab marker card for Section 7.
List of Effective Pages and Revision Highlights
So as to provide, at all times, a check on the completeness of this
manual, a list of effective pages, together with pages containing
highlights from the revisions, appears in Preliminaries.
With each
Revision an amended list of effective pages, and new pages bearing
revision highlights, will be issued, thus ensuring a constant summary of
Sections 1 to 6 but excluding the Supplements contained in Section 7.
This is because of the situation described in the preceding paragraph
which relates to the varying sources of origin of Supplements.
Copyright
Copyright ~
in this publication subsists in the aircraft designers,
Pilatus Britten-Norman Limited, and no part of the material may be
reproduced for the purposes of commercial gain without their express
permission.
PERFORMANCE CRITERIA
Information in this manual relates to all Pilatus Britten-Norman
Islanders which have been authorized, by the relevant airworthiness
authority, to operate at increased gross weights of 6300 Ib (2858 kg)
and 6600 Ib (2994 kg) respectively.
In some cases, however, there may
be certain qualifications to observe when interpreting the performance
information scheduled in Section 5. Should any doubt exist, refer to
the explanatory text, at the beginning of Section 5, for clarification.
19th March 1987
Rev 10
Section 1
Page 3
Islander
CAA approved
Flight
Manual
FM/7
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8th May 1980
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FM!7
ASSOCIATED
PUBLICATIONS
Useful publications
relating
convenience
of the user.
to equipment
Islander Maintenance
are
listed belo.
for
the
Manual
Lycoming Operator's Manual (Pt No 60297-10)
for 0-540 and 10-540 series Aircraft Engines
Islander Load
& Trim Sheets (Form BNB172 and/or PBN36)
Hartzell Propeller O.ner's Manual
(FAA Approved Manual 115)
Graviner
Fire Extinguisher Equipment
Data Sheet B2 and H4
Manual
-
Operating Instructions for
Navigation and Communications Installations,
as published by the relevant
equipment manufacturers
DIMENSIONS
AND AREAS
A three-vie. illustration
appears in fig 1.
19th March 1987
Rev 10
sho.ing
the pertinent
details
of the aeroplane
Section 1
Page 5
Islander CAA approved
Flight Manual
FM/7
DEFINITIONS
The following terms are used in various sections of this manual.
Air. Temperature
: Thetemperature ofthefree air near to, but uninfluenced
by the aeroplane.
This temperature may be a reported, a forecast, or,
when permitted by the Air Navigation Regulations, a declared temperature
derived in accordance with an approved system.
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 (I. S. A.).
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).
I.B. A.
: International Standard Atmosphere which is the interrelationship of air temperature and pressure as shown in Section 5, fig 2.
Height
: The vertical distance
aeroplane and the relevant datum.
between the lowest part of the
Weight
: The gross weight of the aeroplane,
equipment, crew and payload.
including fuel, oil,
I. A. B.
: Indicated Air Speed which is the reading obtained from
an instrument haVing no calibration error. Because the permitted tolerances
are small the Air Speed Indicator Reading (A.S.I.R.) may be taken as equal
to LA.S.
1l
E. A.S.
position errors.
:D
EqUivalent Air Speed, which is the I.A.S. corrected for
Z
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T.A.S.
: True Air Speed of the aeroplane relevant to the undisturbed air, which is the E. A. S. corrected for altitude and temperature.
I
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Take-off Safety Speed : The speed which must be obtained at, or before, the
take -off screen height of 50 feet is reached.
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Section 1
Page 6
8th May 1980
Rev
8
IoIandor CAA ~
Right MaooaI
FM/7
Section 2
LIMITATIONS
CONTENTS
Page
Certification and use of aeroplane
2
Placards
2
Taxying
2
Manoeuvres
2
Flight Load Factors
2
Airspeed
2
Po",erPlant
3
Fuel and Oil
3b
Generator Load
4
Weight and Balance
5
Types of Operation
6
_~irTemperature
6
Number of Occupants
7
F:ight Cre",
7
Smoking
7
I
~ing Tip Fuel Tanks to ~od ~BI~!1153
I
Instrument
7
Colour
Markings
Fig
ILLl'STR.~TIONS
CG Em-elope D~agrarr.for BN-2_~, BN-2A-6
BN-2A-8 Aeroplanes
and
CG Envelope Diagram for BN-2A-26 Aeroplanes
19th ~larch 1987
Rev 10
1
2
Section 2
Page 1
Islander CAA approved Fhght Manual
FM/7
I
CERTIFICATION AND USE OF AEROPLANE
This type of aeroplane is eligible for certification in the UK transport (passenger)
category. The aeroplane may, however, be restricted to some particular use, or
to some other category, and full particulars are contained in the relevant Certificate of Airworthiness.
Compliance with the British Civil Airworthiness Requirements (Section N-Noise) has been demonstrated ,at the maximum recommended
normal climb power of 2500 rev /min and full throttle, and the necessary changes
have been introduced by Pilatus Britten-Norman Mod NB/M/l090.
PLACARDS
AII limitations marked with an asterisk are summarized on placards, visibly
displayed, or indicated by instrument colour coding.
TAXYING
The aircraft must not be taxied in wind speeds in excess of 55 kt.
MANOEUVRES
Aerobatic manoeuvres,
except stalls, are prohibited.
FLIGHT LOAD FACTORS
With flaps up: Models BN-2A
BN-2A-6
BN-2A-8
With flaps up: Model
BN-2A -26
With flaps extended: All Models
+3.57 g
-1. 0
g
-2.0g
+3.55g
-1. 0 g
AIRSPEED
The Never Exceed, or
V
NE, speed is 177 kt (204 m. p. h.) lAS'
The Normal Operating Limit, or VNO, speed is 134 kt (154 m. p. h.) lAS'
This speed shall not normally be exceeded; the limitation is imposed to reduce the possibility of excessive loads on the structure being caused by unexpected gusts. If this speed is exceeded, it must be done with caution and
on occasions when it is the pilot's opinion that appreciable atmospheric turbulence is unlikely to be encountered.
The Manoeuvring Limit, or VA, speed is 107 kt (123 m. p. h.) lAS
Manoeuvres likely to involve full application of the primary flight controls
shall not be attempted at speeds in excess of this. Although the requirements
to which the rudder is designed ensure that it can withstand steady application
of full movement at this speed, a ,·iolently checked manoeuvre might overstress it.
The maximum speed for extending the wing flaps through 25 deg to the T.O. position, and for flight with the flaps at this setting, is 114 kt (131 mph) lAS. The
Section 2
Page 2
9th March 1981
Rev 9
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Islander CAA approved Flight Manual
FM/7
flaps must not be lowered beyond the T .0. position at any speed in excess of
88 kt (101 mph) IAS. *
POWER PLANT
Engine model
Lycoming
o. 540-E4C5
Power
(a)
Maximum take-off power and maximum continuous power are identical at
full throttle and 2700 rev/min. *
(b)
For those aircraft with Mod NB/M/1090 embodied, in compliance with
BeAR Section N (Noise), the maximum recommended climb power for
normal conditions is 2500 rev/min and full throttle *
Note •••
Modification NB/M/1090 introduced revised engine tachometer
markings as part of the compliance with BCAR Section N (Noise)
and the green segments on the indicator dials were reduced to
the range of 1850 - 2500 rev/min.
o
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( c)
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For maximum take-off, maximum continuous power, or any power greater
than 75 per cent, mixture must be fully rich as directed by the Lycoming
Operator's Manual (Part No. 60297-10)
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Propeller models and limits
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Z
~
Pre-Mod NB/M/977:
(a) Hartzell HC-C2YK-2B/C8477-4 or HC-C2YK-2B/
C8477A-4, or HC-C2YK-2C/C8477-4 or HC-2C
YK-2C/C8477A-4 or HC-C2YK-2CF/FC8477A-4.
(b) 80 in. diameter.
(C)
9th March 1981
Rev 9
Minimum pitch at 30 inch station: 13.0 degrees.
Section
2
Page
3
FMI7
Post Mod NB/M/977:
\d) Hartzell HC-C2YK-2B/C8477-6
or HC-C2YK-2B/
C8477A-6
or HC-C2YK-2C!C8477-6
or
HC-2CYK2C/C8477A-6 or HC-C2YK-2CF/FC8477A-6.
(e) 78 in diameter.
(f) Minimum
pitch at 30 inch station:
13.0 degrees.
Note ...
Minor variatio~ to the above
type numbers may sometimes
occur
as the result of Hartzell's product improvements but these ~ill
not affect the performance scheduled in Sect 5 of this manual.
For example propellers may be modified such that the letter
U
is added to the type designation (ie. HC-C2YK-2CUF/FC8477A-4,
or
HC-C2YK-2CCF/FC8477A-6).
Temperatures
~laximum permissible
cylinder head temperatures
} ...
{
Maximum permissible
oil temperatures
depend
grade of lubricating oi~ in use as under:-
Ambient
temp.
Above 80 deg F (26.6 deg C)
Above 60 deg F (15.5 deg C)
30 deg F to 90 deg F
i-1.1 deg C to 32.2 deg C)
o
I
o
deg F to 70 deg F
(-17.8 deg C to 21.1 deg C)
(deg F) 300*
(deg C) 260
on ambient
Oi 1 SAE grade
60
}
40 or 50
40
•
temp
(deg F) 245*
(deg C) 118
(deg
(deg
r)
C)
243*
118
(deg F) 225
(deg C) 107
30 or 20W-30
These grades may be used at all temperatures
31 1014 (latest issue) refers
Section 2
Page 3a
~1ax 0:..1
and
30,40 or
deg F to 90 deg F
(-17.8 deg C to 32.2 deg C)
Belm, 10 deg F
(-12.2 deg C)
temperatures
(deg F) 210
(deg C) 99
Avco Lycoming
19th March 1987
Rev 10
Iolandor CAA ~
Right Manual
FMI7
Pressures
I
Starting
and warm up (lb/in2) 100 *
Normal operating
(lb/in2) 60 - 90
{ Idling minimum
{lb/in2) 25
Oil
*
FUEL AND OIL
Fuel - General
Fuel grade
UK specification
US specification
91/96 octane (minimum) Avgas IDOL or 100LL
D Eng RD 2485/Iss 5
MIL-G-5572/F
Contents Indication - Pre Mod NB/M/240
Usable fuel
Unusable fuel
48.5 Imp gal per tank
(58 US gal; 220.5 litres)
7.5 Imp gal per tank
(9.0 US gal; 34.1 litres)
Note ...
The "unusable fuel" as quoted under this heading is the
ungauged quantity.
The fuel remaining when the contents
indicators read zero is 7.5 Imp gal (34.1 litres) per tank
which, normally, cannot safely be used in flight because of the
difficulty in noting the time of zero reading.
In the most
adverse attitudes of
flight, engine
failure from
fuel
starvation is possible with less than
3.5 Imp gal (15.9
litres) in each tank.
After the indicators reach zero,
however, 4 Imp gal (18.2 litres) of fuel in each tank are
available and may be taken into account when calculating
reserves.
This
note
refers
to aeroplanes
~ith
circular
contents indicator dials.
Contents'Indication - Post Mod NB/M/240
When Mod NB/M/240 has been embodied, an improved contents indication
system,
incorporating square-faced indicators having
semi-circular
displays calibrated in US gallons, is installed. In aeroplanes with
19th March 1987
Rev 10
Section 2
Page 3b
_
Right Manual
CAA ~
FM/7
this system, the quantity
of unusable fuel has been reduced while
quantity of usable fuel has been increased. as stated below.
Usable
fuel
Unusable
65.0 US gal per tank
(245.4 litres)
3.5 US gal per tank
03.2 litres)
fuel
Additional
the
Fuel with Wing Tip Fuel Tanks to Mod NB/M/1153
The following
additional usable
fuel is available when BN-2A Series
Islanders are equipped with wing tip fuel tanks, within the 49 ft wing
span, to Mod NB/M/1153:
LH tip tank
RH tip tank
42.5 US gal (160.9 litres)
42.5 US gal (160.9 litres)
Oil
Oil grade
This varies according to ambient
conditions (Page 3a refers)
UK specification}
US specification
first 50 hr engine life
(straight mineral oil)
{
D Eng RD 2472A/0
MIL-L-6082
UK specification}
US specification
subsequent hours
(ashless dispersant)
{
D Eng RD 2450
MIL-L-22851
Minimum
safe oil level
GENERATOR
Latest
Issue
2.3 US quarts
(2.2 litres)
LOAD
The generator load limit for an aeroplane in which
one generator
failed, is 50 amps. Battery charge
rate current must be considered
part of the above load.
CAUTION ...
Should a demand in excess of 50 amps be registered
will be progressively discharged accordingly.
Section 2
Page 4
the
has
as
battery
19th March 1987
Rev 10
Islander
eM approved
Flight Manual
FM/7
WEIGHT AND BALANCE
Weight
I
Maximum lake-off weighl is:for BN-2/\-26 aeroplanes
for HN-2/\, HN-2/\-6 & BN-2/\-8 aeroplanes
Maximum landing weighl is:- (for all models)
Maximum wing 7.cro fucl weighl (ie. lotal weighlof
the aeroplane less the weighl of bOlh usable
and unusable fucl) is:for BN-2/\ and HN-2/\-6 Series aeroplanes
for BN-2/\-8 Series aeroplanes
for B]'I;-2/\ -26 Series aeroplanes
6600 Ib (2994 kg)
6300 Ib (2858 kg)
6300 Ib (2858 kg)
6000 Ib (2722 kg)
6150 Ib (2795 kg)
6300 Ib (2858 kg)
NOle...
Unusable fuel in Pre Mod NHIM/240 aeroplanes lotals 108 Ib (48.9 kg)
and in POSI Mod NBIM/240 aeroplanes the quanlity of unusable fuel
lotals 42 Ib (19 kg). When wing tip fuel lanks to Mod NBIMflI53 arc
installed there will be an additional 24 Ib (10.8 kg) of unusable fucl - 2
liS gal in each wmg tIp.
Centre of gravity datum
Coincidenl wilh leading edge (Sln 134.5).
Centre of gravity range
·Ihe aeroplane shall be so loaded that the centre of graVity always falls WIthin the hmlts shown
by fig 1 for BN-2/\, BN-2/\-6 and BN-2/\-8 aeroplanes, and fig 2 for BN-2/\-26 aeroplanes.
Loading
Subjecllo
balance considerallons,
the cabin loading hmlls shall be as follows:-
MaXImum cahill noor loadlllg intensllY
MaxImum baggage nom load",!!. mlenslly
20th August 1991
Rev 11
2
120 Ib/ft •
(586.00 kg/m2)
120 Ib/ft2•
2
(586.00 kg/m )
Section 2
Page 5
_
CAA ....,ed FI;gh1 Manual
F~l!7
Total
load on the baggage floor must not exceed
(Pre-Mod NB/M/426)
(Post-Mod NB/M/426)
... 250 Ib (113 kg)*
." '100 Ib (181 kg)*
Notes ...
1.
Under Mod NB/M/II83
an enlarged
baggage
compartment
is
introduced which enables an extra
15 ft3 of baggage volume
to
be carried although weight
limitations remain unchanged.
The
moment arm for this enlarged compartment is + 121 inches aft of
datum and co-incident with aircraft Stn 255.5.
2.
rull particulars
of
loading
recommendations
computation ~ill be found in Section 6.
e.G.
and
TYPES Or OPERATION
I
\1Ihen the
Tile aproplane is approved fo~ flight in VrR (day) condi.tions.
for the
r~quip~d equipment
is installen
the ~eroplane may he used
f'ol tnwing
I
kinds
of operation.
VrR: Night
[FR: Day and night (dual generatin~ system Mod NB/M/017 and dual
vacuum system Mod NB/M/30)
Nlr.HT rLYING: Some ea~l.y p~oduction ae~oolanes, ~egiste~ed in the
UK, are equipped
with low intensity navigation
lamps, but night
flyirl~ is only permissible
~h~n ~t least one anti-~ollision
bea~on
(Mod NB/M/019 or NB/M/0~4) is installed.
These ae~oplanes can be
determined
by reading
thp
navigation
follows:- 5C/888.
FLIGHTS [NTO lCTNG CONDITIONS:
lamp Part
Number which
is
as
(refe~ to relevant Supplf'mentl.
AIR TEMPERATURE
Maximum air temperature fo~ ope~ation
temperRture
has been established.
Section
Pa:>;er,
2
is lSA
+
28 deg C.
No minimum
air
19th ~la~ch 1987
Rev 10
IoIonder CAA ~
Right Manual
FMI7
NUMBER OF OCCUPANTS
The total number of persons carried in the aeroplane shall not exceed
the number for which seats,
equipped with safety
belts, are provided
and, in any event, shall not exceed ten.
Children under
the age of
three, carried in the arms of passengers, are excluded from this count.
FLIGHT CREW
The minimum flight crew is one pilot.
In certain aeroplanes with
fully
individual sliding
seats
for pilot and adjacent
crew member
(Mod
NB/M/525) it is essential that the adjacent crew member's seat us locked
in the fully forward position for take-off. *
SMOKING
Smoking is prohibited
during
take-off and landing.
*
WING TIP FUEL TANKS TO MOD NB/M/1153
Whether using tne automatic fuel transfer
facilities. or transferring
fuel manually, a complete
transfer of all the usable fuel can onl,Y be
achieved with the aeroplane in the cruise attitude.
INSTRUMENT
COLOUR MARKINGS
When an instrument
meanings:-
dial
Red radial line
Red segments
Yello.- segments
Green segments
White segments
19th March
Rev 10
1987
is marked
in colours
these
have
the
fol~0wing
Maximum or minimum values
Prohibited range
Cautionary operation for short periods
Normal operating range
Normal operating range with .-ing flaps
extended
Section 2
Page 7
Islander CAA approved Flight Manual
'\
FM/7
I
21.0 IN.
6300 LB MAX
6000
5500
III
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5000
5030 LB
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4500
~
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4000
15
20
17.0 IN.
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25.6 IN.
CG POSITION AFTOF DATUM-INCHES
Section 2
Page 8
Fig 1 C. G. envelope diagram for BN-2A,
BN-2A-6 and BN-2A-8 aeroplanes
15th Mar 73
Rev 4
Islander CAA approved Flight Manual
FM/7
7000
6500
6000
5500
en
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en
en
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5030 LB
4500
0::
t.:l
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4000
15
20
17.0IN.
C G POSITION
15th Mar 73
Rev 4
25
25.6 IN.
AFT OF DATUM-INCHES
Fig 2 C. G. envelope diagram for
BN-2A-26 aeroplanes
Section 2
Page 9
Islander CAA approved Flight Manual
FM/7
Section
3
EMERGENCY
PROCEDURES
CONTENTS
ESSENTIAL CONSIDERATIONS
Page
General
2
ELECTRICAL
FAILURE
Failure
of starboard
generator
...
Failure
of port generator
2
Failure
of both generators
3
Failure
of main busbar
4
2
Fai lure of battery
5
ACTION IN THE EVENT OF FIRE
General
6
Fire on the ground
6
Fire in the air
6
ENGINE FAILURE
o
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Failure
of one engine during take-off
7
Failure
of one engine after take-off
7
Handling on one engine
8
Critical
9
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engine
Landing with one engine inoperative
9
o
Landing with flaps up
9
I-
EMERGENCY EVACUATION OF AEROPLANE
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11.
Operation
of cabin doors ...
9
Operation
of cabin window exits ...
9
Activation
of Emergency
Locator
Transmitter
10
AUDIO FAILURE
Failure
of main amplifier
10
9th May 1977
Section 3
Rev 6
Page
1
Islander CAA approved Flight Manual
FM/7
ESSENTIA L CONSIDERATrONS
GENERAL
This section contains the necessary information to enable a pilot to recognise
and deal with all foreseeable conditions of emergency, as they may arise, indivIdually or in combination.
Although procedures and performance data are given
in this manual for both the aircraft manufacturer's
recommended normal climb
power (2500 rev/min at full throttle) and maximum continuous power (2700 rev/
min at full throttle) the pilot must use the full maximum continuous power rating
of the engine(s) when safety considerations
so dictate.
ELECTRICAL FAILURE
:-:ote...
Throughout the sequences under this heading the rere rences to overvolt warning lamps apply only to Pre-Mod NB/M/256 aeroplanes.
Aeroplanes with Mod
NB/M/256 embodied are not fitted with overvolt warning lamps, although the
overvolt protection remains.
FAILt:RE OF STARBOARD GENERATOR
Indications
1.
2.
3.
4.
Starboard generator overvolt warning lamp - Lit
Starboard generator undervolt warning lamp - Lit
Ammeter (if selected to STBD GEN) - Pointer at zero,
Starboard generator circuitbreaker
- Tripped
or in red sector
Action
When anyone, or more, of the failure indications are present, the follOWing action must be taken. It should be noted, however, that the overvolt warning is the
only indication cancelled by the remedial action and that the generator is not restored.
1.
Starboard generator field 5witch - OFF
2.
Starboard generator circuit breaker - Trip
Load shedding
No load shedding is necessary except at the pilot's discretion.
If, however, a
heavy load is imposed on the busbar, [he port generator undervolt warning lamp
may light; thiS condition is correct provlded that the ammeter shows the port
generator to be still carrying load - indicated by the ammeter pointer within the
green sector when selected to PORT GEN.
FAILt:RE OF PORT GENERATOR
IndicatIOns
1.
Port generat::lr overvolt warning lamp - Lit
Section 3
Page 2
8th May 1980
Rev
8
)
Islander
eM Approved
Flight Manual
FMI7
2.
Port generator undervolt waning lamp - Lit.
3.
Ammeter (if selected to PORT GEN) - Pointer at zero or in red sector.
4.
Port generator circuit breaker - Tripped.
Action:
When anyone, or more, of the failure indication are present, the following action must be taken. It
should be noted, the overvolt warning is the only indication cancelled and the generator is not
restored.
1.
Port generator field switch - OFF.
2.
Port generator circuit breaker - Trip.
Load Shedding
No load shedding is necessary except at the pilots discretion. If a heavy load is imposed on the busbar, the starboard generator undervolt warning lamp may light. This condition is correct provided the
ammeter shows the starboard generator to be still carrying load - indicated by the ammeter pointer
within the green sector when selected to STBD GEN.
FAILURE OF BOTH GENERATORS
Indications:
1. Port generator overvolt warning lamp - Lit.
2. Starboard generator overvolt warning lamp - Lit.
3. Port generator undervolt warning lamp - Lit.
4. Starboard generator undervolt warning lamp - Lit.
5. Ammeter switch (if set to BAT) - Discharge (pointer in red sector).
6. Ammeter switch (if set to PORT GEN) - Pointer at zero or in red sector.
7. Ammeter switch (if set to STBD GEN) - Pointer at zero or in red sector.
8. Voltmeter - 24 volts or less.
9. Port generator circuit breaker - Tripped.
10. Starboard generator circuit breaker - Tripped.
Action:
Whenever indications 3 to 8 are present do the following steps. Indications 1, 2, 9 and 10 are additional indications in some fault conditions. It should be noted, the overvolt warnings are the only indication cancelled and the generators are not restored.
1. Port generator field switch - OFF.
2. Starboard generator field switch - OFF.
3. Port generator circuit breaker - Trip.
4. Starboard generator circuit breaker - Trip.
5. Ensure the battery master switch is ON.
1st January 2003
Rev 12
Section 3
Page 3
Islander
eAA
Approved Fltght Manual
FMI7
6. Check the circuit breakers for the following systems are engaged and the systems are operating or
ready for use:
a.
Flaps
(
Limit to essential selections
b. Fuel contents indicators
c.
Navigation lights
If requi red
d.
Engine instrument cluster
e.
Map lights
One only, if required
f.
Landing lights
One only, if required
g. Turn and bank indicator
h. Stall warning
i.
Stall warning heat
j.
Pitot head heat.
k.
Magnesyn compass
I.
Tachometer
If required
m. Audio system
n.
Radio Navaids
One essential aid only
o.
Radio Comms
One essential VHF only, limit transmission time to less than 3
minutes total
p.
Inverters
If required - see below.
Only required if an AC powered electrical Artificial Horizon is
installed without a standby vacuum driven Artificial Horizon.
(
7. All other electrical services - OFF and circuit breakers tripped.
FAILURE OF MAIN BUSBAR
Indications:
1. Emergency to Main busbar warning lamp - Lit.
2. Ammeter switch (if set to BAT) - Discharge (pointer in red sector).
3. Ammeter switch (if set to PORT GEN) - Pointer at zero (or full scale in green sector).
4. Ammeter switch (if set to STBD GEN) - Pointer at zero (or full scale in green sector).
5. Port generator undervolt warning lamp - Lit.
6. Starboard generator undervolt warning lamp - Lit.
7. Instruments and systems supplied from main busbar - De-energized.
Action:
All the indictions listed above will occur when this fault is present. All circuits associated with the
main busbar will be lost with the busbar itself. There is no action that can be taken, in the air, to
restore the main busbar in the
(
Section 3
Page 4
1st January 2003
Rev 12
B
h~{
Islander CAA approved
Flight Manual
FM/7
unlikely event of such a f.ailure, but the following action must be taken immediately
and a landing must be made as soon as possible.
1.
Port generator field switch - OFF
2.
Starboard generator field switch - OFF
3.
Port generator circuit breaker - Trip
4.
Starboard generator circuit breaker - Trip
FAILURE OF BATTERY
Indications
1.
2.
3.
4
5.
6.
Port generator
undervolt warning lamp - Lit momentarily and then
extinguished
Starboard generator undervolt warning lamp - Lit momentarily and then
extinguished
Ammeter (if selected to BAT) - Pointer at zero
Ammeter (if selected to PORT GEN) - Pointer at zero
Ammeter (if selected to STBD GEN) - Pointer at zero
Instruments and systems - De-energized
Action
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The above indications will all apply in the case of a battery failure, whether cue
to an earth fault or disconnection.
The following remedial action must be taken
as promptly as possible.
Battery master switch - OFF
1.
Ensure that both generator field switches (PORT GEN - STBD GEN) are
2.
still selected ON
Pitot and stall warning heaters - OFF
3.
Nav lights - OFF
4.
Landing lights - OFF
5.
Cabin lights - OFF
6.
Passenger notices (if fitted) - OFF
7.
Rotating beacons (if fitted) - OFF
8.
Airframe de-icing (if fitted) - OFF
9.
Propeller de-icing (if fitted) - OFF
10.
Cabin heater (if fitted) - OFF
11.
Note ...
When the electrical loading on the main bus bar is reduced sufficiently
the generators, both port and starboard. will come back on line; this
will be indicated by the ammeter pointer registering
in the green sector when selected to the appropriate generator, and the voltmeter registering between 27 and 29 volts. Care should be taken when switching on heavy loads because the generators are not completely stable
without the battery.
Should the generators go off line during a reapplication of load, reduce the load until the generators are restored.
15th Jan 70
Section 3
Page 5
Islander CAA approved
Flight Manual
FMh
ACTION IN THE EVENT OF FIRE
GENER.\L
No integral fire detection or extinguishing systems,
for the power plant or airframe zones, are installed in a basic aeroplane.
A hand-operated fire extinguishunt bottle is, however, installed in a quick-release
mounting beneath the pilot's
seat.
FIRE ON THE GROUND
Fire in the cabin
Deal with the fire immediately by using the fire extinguishant bottle.
Although
the fumes given off after use are non-toxic the cabin should be well ventilated, by
opening all doors, when the fire has been extinguished.
Engine fire
Shut down the affected engine immediately and :1.
Switch magnetos - OFF
2.
Select battery master switch - OFF
3.
Select fuel tanks - OFF
4.
Deal with the fire by using the fire extinguishant
ground appliance.
bottle or any similar
FIRE IN THE AIR
Fire in the cabm
Deal with the fire immediately by using the fire extinguishant bottle.
Although
the fumes given off after use are non-toxic the cabin should be well ventilated after
use by openmg the DV window panel and selecting the cabin ventilating blower ON,
as soon as the fire has been completely extinguished.
On the first indication of tire,
Section 3
Page 6
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Engine fire
in sequence
1.
Select
2.
Select
3.
Select
4.
Select
5.
Select
6
Select
7.
Select
-0
:D
the propeller of the affected engine must be feathered,
with the following actions, immediately :mixture control lever - IDLE CUT-OFF
propeller control lever - FEATHER
throttle control lever - CLOSED
appropriate fuel tank - OFF
appropriate magnetos - OFF
appropriate auxiliary fuel pumps switch - OFF
appropriate generator field switch - OFF
15th Jan 70
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Islander CAA approved Flight Manual
FM/7
WARNING ...
WHEN THE FmE HAS DIED AWAY, DO NOT ATTEMPT TO
RESTART THE AFFECTED ENGINE.
IN THE CASE OF PERSISTENT FmE, A LANDING MUST BE MADE AT THE FIRST
AVAILABLE OPPORTUNITY.
ENGINE FAILURE
F AlLURE OF ONE ENGINE DURING TAKE-OFF
If an engine fails before take-off safety speed is reached, (this will vary according to the weight at which the aeroplane is operating - Sect 5 refers) close the
throttles and decelerate to a stop.
FAILURE OF ONE ENGINE AFTER TAKE-0FF
Immediate
action
In the event of an engine failing after take-off safety speed is reached, and whilst
the aeroplane is climbing, the following procedure must be effected :Ensure full take-off power is applied to both engines and that the'
mixture controls are selected fully RICH
Determine the inoperative engine
Select mixture control lever - IDLE CUT-OFF
Select propeller control lever - FEATHER
Ensure that the generator on the operative engine is selected ON
Allow the airspeed to build up to 65 kt (75 m. p. h. ) IAS
Select flaps UP and trim out the resultant stick force
Adjust the rudder trim as necessary for the climb
Select throttle control lever - CLOSED
Select appropriate fuel tank - OFF
Select appropriate
magnetos - OFF
Select appropriate
auxiliary fuel pumps switch - OFF
Select appropriate generator field switch - OFF
l.
2.
3.
I
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4.
5.
6.
7.
8.
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12.
13.
11.
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IT IS ESSENTIAL TO RAISE THE FLAPS TO THE FULLY UP
POSITION TO ACHIEVE THE OPTIMUM CLIMB GRADIENT.
Note ...
Should an engine fail during normal level flight at a safe altitude, pro cedure elements (6) through (8) will not be applicable although some retrimming may be necessary.
I
24th Mar 71
Section 3
Rev 3
Page 7
IoIander CAA ~
Right MaruII
FMI7
HANDLING
ON ONE ENGINE
General
I
The aeroplane is perfectly
docile on one engine
height of 5200 ft at a gross ",eight of 6300
conditions.
and should maintain
a
Ib (2858 kg) in ISA
Fuel system management
Should an engine failure
be experienced
during the early part of a
flight the operative engine can be fed from the tank(s) on the opposite
side to improve the aircraft roll trim.
This can be done b~' using the
"crossfeed" selection shown in Sect 4; when optional ",ing tip tanks to
Mod NB/M/1153
are fitted,
their use in these circumstances "'ill not
differ from that detailed in Sect 4.
Feathering
and unfeathering
The correct
feathering
procedures
have
paragraphs of this section
and need not
unfeathering
sequence is given hereunder.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
I
been detailed
in
be repeated here,
Select appropriate fuel tank
Select appropriate left magneto s",itch
Select appropriate auxiliar~' fuel
pumps s",itch
Set appropriate throttle cever
Set appropriate propeller cor.trol lever
Select mixture control lever
Prime appropriate engine (bear in mind a
hot engine requires little or no priming)
Select External Supplies s",itch
Select engine starter s",itch
When engine fires, select right magneto
s"'itch
Check engine temperatures ar.d pressures
Check setting of propelle~ control lever
As temperatures and pressures stabilize
increase throttle lever
Select auxiliary fuel pum~s s"'itches
Select External Supplies s.etch
Select generator master s",itch
Check vacuum gauge (if applicable)
previous
but the
ON
ON
ON
Approx ~ open
Cruise rev/min
RICH
2 - 4 pumps
",ith throttle
EXTERNAL SUPPLY
Appropriate engine
ON
Satisfactor~'
Cruise rev /min
~s necessar,'
OFF
OFF/STARTER ISOL
ON (observe output)
Satisfactor;-
Notes ...
for un feathering the propeller.
1. Oil pressure is required
This
In
is normally
gained by the use of the electric starter.
an
aircraft
",ith Mod NB/M/055,
or NB/M/694
embodied,
unfeathering accumulator
Section 3
19th March 1987
Page 8
Rev 10
Islander CAA approved Flight Manual
FM/7
installation
assists
the dynamic unfeathering
action.
(2) Inadvertent feathering at low rotational speeds is prevented
by protective devices fitted to the propellers.
Do not allo\\
the engine speed to decay below 1300 rev /min for aircraft
fitted with propellers Part No, containing the element 2B
(e. g. HC-2CYK-2B/C8477A-4j
or below 700 rev/min for
aircraft fitted with propellers Part No, containing the
element 2C (e. g. HC-2CYK-2C/C8477A-4)
before selectlng
feather, otherwise the propeller may not go into the feathered
condition.
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9th May 1977
Section
Page
3
8a
Islander CAA approved
Flight Manual
FM/7
THIS PAGE LEFT BLANK INTENTIONALLY
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Section 3
Page 8b
9th May 1977
Rev
6
Islander CAA approved Flight Manual
FM/7
CRITICAL ENGINE
Failure of the port engine has the most adverse
mance characteristics
of the aeroplane.
effect on the handling and perfor-
LANDING WITH O:-iE ENGINE INOPERATIVE
Make an initial approach at approximately 65 kt (75 m.p.h.) IAS with the flaps selected to TAKE-OFF (25deg). Whencommittedfor
landing, select FLAPS DOWK
(56 deg) and reduce speed over the threshold to a value compatible with the information scheduled in Sect 5 and touch down normally.
LANDING WITH FLAPS UP
Make an approach at 65 kt (75 m.p.h.)
IAS and a normal
landing.
Note ...
The aeroplane
will tend to float for some distance.
EMERGENCY EVACL'ATION OF AEROPLANE
OPERATION OF C ABI:-\ DOORS
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All three cabin doors are placarded as emergency exits and should be opened in
the normal way as the first resort in making an exit from the cabin. In the c:.tse
of the pilot's door, however, the port engine magnetos should ltrst be switched
OFF. thus allowing the solenoid operated interlocking mechanism to be released.
Should this action be overlooked,
or if there is insuffiCient time available, the
interlocking mechanism can be overridden by operating the red lock-release lever
In
with one hand whilst operating the internal door handle with the other hand.
aeroplanes with meL,1 doors (pre-I\lod 1\13/1\; /296) the lock release lever is Situ:lted in the pilot's door but in aeroplanes with glass reinforced polyester (g r pi doors
to Mod N131M1296 standard the lock release lever is just to the rear of the pilot's
door aperture,
in the cabin side wall.
Note ..
(L
Some early production aeroplanes do not embody the Interlocking
mechanism described above and the latter part of the instructions do
not, therefore,
apply.
OPERATIOK OF CABU' WINDOW EXITS
If the cabin doors cannot be opened, and particularly
if the aeroplanE"comes down
onto water, each emergency
'pull-in' window must be removed as follows :15th Jp,n 70
SectIOn 3
Page 9
Islander CAA approved Flight Manual
FM/7
1.
Grip the red handle at the top corner of the cabin door window trimming
pull inwards and rearwards as hard as possible.
and
2.
It is necessary to dislodge the window from its groove in the rubberized
moulding and considerable
physical effort may be required, especially in
cold conditions.
ACTIVATION OF EMERGENCY LOCATOR TRANSMITTER
One of two types of Emergency Locator Transmitter
may be fitted under optional
modifications.
The Garrett equipment (Mod NB/M/622 - when installed) is permanently fixed in the aeroplane.
The Narco equipment (Mod NB/M/676 Part D when installed) can be disconnected from the aeroplane wiring and used as a selfcontained. mobile transmitter.
Both installations incorporate automatic inertia
switches but can also be triggered,
manually, by a switch adj acent to the radio
rack on the R. H. side of the main instrument panel. When a controlled emergency
landing has been effected without undue 'g' forces, and depending upon local circumstances.
activate the Emergency Locator Transmitter
switch by hand.
AUDIO FA ILCRE
FAILURE OF :\IAIt-: AMPLIFIER
Pre-mod
NB/r.I/-191 audio system
For aircraft with pre-mod NB/M/-191 installations fitted with the Britten - :\orman
type selector box, an 'EMERGENCY' switch position is provided for both COM
and NAV systems on the box facia for use in the event of failure of the normal
isolation audio amplifier.
"1l
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Post-mod
m
NB/:\1.- 491 audio system
o
In the event of failure of tpe main (headset) amplifier, select the centre-switch
of
the audio box from 'PHO:-.lES' to 'SPEAKER' to bring the back-up amplifier mto
use. This will provide continued communications with the ground through the flight
deck speakers.
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Section 3
Page 10
9th May 1977
Rev 6
__
CAA ~
Right Manual
FMI7
Section 4
NORMAL OPERATING
PROCEDURES
CONTENTS
CHECKS, TAXYING, TAKE-OFF AND HANDLING
I
Page
Refuelling
2
Pre-flight checks (external)
2
Pre-starting checks (internal)
4
Starting the engines
6
Starting procedure ...
7
Checks after starting
8
Ground checks
9
Taxying
10
Runway threshold check
10
Pre-take-off checks
10
Scheduled take-off procedure
11
After take-off
12
Handling in flight
13
Pre-landing checks
15
Balked landing
16
Cross ~ind landing
17
After landing checks
17
Stopping the engines
17
Checks after stopping
17
Stalling
18
19th March 1987
Rev 10
Section 4
Page 1
__
CAA _ooed Right Manual
FMI7
SYSTEMS MANAGEMENT
Page
Fuel system
20
Electrical system
23
Air conditioning system
24
Ice protection systems
25
Autopilot systems
25
Pitot-static system
25
Emergency Locator Transmitter systems
25
ILLUSTRATIONS
Fig
Pre-Flight inspection diagram
1
Fuel system with .ing tip tanks (NB/M/1153) in situ
2
CHECKS, TAXYING, TAKE-OFF AND HANDLING
REFUELLING
Use only the fuel prescribed in Sect 2 of this manual and, when
operational considerations permit, ensure that the fuel tanks are kept
full to minimize possible condensation effects.
Tank capacities and
usable/unusable fuel quantities are as stated in Sect 2.
PRE-FLIGHT CHECKS (EXTERNAL)
Refer to fig 1 and effect the "I<alk-round" checks as described according
to the conditions.
CAUTION ...
If fluid de-frosting preparations are used to clear ice and sno\\"
from wing and tail surfaces, ensure that the solutions do not
contaminate control surface ballraces as this can lead to
seizure.
Section 4
Page 2
19th March 1987
Rev 10
Islander CAA ..,.""...,.l Right -
FMI7
NOTES
A.
BEFORE STARTING THE WALK ROUND INSPECTION REMOvE
THE PITOT HEAD COVER. CONTADltOCKS
AND lLAnERY
VENT I"LUG;STOW IN BAG AT REAR OF CABIN
B.
3
DURING THE EXTERNAL INSPECTION DETAILED.fLOW,
'ERFOAM A GENERAL CHECK OF AIRFRAME CONDITK)N
ANO THE SECURITY OF ALL FASTENERS AND CONTROL
HINGES AND ATTACHMENTS,
•9€J7
MAGNETO SWITCHES
PARKING BRAKE
ALL .ELECTRICAL
SWlTCHES
BAlTERY MASTER
swtTCH
mOT HEADISTALL WARN.
HEATER SWITCH
STALL WARNING VANE
_
®
8
®
CD~
"TOT
9
HEAD
_
WINO$CAEEEN HEATER
III' F,nEDI
ROTATING BEACON
SWITCH
NAVIGATION LAMPS
SWITCH
BATTERY MASTER
SWITCH
_
-
AUOOEA/
ELEVATOR
TRIM TABS
ALL OFF
ON
6
OFF
ON
ON
DEFLECT, CHECK
AUDIOANO
HEATER
CHECK HEATER,
SWITCH OFF
ON. CHECK HEAT.
OFF
ON. CHECK, OFF
-
ON. CHECK. OFF
-
OFF
-
CONDITION
OIL
-
CHECK,
covER
DRAIN
COVER
GASCOLATOR
o
18'\
\V
fJ\
\V
r4\
'J
o
MAINPLANE LEFT LEADING
_
DE-lCEA BOOTS
_
FUSELAGE
-
CONDITION
EXAMINE FOR LEAKAGE
INFLATION CUTS. CREEP
PRESSURE, STATIC VENTS
AND DRAIN HOLE CLEAR
CONDITION
-
FREEDOM
DRAIN ASNECESSAAY
_
DRAIN AS NECESSARY
EDGE
-
ORAINASNECESSARY
FREElX*
-
DRAIN AS NECESSARY
EDGE
-
CQNDlTKW
®
TV'"
_
EXTENSK*
_
_
CONOtTKJN
EXAMINE FOR LEAKAGE
fNfLATION,
CUTS, CREEP
FlIGHT eNGINE
PROPELLER
-
OIL
_
CHECK.
COVER
DRAIN
COVER
_
_
_
EXTENSION
INFLATWN ctITS
CONDITION
CLEANL_SSAND
CONDITION
GASCOLATOR
®
FUSELAGE
CDNDtTtoN
DIP'$'TtClI: AND
SlCURE
AS NECESSARY
SECURE
NOSE
NOSE OLEO
NOSE WHEEL
NOSE CONE
WINDSCREEN
CREEP
LEFT SIDE
PASSENGER AND
BAGGAGE 8A y
~
SECURED 8IJT
UNLOCKED
Fig 1 - Pre-Flight Inspection
19th.March 1987
Rev 10
MAINpLANt: RIGHT LEADING
OLEO
BRAKE DISCS
AND PADS
BRAI(EP&PES
MAINMNE
LEfT TRAil !fIlG EpGE
AILERON
FUEL $UW
111" TANI(
IIF FITTEOl
MAINI"LANt: RIGHT TRAILING
S£CURED BUT
UNLOCKED
FliGHT UNDERCARRIAGE
EogE
PITOT HEAD
-
DE·ICER BOOTS
DIPSTICK AND
SECURE
AS NECESSARY
SECURE
EXTENSION
_
-
RIGHT POE
FUELSUMl"
AILERON
TIP TANK
(lF FITTEDI
LEFT UNDERCARRIAGE
OLEO
BRAKE DISCS
AND PADS
IlRAK£ PiPes
TYRES
FUSELAGE
CONOITtON AND
FREEDOM
CONDITtON
-
Po\.SSENGER
DOOfI
f9\
\.V
LEFT ENGINE
PROPELLER
TAIL SURFACES
Diagram
Section 4
Page 3
__
CAA approved Flight Manual
fMI7
I PRE-STARTING
CHECKS (INTERNAL)
Battery/Master S~itch
ON
Pilot's Door Interlock
Before locking and securing the
select
pilot's door, momentarily
either magneto of LH engine ON and
check for audible warning
Pilot's seat and rudder pedals
Set as required and check for
security
Doors
Closed and Locked. (Warning light
extinguished)
flight compartment safety belts
fastened
Parking brake
ON
Rudder and elevator trim tabs
full movement: return to neutral
fuel cocks
freedom and ON
OAT indicator(s)
Check
Cabin heater and door warning lamps Press-to-test
Generator low-volt .arning lamps
Press-to-test
Altimeters
Cross check
Timepiece
Check and set
Electrical po.er
Select external or internal po.er
sour~e as appropriate
Cabin heater
As required
Airframe de-icer cycling lamp
(if
fitted)
Press-to-test
fuel contents indicators
Check
Section 4
Page 4
19th March 1987
Rev 10
Iolander CAA appnJlII!C! Right M.......
FM/7
Compasses
Check
Engine and flight instruments
Check
Circuit breakers
Pushed in
Main to Emerg. Busbar warning lamp
Press-to-test
Flight controls
Freedom
Flaps
Operate over the full range. Check
visually and
against
indicator.
(Ensure flaps move only to next
'datum' position
when selection
is
made and that a second selection is
necessary to complete full travel
range)
Marker beacon lamps
Test
Radios
OFF
Switch panel
Select as required
Throttles
Closed
Propeller controls
Full forward (MAX RPM)
Mixture controls
Full RICH
Carburet tor heat
Freedom and OFF
External Supply/Starter Isol switch EXTERNAL SUPPLY
Auxiliary fuel pumps
OFF
Tip tank fuel transfer system
(if
fitted)
OFF
Generator switches
OFF
19th March 1987
Rev 10
Section 4
Page 5
__
CAA _
....... Aight Manual
FMI7
Additional items for Night Operations:Lighting/switches (Inst panel;
cabin; map; airframe de-icer
inspection lamp - if fitted)
Check
STARTING THE ENGINES
Preliminary notes
1.
Using the internal battery:
When the engines are to be started from the internal battery, the
External Supply/Starter Isol Switch must be selected to EXTERNAL
SUPPLY to allow the starters to be activated. After start up, the
switch must be returned to the OFF/STARTER ISOL position for the
remainder of the flight, unless an air start is required when the
switch selection will again be necessary.
2.
Using an external power source:
If the engines are to be started from an external power source, the
External Supply Switcn must be selected on (EXTERNAL SUPPLY) after
the external supply is connected. (Insertion of the ground supply
socket automatical:y isolates the aeroplane battery from the
busbarl. After the engines have been started, the socket must be
withdrawn and the External Supply Switch returned to the OFF/
STARTER ISOL position.
The generators should not be selected ON
until the external supply has been disconnected, otherwise a heavy
charge will be delivered to the external ground supply source.
Should it become necessa~y to use the engine starters in order to
assist a sluggish restart in the air, then this cannot be effected
until the Exte~nal S~pp1y S~itch is selected EXTERNAL SUPPLY for
the purpose).
WARNING ...
AVOID HEA\~ PROLO~GED USE OF THE STARTER. IF THE ENGINE IS
RELUCTANT TO START AFTER ABOCr SIX REVOLUTIONS, THEN REST THE
SYSTEM TO PREVEST OVERHEATING OF THE COMPONENTS.
Section 4
Page 6
19th March 1987
Rev 10
__
CAA ~
Right _
FMI7
General
The Lycoming engine is air pressure cooled and depends on forward
To prevent
movement of the aeroplane to maintain proper cooling.
overheating on the ground the follo~ing precautions are strongly
advised.
1.
Avoid unnecessary ground running.
2.
Ensure the aeroplane faces the wind.
3.
Confine the propeller pitch to the fine position (MAX. RPM)
4.
Maintain at least
fouled plugs.
5.
Keep the mixture control in the full RICH position.
1200 rev/min
as this will also
help to
avoid
STARTING PROCEDURE
The RH engine is normally the first to be started.
~
2
~
~
~
2
~
~
~
~
1.
Set fuel cock selectors;
TANK
2.
Select auxiliary fuel pumps ON and check fuel pressure
pointers within green sectors).
3.
Pump starboard throttle one to four times over its full travel to
prime the engine, bearing in mind that a hot engine requires little
or no priming.
4.
Set throttle to about one tenth OPEN.
5.
Select left magneto ON.
6.
Check "All clear". Move starter s~itch toward the engine to be
started. Engine should fire almos: immediately, whereupon the
right magneto should be selected O~ and the rev/min controlled to
1000 to 1200.
7.
Look for an indication of oil pressure and if this does not
register within 30 seconds shut down the engine and investigate the
fault.
8.
Repeat the process ~ith the LH engine.
2
~
19th March 1987
Rev 10
LH selector PORT
TANK; RH selector
STBD
(indicator
Section 4
Page 7
__
CAA ~
Right Manual
FM/7
\/
CHECKS AFTER STARTING
Auxiliary fuel pumps
OFF
Generators
After noting generator lo~-volt
warning
lamps
are
illuminated,
select generators ON, using each
selector s~itch, in turn, and note
that
respective
warning
lights
extinguish accordingly.
Vacuum gauge
3 - 5 in Hg.(The warning buttons on
the vacuum gauge must be retracted)
Ammeter
Normal indication (indicator pointer
within green sector)
Ammeter selector s~itch
BATT
Oil pressure
Above red line minimum
Fuel pressure
Normal indication (indicator pointer
within green sectorsl
Combustion monitor
(if fitted)
Check. Regulate mixture as necessary
Carburettor charge temp
(if fitted)
Indicating normally
Flight instruments
Indicating normally
Radio (if fitted)
Select frequencies as required
Cabin heater controls
Select as required
Ice protection systems
(if fitted)
Cycle and OFF
Pilot's door emerg. lock
release
Lever forward (or down) in slot
Section 4
Page 8
19th March 1987
Rev 10
IoIandor CAA ~
Right Manual
FMI7
GROUND CHECKS
Warm up
The engines are warm enough for take-off when they respond normally to
throttle openings. When satisfied that this is the case the following
tests should be made:1.
Test each magneto in turn for a dead cut at 1200 rev/min.
2.
Increase power
on
engine
to 17in
Hg
manifold
pressure
(approximately 2100 rev/min). Switch from both magnetos to one and
note rev/min drop off.
Re-select both magnetos and ~ait until
engine rev/min recover, then switch to the other magneto.
Note
rev/min drop off and return to both magnetos. Normal drop off is
100 rev/min, it should not exceed 175 rev/min and should not exceed
50 rev/min difference between magnetos.
3.
Set the throttle of each engine, in turn, to give 2100 rev/min and
exercise the respective propeller pitch control lever to check
correct operation of the governors; note that the engine speeds
(rev/min) decrease and increase accordingly.
4.
Set throttles to give 1500 rev/min and effect a feathering check as
follows:- move each propeller pitch control lever, in turn, down
through the gate to the FEATHER position; note drop in rev/min and
return pitch control lever before rev/min decrease belo~ 1000.
Ammeter check
Note that the ammeter reading is approximately 2 to 5 amps (in the green
sector) or is gradually falling to settle at that value.
Ammeter selector s~itch
Note that both LH and RH generator outputs are similar and indicating in
the green sector.
The sum of these t~o generator
outputs should be
consistent .ith the expected electrical demand. Normally the ammeter
selector s~itch should be returned to the BATT position after use.
19th March 1987
Rev 10
Section
4
Page 9
FMI7
Voltmeter check
Note that the voltmeter registers bet~een 27 and 29 .olts. An abnormal
indication is registered if the instrument shows 24 volts or less.
Tip tank fuel transfer system
On aeroplanes equipped with ~ing tip fuel tanks, ~hich also incorporate
automatic fuel transfer facilities, when fuel is present in these tanks
the system should be checked as follows.
Select each tip tank fuel
transfer switch, in turn, to MANUAL and note that the appropriate
transfer indication lights appear; select the switches OFF and observe
that the lights extinguish then select the s~~tctes to AL~O.
Fuel
transfer, from the wing tip fuel tanks to the main fuel tanks will then
take place automatically in flight.
TAXYING
Before attempting to taxy, ensure the parking brake is released.
The
aeroplane can be steered effectively during ground manoeuvring by means
of the rudder pedals. Brakes should be tested for efficient operation
as soon as possible after the aeroplane has started rolling.
RUNWAY THRESHOLD CHECK
Open up each engine, in turn to approximately 70 per cent power and
select carburettor heat FULL; check that the manifold pressure drops
accordingly and return the carburettor heat control to OFF.
PRE-TAKE-OFF CHECKS
Passenger notices (if fitted)
ON
Doors and DV Panels
Closed
Pitch
Full fine (1<1.-'.:\ B.!':,I)
Mixture
Full RICH
Carburet tor heat
OFF
Trim tabs
Set neutral
Section 4
Page 10
19th March 1987
Rev 10
__
CAA ~
Right Marual
FM/7
Flaps
Set to T.O. position
indicator)
Fuel
Check contents, selection and
pressure
(fuel pressure
indicator
pointers within green sectors)
Auxiliary
fuel pumps
(check
ON
Engine instruments
Checked
Flight instruments
Check and set as required
Pitot heater/Stall
Ice protection
(if fitted)
Autopilot
warn heater As required
systems
system
(if fitted)
As required
OFF
Flight controls
Full and free movement
Electrics
Selected as required (Ammeter
sho~ing charge; Voltmeter reading 27
- 29 volts; Circuit breakers engaged)
Cabin Heater
OFF
SCHEDULED
TAKE-OFF
PROCEDURE
General
It should be noted that to achieve the performance criteria scheduled in
Section 5 of this manual, the speeds and technique given belo~ under the
heading of Recommended Procedure,
must be follo~ed.
The alternative
Procedure must not be follo~ed ~hene,er
obstacle clearance
conditions
constitute a limiting factor.
If the aeroplane
has been subjected
to
moisture before take-off and is then operated at an altitude above
the
freezing level, it is possible for the stall ~arning system to become
unserviceable, because of freezing.
if the pitot/stall ~arning
heaters
are not s~itched on.
19th March 1987
Rev 10
Section 4
Page 11
.......
CAA _owed Right Manual
FM/7
Recommended procedure
Align the aeroplane ~ith the runway and open the throttles slo~ly to the
OPEN position. Depending upon the weight at ~hich it is operating the
aeroplane must be rotated at a speed of 4 kt (5 mph) less than the
speeds scheduled for the 50 ft safety height in Section 5.
The
aeroplane is capable of taking off in a 30 kt (35 mph) cross~ind
without resort to differential throttle application.
Alternative procedure
When the take-off distance available exceeds 5000 ft (1524 m), and
provided the airfield altitude does not exceed 5000 ft and ambient
temperature does not exceed lSA + 20 deg C, an alternative take-off
technique may be applied ~hich results in a quieter take-off and a more
comfortable climb out attitude. Align the aeroplane ~ith the run~ay and
open the throttles to the OPEN position. Reduce engine rev/min to 2400
by use of the propeller pitch control levers. Allow the aircraft to
accelerate on the ground until a speed of at least 65 kt lAS
is
achieved, rotate and climb out allowing the aircraft to accelerate to at
least 75 kt lAS by the time the 50 ft safety height is reached. At a
height of not less than 200 ft above the take-off surface, select flaps
UP and trim resultant nose heaviness. A comfortable climb attitude is
given at 95 kt lAS with engine po~er selected to approximately 75 per
cent. Other after take-off checks are given in the following sequence.
To achieve the best climb gradient in the event of an engine failure,
speed should be reduced to 65 kt lAS and power increased to maximum
take-off. "Flaps-up" take-off may also be made, following the procedure
described above but, if scheduled flaps-up performance is required, the
procedure is dealt with in Suppiement form in Section 7 of this manual.
AFTER TAKE-OFF
At a height
above 200
feet, select flaps
UP and
trim resultant
nose
heaviness.
Auxiliary fuel pumps OFF at a safe height.
Engine rev/min and manifold pressure set to recommended normal
power when safely clear of obstacles or terrain.
climb
Lean-off the mixture as appropriate (Lycoming Operator's ~anual Pt.
No.60297-10 refers).
Correct leaning is essential to ensure proper
engine
functioning
Section 4
Page 12
and maximum
fuel economy.
19th March 1987
Rev 10
IIIandor CAA ~
Right Manual
FM/7
Cabin heater (if fitted) selected as necessary.
Set altimeter(s) as required.
Passenger notices selected as required.
Carburettor heat
periods) .
selected as
required
(use intermittently
for
short
Pitot/Stall Warn heat, if selected ON during take-off, may be switched
OFF at the pilot's discretion and depending upon ambiept conditions.
HANDLING IN FLIGHT
Although procedures and performance data are given in this manual for
both the aircraft manufacturer's recommended normal climb power (2500
rev/min at full throttle) and maximum continuous power (2700 rev/min at
full throttle) the pilot must use the full maximum continuous power
rating of the engine(s) when safety considerations so dictate. The best
Rate-of-Climb and Gradient speed is 65 kt (75 mph) lAS but a more
comfortable attitude is maintained at 95 kt (110 mph) IAS with 75 per
cent power.
General flying
The aeroplane is easy to fly at all speeds and has no unusual features.
Use of carburettor heat
Carburettor icing can occur, unexpectedly,
in various combinations
of
atmospheric conditions. On damp, cloudy or foggy days, regardless of
the outside temperature, keep a sharp observation for power loss,
indicated by a decrease in manifold pressure. wben this situation
arises, apply full carburettor heat for 30 seconds; this action will
cause a further slight drop in manifold pressure. Return the heat
control levers to OFF and note that selected engine power is restored.
Do not keep heat selected FULL for long periods or excessive power loss
will result, with very little indication from the manifold pressure
indicator. During normal flight operations the carburettor heat control
levers should be left in the OFF position.
On aeroplanes with Mod
NB/M/304 embodied, an improved control system enables the pilot to vary
the application of heat to the carburettors, in conjunction with a
carburettor charge temperature indicator, to achieve the placarded
charge temperatures.
These aeroplanes are distinguishable by the
ratchet mechanism incorporated in the carburettor heat control lever
assembly.
19th March 1987
Rev 10
Section 4
Page 13
__
CAA ~
Aight Manual
F'MI7
Instrument flying
The degree to which flight in IFR conditions can be undertaken depends
upon how comprehensively the aeroplane is equipped with optional
instrument installations.
A remote indicating compass system
is
installed and this is the primary compass; the direct reading compass is
the stand-by instrument.
Flying in low temperature conditions
When flying in low ambient temperatures the propeller governors should
be regularly exercised - every ten to fifteen minutes - to keep the oil
supply circulating and thus avoid sluggish or unresponsive propellers.
Changes of trim
Flaps up
Nose down tendency
Flaps down
Nose up tendency
Application of power
Large increases in power produce a
marked nose up tendency
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 flight attitudes within the
following:Nose up 14 deg.
Nose down 2 deg. Wing down 3 deg. The quantity of
fuel remaining in the tanks when the contents indicators register zero,
cannot safely be used in flight.
Wing tip fuel tanks to Mod NB/M/1153
Additional fuel capacity is provided by this optional modification.
There are no associated handling differences.
System details are
provided later in this Section under the heading of Systems Management.
Feathering and Unfeathering
The correct procedures are detailed in Sect 3 of this manual.
Section 4
Page 14
19th March 1987
Rev 10
.....
CAA ~
RIght Manual
FMI7
Flying at reduced speed
Fly at 2400 rev/min and lOwer flaps to T.O. position.
This enables
a
comfortable attitude
to be maintained
at 78 kt (90 mph) IAS.
The
maximum speed in this condition must not exceed 114 kt (131 mph) IAS.
Flying in turbulence
The recommended
"Rough Air Speed"
in turbulence
is 88 kt (101 mph) IAS.
Stalling
Stalls are gentle in all configurations and from all attitudes
normally
encountered.
Because of this characteristic the electrically
operated
stall warning
system provides
visible and audible warning
at a safe
margin above the stall.
Recovery action
is normal.
Provided
the
recovery action is taken promptly, the height loss .ill be small.
Diving
The limiting speed or
(Section 2 refers).
VNE for this
aeroplane
is 177
kt (204 mph)
IAS
Spinning
Intentional
spinning is prohibited
(Section 2 refers).
Descent
Mixture should be richened
appropriately before commencing descent
and
rate
this should then be executed at 500 ft/min to give an acceptable
for passenger comfort.
Instrument/controls
)
"
monitoring
From time to time, juring flight, all indicators, selector
other control media should
be monitored
to ensure
functioning of the aeroplane systems.
PRE-LANDING
s~ltches, and
satisfactory
CHECKS
Harness
Fastened
Pilot's seat
Secure
19th March 1987
Rev 10
Section 4
Page IS
IoIander CAA ~
Right Manual
FMI7
Fuel
Contents and Selection
Engine instruments
Checked
Mixture
Full RICH
Carburettor heat
OFF (unless required intermittently)
Propellers
Fully fine (MAX RPM)
Auxiliary fuel pumps
ON. Check pressure (indicator
pointers .ithin green sectors)
All warning lamps
Extinguished
Cabin heater
OFF (Ventilating blower ON for windscreen de-misting)
Autopilot (if fitted)
OFF
Passenger notice
ON
Brakes
OFF
Pitot/stall Warn heat
As required
Final approach
After selection of flaps DOWN (56 deg), the speed may be progressively
reduced to the appropriate threshold speed quoted in Section 5.
BALKED LANDING
Apply full power smoothly to the engines and establish a positive rate
of climb. Select flaps to T.O. position and accelerate to 61 kt (70
mph). Select flaps UP at 200 feet above the ground and climb out at 65
kt (75 mph) or above as required for passenger comfort. Be prepared for
nose up change of trim during application of power and selection of flap
from T.O. to UP.
Section 4
Page 16
19th March 1987
Rev 10
Iolonder CA.A. ~
Right Manual
FMI7
CROSS WIND LANDING
The aeroplane
is capable of landing ~ith a 30 kt cross wind.
Note ...
Where conditions permit, this operation is facilitated by setting
flaps to T.O. or UP and increasing the air speed accordingly.
AFTER LANDING CHECKS
Auxiliary
fuel pumps
Flaps
OFF
UP
Pi tot/Stall
Unrequired
Warn heat
services
OFF
OFF
Trim settings
For take-off
Cabin heater
OFF
STOPPING
THE ENGINES
Idle the engines at 1000 rev/min for a period until temperatures
drop
and check the magnetos for a dead
cut. Stop the engines b~' mo\"ing the
mixture controls fully do~n~ard into the cut-off position.
CHECKS AFTER STOPPING
Fuel cocks
OFF
Ignition
OFF
s~itches
Generators
OFF
Other services
OFF
19th March
Rev 10
1987
Section 4
Page 17
__
CAA ~
Aight Manual
FMI7
Battery master switch
OFF
Parking
ON
brake
r.
Controls
Locked (Gust locks stowed
bag at rear of cabin)
Chocks
In position
in canvas
STALLING
system
Stalls are gentle
in all configurations.
The stall warning
provides a visible and audible warning at a safe margin above the stall.
is taken
Recovery action
is normal.
Provided the recovery action
promptly, the height loss will be small.
The stalling speeds for aircraft
with normal leading edges and drooped
leading edges to Mod NB/M/389, with
throttles closed, for all CG's and
at the gross weight applicable
to the relevant
Models, are tabulated
overleaf:-
Section 4
Page 18
19th March 1987
Rev 10
__
CAA ..... ooed Right MaroaI
FMI7
Model BN-2A (normal leading edges) Power Off
Flap Angle
(de )
Stalling Speed kt (mph)
(Indicated Air Seed)
4000 lb
5000 lb
6000 lb
6300 lb
UP
T.O. (25)
DOWN (56)
43 (50)
39 (45)
37 (43)
46 (53)
42 (48)
40 (46)
49 (56)
44 (51)
42 (48)
50 (57)
45 (52)
43 (50)
In certain circumstances, at the forward eG's, with the flaps extended,
lack of sufficient elevator angle may just prevent a true stall from
developing. The take-off safety speeds and the landing approach speeds
scheduled in Sect 5, are based on zero thrust stalling speeds, which are
as follows:Flap Angle
(de )
Stalling Speed kt (mph)
(Indicated Air Seed)
4000 It
5000 lb
6000 lb
6300 lb
T.O. (25)
DOWN (56)
38 (44)
36 (42)
41 (47)
39 (45)
43 (50)
41 (47)
44 (51)
42 (48)
Note ...
At present the variouS handling speeds scheduled in Section 5 are
unchanged and remain based on the Pre-Mod NB/M/389 stalling speeds
as tabulated above.
Models BN-2A-6, BN-2A-26 (drooped leading edges) Power Off
Flap Angle
(de )
:l
"
UP
T.O. (25)
DOWN (56)
Stalling Speed kt (mph)
(Indicated Air S eed)
4000 1.'0
5000 lb
6000 lb
6300 It
6600 lb
42 (48 \
37 (43)
34 (39 )
49 (56)
42 (48)
39 (45)
50 (57)
43 (50)
40 (46)
Stalling Speed kt (mph)
(Indicated Air Seed)
4000 lb
5000 lb
6000 lb
6300 lb
6600 lb
38 (44)
34 (39)
38 (44)
35 (40)
45 (52)
39 (45 )
36 (42 )
48 (55)
42 (48)
38 (44)
Zero Thrust
Flap Angle
(de )
T.O. (25)
DOWN (56)
19th March 1987
Rev 10
35 (40)
30 (35)
36 (42)
32 (37)
37 (43)
34 (39)
Section 4
Page 19
IoIander CAA _DWd
Aighl Manual
FMI7
SYSTEMS MANAGEMENT
FUEL SYSTEM
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 generous amount of fuel from each of the tank and gascolator drain
points (fig 2 refers). Should water content be evident, ensure that all
traces are expelled before taking off. Selection of the various
simple
fuel system controls is detailed in the preceding
sequential
checks
which the pilot is required to perform, before and during flight,
but
the line diagram opposite is included to enable a clear understanding of
system layout. When the cabin heater is in use it should be noted
that
an additional 4 US gal (approx) per hour will be consumed from the starboard main tank and due allowances should be made.
Operation
of auxiliary
fuel pumps
In accordance
with normal
civil airworthiness
requirements
auxiliary
fuel pumps are provided to back up the engine driven fuel pumps during
the take-off
and landing
flight phases; they also assist
in engine
starting.
To ensure long life the auxiliary fuel pumps should be used
as prescribed in this manual and they should not, of course, be run if
the fuel canks are dry.
After flight
Ensure that the auxiliary fuel pumps are switched OFF and the fuel cock
selectors are returned to OFF. Fuel tanks should always be replenished
as soon as possible after landing otherwise there is a higher risk of
contamination by condensation.
Wing tip fuel tanKS to ~od NB/M/1153
In aeroplanes
fitted with optional
wing tip tanks,
to the above
modification, an automatic
fuel transfer
system enables
the tip tank
fuel contents to be transferred to the main fuel tanks to give increased
endurance.
The following details describe
the operation of the system
pilots' check
lists, in this
(Sect 2 also refers) and the preceding
Section, make allowances
for aeroplanes
with or without this system.
The fuel transfer operation is accomplished automatically,
Section
Page 20
4
19th March 1987
Rev 10
Islander CAA """,<Ned Right Manual
F!I1/7
\,,;?~;::;R;S::::--
TIP TANI( CELL
FUEL
PUMP
SYSTEM
INSTALLATION
INSTA.LLATION
FUEL FEED TO CABIN
HEATER
FUEL COCK I~TALLATION
FUEL VENT
PIPEUNE
FUEL FEED
PIPELINES TO
ENGINE DRIVEN
PUMPS
u""e
fiLTER
(GASCOLA
TORSI
FUEL PUMP
INSTALLATION
FUEL TRANSFER
PUMP
AND SOLENOID
VALVE
WHEN TIP T AN"'S ARE
FITTED
fUEL COCK SElECTORS
(CONTENTS INDICATORS
AND PUMP SELECTOR
SWITCHES)
REAR
SPAR
FUEL SUMP ;)El'AILS
TIP
MAIN FU~L
SUCTION PIPE
FADM
TANK
VENTS
SUMP
AUXILIARY
FUEL
",,,.'"
•
\
FEED
FUEL!WATER../
DHA1NVAlVE
'SUCTION
fiLTER
PIPE
FROM FUEL
PUMPS
ADDITIONAL
,----'
EACH
TIP
THREE
WAY
COCKS
OFF'
T ANI(
TIP
LINE Fll·e;;.S
CRQSSFEEO
"IORMAl
ON
ENGIIIlE
"'"'
DRIVEN
±-----r~
,GASCOlATORS
LJ~
i
SYSTEM
19th March 1987
Rev 10
J
WATERORAIN
VALVE
DIAGRAM
"REWA'"
--±
•
Jrl-
TANKS
-r 1-
NORMAL
CROSSFEEO
ON
PUMP
DRAIN
I
-j
CAR8URETTORS
FUEL pu~p
,- __ ,",\~T:tvN:FE~~HA~~:OFl~:OID
fiTTED WITH CONTENTS
TRANSMITTER,
SUCTiON
FILTER.
VENTS
FRO""T
FUEL CONTENTS
TRAfllSMlTTER
UNIT
TIP TANK VENTS
TANK
~
Fig 2 Fuel System witn ~ing Tip Tanks
INS/M/IIS3) in situ
Section 4
Page 21
....
CAA
"I'fll1JII8d
Right Manual
F~1/7
provided that the two roof pa~el switches have been selected to AUTO.
Fuel from the LH or RH wing tip tank is pumped into the associated main
tank, when the fuel contents level of the main fuel tank descends to
approximately 35 US gallons. :t is recommended that the fuel transfer
switches are selected to ACTO as part of the pre-take off checks and
care should be taken, by the pilot, to avoid switching the facility off
before the fuel transfer cycle is complete. A green light, above each
sKitch, ShOKS when the associated fuel transfer pump and solenoid valve
have been selected. Fuel transfer is indicated by the changing state of
main and tip fuel tank contents indicators.
Tip tank contents should
decrease, while
main tank contents should
increase or remain
static
dependent upon engine demand. The switches have three positions and
will permit manual sKitching of the fuel transfer pumps, by the pilot.
if desired.
If any of the above indications do not appear at the
appropriate time, a system fai:ure may be likely and close attention
should be given to the main and tip fuel tanks contents indicators to
determine whether fuel transfer is taking place.
CAUTION ...
A green light indicatior., on its o~n, is not positive
indication
that fuel 'transfer is taking place. Similarly, the absence of a
green light indication 'Khen main fuel tank contents are less
than 35 US gallons) is ~ot necessarily an indication of failure
to transfer fuel. Correot indication of fuel transfer is given
by the contents indica:ors for the tip and main tanks as
described above. If a ~_el transfer failure is suspected in the
auto mode, select ~A~ a~1 monitor the fuel contents indicators
closely. If a failure is confirmed the tip tank fuel on that
side Kill not be a\'ailable. Should malfunction produce a
premature fuel transfer ~unction, select OFF on the appropriate
s~itch and use manual ~ontrol ~hen desired.
When using
recommended
Section 4
Page 22
the manual transfer process,
for transferring
f~e: from
the follOldng
procedure
is
19th March 1987
Rev 10
_
CAA
llI'Il"O""'I Right Manual
FMI7
the wing tip tanks to the main tanks (Sect 2 also refers).
1.
When the contents
of each main fuel tank have decreased
to
approximately 40 US gal, select the fuel transfer
pump s",itches
to MAN and top up the main fuel tanks.
2.
Under normal conditions the fuel transfer rates and engine
demands
are similar but, nevertheless,
monitor
the main fuel tank
contents
indicators, during
fuel transfer,
to avoid
the possibility
of
overfilling the main tanks and pumping fuel overboard, through
the
tank vents.
3.
Cease the fuel transfer
either main fuel tank.
4.
When main tank contents again decrease
transfer s",itching process.
if 60 US
gal is indicated
at any time
in
to 40 US gal, repeat the fuel
Note ...
In case of failure to transfer fuel from one tip tank, it has
been demonstrated that the effects on asymmetric flight
characteristics are negligible.
ELECTRICAL SYSTEM
General
o
z
"lz5
~
Clear instructions
for operation of the various electrical
systems
in
the aeroplane
are given
in the preceding
sequential
checks
and
procedures which
the pilot
is required
to perform
before and during
flight.
All main services
are protected
by thermal-type
circuit
breakers "'hich can be re-set
in flight. Persistent interruptions
from
ejected circuit
breakers should
be :nvestigated,
"ithout delay,
upon
landing in case of circuit faults.
Minor services
are protected
by
fuses "'hich are inaccessible
in flight and fuse failures
(excepting
those of cabin heating and ventilating ",hich are located adjacent to the
heater controls) "'ill affect the circuits concerned until rectified
on
the ground.
19th March 1987
Rev 10
Section 4
Page 23
FM/7
AIR CONDITIONING SYST~1
Cabin Ventilating System
Operation on the ground
For cabin conditioning on the ground, the ventilation blower, within the
cabin heater, should be used in the following ~ay.
Select the VENT
MOTOR switch, on the heater control panel, to ON and control the volume
of air by adjusting the air control lever (CABIN AIR) accordingly.
Also, in hot ~eather, it is advisable to ensure that all spherical
louvres are open before passenger entry, on the premise that function of
the louvres is made apparent and their further adjustment is obvious.
Otherwise it may take a considerable time for an inexperienced passenger
to recognise the purpose of his louvre.
Operation in the air
For cabin conditioning in flight it is preferable to use the spherical
louvres on the passenger service panels to deliver ram air and so avoid
over~orking the ventilating blower.
An auxiliary central duct, with
additional louvres, may be fitted as an optional installation in some
aeroplanes. This system can be brought into use by the pilot with a
switch at the front of the LH side passenger service unit.
Note ...
Some aeroplanes, not fitted ~ith cabin heaters, incorporate
ventilating blo.ers only and the detail in the above paragraph
is subject to variation accordingly; nor does the control panel
referred to, include any heater controls in this case and the
follo.ing t.o paragraphs are, therefore, inapplicable.
Operation of the Cabin Heater System
The cabin heater can be used .hilst the aeroplane is on the ground,
provided that the ventilation blo.er, referred to in the previous
paragraph is first s~itcned ON.
To start up the heater, select the
HEATER s~itch to the ON position and the system ~ill then operate
automatically, to a temperature datum monitored by a thermostatic s.itch
in the heater delivery duct. The temperature datum can be varied by the
heat control lever (CABIN TEMP) but if the thermostat snould fail or
there is insufficient air flo~ to enable its correct operation the
heater fuel supply is automatically shut off. An overheat switch,
embodied in the heater is connected to a red warning lamp at the
Section 4
Page 24
19th March 1987
Rev 10
IsIancIer CAA approoed Flight Manual
FMI7
lefthand side of the main instrument panel. This s~itch operates if the
air delivery, from the heater, rises above a pre-determined
temperature;
its action shuts off the fuel supply
to the heater, 'locks-out'
the
heater selection
circuit, and lights the ~arning lamp.
Should
this
condition occur, it can only be rectified by depressing a red button
on
top of the heater unit. This button is inaccessible in flight.
Unless
the overheated condition occurs as a result of mishandling, it denotes a
serious fault which should be investigated without delay.
CAUTION ...
If. on the ground, the heater
is s~itched OFF simultaneously
with the ventilating blower, the resul:ant'heat rise within the
heater unit may be sufficient to activate the overheat
s~itch.
In that event it will not be possible
to start up the heater
again until the red button on top of the heater has been reset.
ensure, therefore, that the ventilating blower
is allowed
to
run for at least one minute, after s~itching the heater OFF, to
dissipate residual heat.
Heater Control System Fuse
A fuse, situated on the heater
control panel, protects
the heater
control circuit in the event of a fault or a crash; in the latter
case
the fuse ~ill be ruptured by the action of the inertia s~itch.
A spare
fuse is situated adjacent to the operative one and this is provided
for
use in case of a transient fault.
Repeated fa:lure of the fuse may
be
indicative of a ~iring failure and this should be reported.
ICE PROTECTION
SYSTEMS
Full information of the operation of ice protection systems, when
are installed, is given in Supplement form in Section 7.
AUTOPILOT
these
SYSTEMS·
Full information of the operation
of autopilot systems, ~hen these
installed, is given in Supplemental form in Section 7.
PITOT-STATIC
are
SYSTEM
To cater
for regulations
current
in some co~ntries, an alternative
air pressure source, for the capsule operated instruments ~as introduced
under Mod NB/M/252.
In the form of a small manually operated valve,
at
the extreme lo~er left of the pilot's instrument panel this device
19th March 1987
Rev 10
Section 4
Page 25
l!IIandor CAA approved Aoght Manual
FM!7
allo~s the pilot to open the static pipe_,~e to the cabin atmosphere if
malfunction occurs in the normal static system.
Certain instrument
errors ~ill be noticeable with the alternative static source selected as
follows:a.
At any altitude, speed, flap position, power setting and with
DV windows open or closed, an altimeter error of less than 50
ft low reading ~ill be incurred. (This is within all normal
flight conditions).
b.
With a clean pitot, the ASI readi~g .ill not be slo., or
by more than 10 kt (11.5 mph).
fast,
EMERGENCY LOCATOR TRANSMITTER SYSTEMS
One of these systems may be installed under an optional modification
(Section 3 also refers). Of the two types specified, one is a permanent
fixture in the aeroplane whilst the other can be detached, if required,
for use as a separate mobile transmitter. Both of the systems can be
triggered automatically by inertia s~itches or, manually, by switches
adjacent to the radio racks at the RH side of the main instrument panel.
A test facility is included but tests must only be conducted ~ith the
prior agreement and permission of the local Air Traffic Control
Organization.
Section 4
Page 26
19th March 1987
Rev 10
Islander CAA approved
Flight Manual
FM/7
PERFORMANCE
Section 5
CONTENTS
Page
Definitions
3
General
3
Condition of aeroplane
3
Compliance with the air navigation order and
general regulations
4
Validity of performance
4
Conversion
information
charts
Position error
4
corrections
8
Variation of take-off and landing speeds with
aeroplane gross weight
10
Maximum take-off and landing weight for altitude and
temperature
12
Take-off run and take-off distance
14
required
o
Net take-off flight path
16
...J
Net take-off flight path I - first segment
20
Net take-off flight path II - second segment
22
Net take-off flight path III - third segment
24
En route performance ceiling and gross rate of climb two engines operating
26
En route net gradient
28
Z
<l:
l?
Z
w
~
o
w
t-
Z
a:
D..
Landing distance
Gross performance
of climb - one engine inoperative
required
data
En route climb - one engine inoperative
15th Jan 70
30
32
32
section 5
Page 1
Islander CAA approved
Flight Manual
FM/7
Fig
ILLl:STRATIONS
Wind component
1
Determination of temperature in relation to ISA and
conversion of deg F to deg C
2
Pitot head position
3
Position error
correction
to indicated airspeed
4
Variation of take-off and landing speeds \\ith aeroplane
gross weight ...
5
!\Iaximum take-off and landing weight for altitude and
temperature
6
Take-off distance required
- feet
7
~et take-off flight path - example
8
Net take-off flight path I - first segment
9
Ket take-off flight path
n - second
segment
10
Net take-off flight path III - third segment
11
En route performance ceiling and gross rate of climb two engines operating
12
En route net gradient of climb - one engine inoperative
13
Landing distance required
14
- feet
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Section 5
Page 2
15th Jan 70
Islander CAA approved
Flight Manual
FM/7
DEFINITIONS
The definitions listed hereunder are peculiar to this Performance
Section and. for that reason. do not appear in the general definitions
at the front of this manual.
VNO
Normal operating limit = maximum cruising speed.
Hard Runway
A surface such as concrete or tarmac.
Gradient of Climb
centage of :-
The ratio, in the same units, and expressed
as a per-
Change in Height
Horizontal Distance Travelled
The gradients of climb shown on the charts are true gradients,
are derived from true (not pressure) rates of climb.
i. e.
they
Gross Performance
: The average performance which a fleet of aeroplanes
can be expected to achieve if satisfactorily maintained and flown in accordance with the associated techniques described in the manual.
Net Performance
: Net performance is the 'gross' performance. diminished by amounts specified in British Civil Airworthiness Requirements to
allow for various contingencies which cannot be directly accounted for operationally, e. g. the need to manoeuvre, unavoidable variations in piloting
technique, temporary below-average performance, etc.
Provided that the
aeroplane is flown in accordance with the recommended procedures it is
extremely unlikely that its performance will be worse than the net performance scheduled .
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Use of the data in this section is only mandatory when required by the Air Navigation
Order or Regulations; otherwise its use. although most desirable on the grounds
of safety, is at the discretion of the pilot in command of the aeroplane.
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CONDITION OF AEROPLANE
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The information in this section relates to Britten-Norman BN-2A, and
Series,
Islanders which have the aerodynamically improved engine nacelles and
main
undercarriage leg fairings (introduced by Britten-Norman Modifications NB/M/
358) and which are powered by Lycoming 0-540 engines, fitted with Hartzell twoblade, constant speed, feathering propellers of 80 inches diameter (Pre-Mod N
B/M/977) or 78 inches diameter (Post-Mod NB/M/977),as defined in
Section
4th July 78
Section 5
Rev 7
Page 3
B
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Islander CAA approved
Flight Manual
FM/7
1 of this manual.
WAR:-lING ...
THE OPERATION OF EARLIER PRODUCTION AEROPLANES, NOT
£:'IIBODYING NB/M/3190R NB/M/358 IS RESTRICTED BY
WHEN
SCPPLEMENT ACTION IN SECTION 7 OF THIS MANUAL.
SUCH AEROPLANES ARE AUTHORIZED TO OPERATE AT A GROSS
WEIGHT OF 6300 LB (2858 KG) REFERENCE MUST, THEREFORE,
BE MADE TO SECTION 7.
I
CO~IPLIAl':CE WITH THE Am NAVIGATION ORDER AND
GENERAL REGULATIONS
1.
2.
This aeroplane is classified in Performance Group C.
For compliance with the Regulations governing flight over water,
air speed is 95 kt (109 m. p. h.).
the true
VALIDITY OF PERFORMANCE INFORMATION
The performance
1.
2.
3.
4.
5.
information
is not valid if :-
the total loaded weight exceeds the relevant Maximum Permissible
(takeoff and landing) Weight appropriate to the altitude and temperature,
refer
to fig 6;
the aeroplane is flown when the outside air temperature
exceeds the appropriate maximum temperature for which operational suitability has been established (refer to Sect 2);
readings from the charts are obtained by extrapolation (Le. using values of
parameters outside the range given on the charts), except as and when specifically permitted.
At temperatures
below the lowest range scheduled the
performance shall be assumed to be not better than that appropriate to the
lowest temperature
scheduled;
propellers of a type differing from those specified are fitted;
external modifications causing a significant increase in the aerodynamic drag
are incorporated.
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CONVERSION CHARTS
Charts to convert wind velocity into wind component, deg C and altitude ISA, and
deg F to deg C, are given in fig 1 and 2. Arrowed example lines illustrate their
use.
Section 5
Page 4
4th July 78
Rev
7
(
Islander CAA approved Floght Manual
Fl\1/7
WIND COMPONENT
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COMPONENT PARALLEL TO
FUGHT PATH
Fig. 1
Section
5
Page
5
B
Islander CAA approved Flight Manual
FM/7
DETERMINATION OF TEMPERATURE IN RELATION TO
I S A AND CONVERSION OF of TO
°c
EXAMPLE
DOTTED EXAMPLE SHOWS TKA T
A.... ALTITUDE
OF 4500 FT, WITH
Am TEMP. OF 29D£.G. C EQlATES
TO I5A·23 DEG. C AND THAT 29
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Rev
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FM/7
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Section 5
Page 7
Islander CAA approved Flight Manual
FM/7
POSITIO:'; ERROR CORRECTIONS
The posItion error corrections
fig 4.
The static error
correction
to be applied to the IAS to obtain EAS are shown in
applicable to the altimeter
does not exceed 30 ft.
Details of the position of the pitot static head are shown by fig 3.
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Section 5
Page 8
15th Jan 70
Islander CAA approved
Fhght Manual
FM/7
POSITION ERROR CORRECTION TO INDICATED AIRSPEED
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Section 5
Page 9
B
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FM/7
VARIATION OF TAKE-OFF AND LANDING SPEEDS \\lTH
AEROPLANE GROSSWEIGHT
The variations of take-off safety speed and landing approach speed over the permitted weight range of the aeroplane are shown by fig 5.
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Section 5
page 10
15th Jan 70
Islander CAA approved Flight Manual
FM/7
VARIATION
OFTAKE -OFF SAFETY SPEED WITH AEROPLANE
GROSS WEIGHT
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8th May 19bO
Rev 8
Section
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Page
11
Islander CAA approved Flight Manual
FM/7
:\fAXIMD:\1 L\KE-OFF
AND LANDING WEIGHT FOR
ALTITUDE AND TEMPERATURE
I
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The maximum permissible take-off and landing weight for varying altitudes and
air temperatures is shown in fig 6. This information is applicable to a variety
of Models as ilIdicated at the foot of the graph.
The example given by the arrowed dotted line shows that for an altitude of 1700 ft
with an air temperature of 20 deg C the maximum permissible take-off and landing
weight is 6100 lb (2765 kg).
Xotes ...
1.
At a particular aerodrome the actual weight may have to be less
than the appropriate maximum value given opposite, due to some
operational factor (such as take-off distance available, obstacle
clearance etc. ) becoming critical.
2.
This curve is determined by the one engine inoperative final takeoff climb requirement of a gross gradient of climb of not less than
0.8 per cent at a gross altitude of 1500 ft.
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Section 5
Page 12
15th Mar 73
Rev 4
D h;---l
Islander CAA approved
Flight Manual
FM/7
MAXIMUM
TAKE-OFF AND LANDING
WEIGHT
FOR
ALTITUDE AND TEMPERATURE
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LIMIT FOR MODEL BN-2A-26
15th Mar 73
Rev 4
Fig 6
Section 5
Page 13
Islander CAA approved Flight Manual
FM/7
TAKE-OFF RUN AND TAKE-OFF DISTANCE REQUIRED
The take ~ff distance required from rest to the 50 ft height point is shown in fig 7
for varying air temperatures,
aerodrome altitudes. weights, reported wind components and uniform runway slopes.
Associated Conditions
Engines
Carburettor
Wing flaps
Technique
Runway
I
heating
Both operating at maximum take-off
(2700 rev /min full throttle)
OFF
25 deg (take-off)
The aeroplane is held on the ground
m.p.h.) below the appropriate take~ff
and climbed through 50 ft at take-off
Dry tarmac runway, see note (2)
power
until 4 kt (5
safety speed
safety speed
The example given by the arrowed dotted lines shows that with an air temperature
of 30 deg C at an aerodrome altitude of 1000ft, and a weight of 6000lb (2722.0kg),
with a reported headwind of 10 kt, and a uniform uphill runway slope of L 6 per
cent. the take-off distance required is 1370 ft for aeroplanes not incorporating
;¥!odNB/M/977 (Note 4 refers).
Notes ...
1. The take~ff run required will not exceed, and must be taken as,
75 per cent of the take-off distance. The measured take~ff distance has been factored by 1. 25, to obtain the scheduled take-off
distance required, and the measured take-off run by 1.15.
2.
3.
4.
For operations from dry grass runways with freshly cut grass and
firm subsoil, the distance for a dry tarmac runway should be increased by 10 per cent.
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may therefore be used directly in the grids.
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For those aeroplanes fitted with 78 inch diameter propellers in
accordance with modification NB/M/977 (Sect 2 also refers) the
Take-Off Run and Take-Off Distance Required, as obtained from
fig. 7 opposite, must be increased by 5 per cent.
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Section 5
4th July 78
Page 14
Rev
7
TAKE-OFF DISTANCE-FEET
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FMI7
NET TAKE-OFF FLIGIIT PATH
IntI'oduction
The
information
pI'ovided in
this section
makes possible
the
constI'uction of a complete net take-off flight path to a height of 1500
ft above the aeI'odI'ome. It is assumed that both engines will be ~oI'king
until a height of 200 ft at which point the ail' speed is incI'eased to
the "flaps up" take-off safety speed of 65 kt (75 mph) IAS and the wing
flaps aI'e I'etI'acted.
I
AfteI' this flight path may be constI'ucted on the assumption that both
engines continue to function foI'paI't, OI' all, of the way up to 1500 ft.
If the aeI'oplane is opeI'ated in weatheI' conditions such that obstacles
cannot be visibly identified befoI'e I'eaching the minimum safe altitude,
compliance with the I'elevant opeI'ating I'egulations must be established
by using the one engine inopeI'ative net flight path fI'om the point at
which instI'ument flight is expected to become necessaI'Y.
In ciI'cumstances ~hen it is quite cleaI' that all obstacles aI'e less than
1500 ft above the aeI'odI'ome,and it has been established that they can
be cleaI'ed by the.maI'gins I'equiI'edby the opeI'ating I'egulations, theI'e is
no need to pI'oceed fUI'theI'with the constI'uction of the net take-off
flight path.
In the event of obstacles being above this height,
obstacle cleaI'ance must be established
by using the one
engine
inopeI'ative en-I'oute peI'foI'mance,shown in fig 13, afteI' completion
of
the net take-off flight path.
The technique ~hich is scheduled foI' establishing the net take-off flight
path is not mandatoI'y and does not have to be follo~ed in the event of
an engine failuI'e. HoweveI', it has been chosen because it gives the
best oveI'all obstacle c1eaI'ance, in conjunction ~ith satisfactoI'Y engine
cooling.
When making a nOI'mal take-off and climb away with both engines opeI'ating
fI'om an aeI'odI'ome ~hen obstacle
cleaI'ance ,,-ith one po~eI' Ilnit
inopeI'ative is cI'itical, the pilot must ensure that the aeI'oplane
exceeds by an adequate amount the net take-off flight path assumed in
assessing the obstacle clearance.
The charts in this section have been constI'ucted so that fuel consumed
dUI'ing the take-off I'un and climb has been allowed for.
Hence the
~eight to be used in the charts is that assumed at the beginning of the
take-off run. SimilaI'ly, aerodI'ome altitudes and ail' tempeI'atuI'es aI'e
quoted throughout.
Section 5
Page 16
19th March 1987
Rev 10
Right Manual
IoIander CAA ~
FMI7
A fully worked example of a straight flight path is given ir.the text
and illustrated in fig 8. Whilst the example given assumes a .eight and
so obtains a distance, it is also possible to obtain the optimum weight
for a given distance. Thus the take-off distances and flight paths may
be calculated for a range of weights, with other conditions remaining
constant, and knowing the distance of the obstruction from the start of
take-off, the optimum weight maybe found graphically by plotting
obstacle. clearance height against weight.
Presentation
The information required to
given in fig 9 to 11.
construct a
net take-off
flight path
is
A number of terms relating to the net take-off flight path presentation
are listed and defined below; they are included here and not in the
'definitions' section, since they may vary with different presentations,
and therefore it must not be assumed that their meaning is generally
accepted.
1.
Reference Zero. This is the zero to which the co-ordinates of the
various points in the net take-off flight path are referred. It is
defined by a vertical datum which passes through the 50 ft height
point at the end of the take-off distance required, and a
horizontal datum which is 50 ft below this point.
Z.
First Segment. This extends from the end of the take-off distance
required to a point at a height of ZOO ft at which the airspeed is
increased to the flaps up take-off safety speed of 65 kt (75 mph)
IAS and the wing flaps are retracted.
3.
Second Segment. This extends from (Z) to the 1500 ft point or the
point at which the one engine inoperative net take-off flight path
is assumed to commence.
4.
Third Segment. When applicable, this extends from the height at
which .eather conditions do not permit visible identification of
obstacles, at which the use of the one engine inoperative data
becomes necessary. The third segment ends at 1500 ft.
Net Take-off Flight Path - Illustrated example
Examples of the use of the net take-off flight path charts are given
below and illustrated in fig 8. It is assumed that (a) one engine fails
at 800 ft and (b) engine failure does not occur.
19th March 1987
Rev 10
Section 5
Page 16a
Islander CAA appnM>d Aoghl Manual
FM/7
In the example, the ai~ temperature is 22 deg C (ISA + 13 deg C) at an
aerodrome altitude of ;~ao ft (914 metres), ~ith a ~eight of 4900 It
(2222.6 kg) and there:s a reported headwind component of 6 kt.
The
same examples ha,e been shown in fig 9 through 11 and the values so
obtained are quoted :n tte text on the facing page of each graph.
The position of point ~ (or reference zero) is established from the
take-off distance requi~ed or available, whichever is the less, and
therefore the distance o~ point A to any obstruction can be determined.
Calculation of the segme~ts then proceeds as follows:-
Section 5
Page 16b
19th March 1987
Rev 10
Islander CAA apprDYed Right Manual
FMI7
THIS PAGE LEFT BLANK INTENTIONALLY
19th ~larch 1987
Rev 10
Section
5
Page 17
Islander CAA approved Flight Manual
FM/7
(a)
First Segment (A-B) From fig 9, horizontal distance (to 200 ft) = 1600 ft.
Second Segment (B-C) From fig 10
Net gradient of climb = 13.5 per cent
Height increment = 800 - 200 = 600 ft
.
.
600 x 100
13. 5
= 4440 ft
HOrizontal dIstance =
Total distance to point C = 6040 ft at 800 ft
Third Segment (C-D) From fig 11
Net gradient of climb = 2.04 per cent
Height increment = 1500 - 800 = 700 ft
Horizontal distance
=
70~~0~00
=
34300 ft
Total distance to point D = 40340 ft at 1500 ft
(b)
First Segment (A-B) From fig 9, horizontal distance (to 200 ft) = 1600 ft.
Second Segment (B-Z) From fig 10
Net gradient of climb = 13.5 per cent
Height increment = 1500 - 200 = 1300 ft
.
.
1300 x 100
13. 5
- 9630 ft
HOrIzontal dIstance =
Total distance to point Z = 11230 ft at 1500 ft
Note ...
The first segment is scheduled as a conservative approximation to the
follOWingsegments :-
1l
::0
1. A climb at the appropriate take-off safety speed with flaps 25 deg
i. e. TAKE-OFF from the 50 ft height point to 200 ft.
m
2. An acceleration at 200ft during which the speed is increased to"65
kt (75 m. p. h. ) 1ASand the flaps are retracted.
m
Z
Gl
This is illustrated in fig 8"
Z
Section 5
Page 18
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15th Jan 70
PRINTED
IN ENGLAND
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Islander CAA approved
Flight Manual
FM/7
NET TAKE-OFF FLIGHT PATH I - FIRST SEGMENT
The horizontal distance travelled from the reference zero to the completion of flap
retraction, and the attainment ofthe flaps up take -off safety speed at 200 ft is shown
in fig 9 for varying air temperatures,
aerodrome altitudes, weights and reported
wind components.
Associated conditions
Engines
Carburettor
Wing flaps
Airspeed
heating
Both operating at maximum take-off power
(2700 rev /min full throttle)
OFF
Retracted during acceleration at 200 ft
Take-off safety speed up to 200 ft height point
then accelerated to 65 kt (75 m. p. h.) IAS
The example given by the dotted lines shows that With an air temperature of 22 deg
C (ISA + 13 deg C) at an altitude of 3000 ft with a weight of 4900 lb (2222.6 kg),
with a reported headwind component of 6 kt, the horizontal distance travelled is
1600 ft.
Notes ...
1. The wind grids are factored so that 50 per cent of headwinds and
150per cent of tailwinds are obtained. Reportedwinds may therefore be used directly in the grids.
2.
The data given in fig 9 has been derived from gross performance
reduced by a margin of 2.0 per cent gradientor the equivalenthorizontal acceleration.
1)
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Section 5
Page 20
15th Jan 70
hor;zontal
distance to flap retraction
complete point at 200 feet
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Flight Manual
(
FM/7
NET TAKE-OFF FLIGHT PATH II - SECOND SEGMENT
The net gradient of climb between the end of the First Segment and either the 1500
ft height point or the point at which the one power unit inoperative net take-off
flight path is assumed to commence is shown in fig 10 for varying air temperatures,
aerodrome altitUdes, weights and reported wind components.
Associated
conditions
Engines
Carburettor
Wing flaps
Airspeed
:-
heating
Both operating at maximum take-off power
OFF
Retracted
65 kt (75 m. p. h.) IAS
The example given by the arrowed dotted lines, shows that with an air temperature
of 22 deg C (ISA + 13 deg C) at an aerodrome altitude of 3000 ft, and a weight of
4900 lb (2222.6 kg) with a reported headwind component of 6 kt, the net gradient
of climb is 13.5 per cent.
Notes ...
1. The wind grids are factored so that 50 per cent of headwinds and
150 per cent of tailwinds are obtained. Reported winds may therefore be used directly in the grids.
2.
(
)
The data given in fig10 has been derived from gross perform:mce
reduced by a margin of 2.0 per cent gradient.
1::
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-
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(,
Section 5
Page 2~
15th Jan 70
NET GRADIENT OF CLIMB -
%
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NI 03.LN18d
*
Islander CAA approved Flight Manual
FM/7
NET TAKE-OFF FLIGHT PATH III - THmn SEGMENT
The net gradient of climb between the point at which the one engine inoperative net
take-off flight path is assumed to commence and the 1500ft height point is shown
in fig 11 for varying air temperatures, aerodrome altitudes, weights and reported
wind components.
Assoc iated conditions
Engines
Carburettor heating
Wing flaps
Airspeed
Operative engine at maximum take-off power
(2700 rev/min full throttle).
The propeller of
the critical inoperative engine is feathered.
OFF
Retracted
65 kt (75 m. p. h. ) lAS
The example given by the arrowed dotted lines shows that with an air temperature
of 22 deg C (ISA + 13 deg C) at an aerodrome altitude of 3000 ft and a weight of
49001b (2222.6 kg) with a reported headwind of 6 kt and an assumed power failure height of 800 it the net gradient of climb is 2.04 per cent.
Notes ...
1. The wind grids are factored so that 50 per cent of headwinds and
150per cent of tailwinds are obtained. Reported winds may therefore be used directly in the grids.
2. The data given in fig 11 has been derived from gross performance
reduced by a margin of 0.8 per cent gradient.
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Section 5
Page 24
15th Jan 70
NET GRADIENT OF CLIMB
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Islander CAA approved Flight Manual
FM/7
EN ROUTE PERFORMANCECEILINGANDGROSSRATE OF CLIMB TWO ENGINESOPERATING
The performance ceiling with two engines operating may be obtained from fig 12
for varying weights, altitudes and air temperatures.
The chart may also be used
t.o determine the gross pressure rates of climb.
Associated conditions :Engines
I
Carburettor heating
Wing flaps
Airspeed
Both operating at maximum continuous power
(2700 rev /min and full throttle) but see Note 2.
OFF
Retracted
65 kt (75 m. p. h. ) IAS
The example A given by the arrowed dotted lines shows that for a weight of 4900
lb (2222.6 kg), in an atmosphere of !SA + 10 deg C, the performance ceiling is
19900 ft.
The example B shows that at an altitude of 11500 ft, in an atmosphere of ISA+ 10
deg C at a weight of 4750 lb (2154.6 kg), the gross pressure rate of climb is 680
ft/min.
1.
I
2.
Notes ....
The performance ceiling is a maximum altitude which may be assumed
when establishing compliance with the operating regulations dealing
with en route flight.
It does not prohibit flying at a higher altitude
(although at some altitudes the operating regulations may require oxygen to be carried) but it is unlikely that the performance ceiling will
be achieved unless more continuous power and the airspeed quoted in
the Associated Conditions are used towards the end of the climb.
For normal climb operation, reduce power to recommended normal
climb power (2500 rev/min at full throttle) as soon as clearance above
terrain and obstacles permits. Under these conditions the performance
obtained from fig 12, opposite, must be reduced by 100 [tlmin.
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2
m
2
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2
o
Section 5
Page 26
8th May 1980
Rev 8
Islander
CAA approved
Flight Manual
FM/7
EN ROUTE PERFORMANCE CEILING AND GROSS
RATE OF CLIMB-TWO ENGINES OPERATING
20000
IW
W
u..
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W
Cl
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SEA LEVEL
6500
6000
0
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<.?
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LillE
5000
A
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3:
4000
o
1000
500
1500
PRESSURE RATE OF CLIMB - FEET/MINUTE
8th May 1980
Rev 8
Fig 12
Section
3
Page ~7
Islander CAA approved Flight Manual
FM/7
(
EN ROUTE NET GRADIENTOF CLIMB - ONE ENGINEINOPERATIVE
The one engine inoperative en route net gradient of climb is shown in fig 13 for
varying altitudes, air temperatures and weights.
Associated conditions
Engines
Carburettor heating
Wing flaps
Airspeed
Operative engine at maximum continuous power
(2700 rev /min full throttle).
The propeller of
the critical inoperative engine is feathered.
OFF
Retracted
65 kt (75 m. p. h. ) IAS
The example given by the arrowed dotted lines shows that at an altitude of4000ft
in an atmosphere of ISAat a weight of 5500lb (2494.8kg) the net gradient of climb
is +1. 3 per cent.
Notes ...
1. When constructing the flight path profile over a range of altitudes
the number of points plotted shall be sufficient to enable a smooth
curve to be drawn.
(
2. The data given infig 13has been derived from gross performance
reduced by a margin of LOper cent gradient.
For gross rates
of climb refer to fig 15.
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m
..
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Gl
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(
Section 5
Page 28
15th Jan 70
Islander CAA approved Flight Manual
*
FM/7
EN ROUTE NET GRADIENT OF CLIMB
ONE ENGINE INOPERATIVE
15000
IW
W
U.
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10000
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ISA -lOoe
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ISA.
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2
NET GRADIENT
6
8
%
THIS DATA IL\S BEEti' Dt:R1VED FROM ClBOEIIlPERFORMANCE REDOCED BY
1.0 PER CENT GRADIDIT; TO COMPLY wrm BR1TlBB CIVIL AlRWORIBlN!;BS
REQUIREMENTB FOR B1UTISB REGIln'ERED AEBOPLAm:S CLASSIFIED IN
PERFORMANCE GllOUP C.
6th Jan 75
Rev 5
Fig
13
Section 5
Page 29
D ~-[
Islander CAA approved
Flight Manual
FM/7
LANDINGDISTANCEREQUIRED
The landing distance required is shown in fig 14 for varying air temperatures,
aerodrome altitudes, weights, forecast wind components and uniform runway
slopes.
Associated conditions :Engines
Wing flaps
Technique
Runway
Propellers in fine pitch, power to maintain
approach gradient of 5 per cent
56 deg (fully extended)
Approach at the appropriate threshold speed.
Maximum wheel braking is applied immediately
after touchdown.
Dry tarmac runway
The example given by the arrowed dotted lines shows that at an altitude of 2000ft
and 11 deg C (ISAconditions) and a weight of 6000 lb (2722 kg), with a forecast
headwind component of 6 kt and with a uniform downhill runway slope of -0.8 per
cent, the landing distance required is 1365 ft.
Notes ...
1. The landing distance required includes the Air Navigation Regulation
field length factor of 1;~.
This means that distances obtained
from fig 14 may be equated directly to the landing distance available.
2. For operations from dry grass runways with freshly cut grass and
firm subsoil the distances for a dry tarmac runway should be increased by 10 per cent.
3. Refer to Section 4 for recommended airfield approach procedure
for normal landing.
4.
The wind grids are factored so that 50 per cent of headWinds and
150 per cent of tailwinds are obtained.
11
-:II
2
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m
o
2
m
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2
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2
o
Section 5
Page 30
9th May 1977
Rev 6
LANDING DISTANCE - FEET
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Islander CAA approved Flight Manual
FM/7
"GROSS" PERFORMANCE DATA
The following paragraph and associated chart contain additional performance data
which is given for general information and for routine flight test purposes only.
It is not to be used for establishing compliance with the operating regulations.
The
performance scheduled is "gross" data, that is to say it is the expected performance of an average aeroplane of the type, and no margins have been subtracted.
The rates of climb are "pressure" rates, and may be directly compared with the
performance measured by the aeroplane's altimeter set to 1,013 mb.
EN ROUTE CLIMB - ONE ENGINE INOPERATIVE
The pressure rate of climb in the en route configuration,
is shown in fig 15 for varying altitudes, air temperatures
Associated
conditions
:-
Engines
Carburettor
Wing flaps
Airspeed
one engine inoperative,
and weights.
heating
Operative engine at maximum continuous power
(2700 rev/min full throttle).
The propeller of
the critical inoperative engine is feathered.
OFF
Retracted
65 kt (75 m. p. h. ) IAS
The example given by the arrowed dotted lines shows that at an altitude of 8500ft,
in an atmosphere of ISA + 20 deg C, at a weight of 6000 lb (2722 kg), the pressure
rate of climb is -106 ft/min.
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,
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Z
o
Section 5
Page 32
15th Jan 70
Islander CAA approved Flight Manual
FM/7
EN ROUTE CLIMB-ONE
ENGINE INOPERATIVE
IW
W
U.
I
W
10uo
Q
::>
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5000
~
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SEA LEVEL
6500
6000
0
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W
~
4500
4000
-200
-100
0
100
200
300
400
PRESSURE RATE OF CLIMB - FEET !MINUTE
15th Mar 73
Rev 4
Fig 15
Section 5
Page 33
Islander CAA approved
Flight Manual
FM/7
Section 6
WEIGHT
AND
BALANCE
CONTENTS
Page
GENERAL DETAILS
Weight and moment data
2
Cabin capacity and cargo restraint
2
Loading and C. G. determination
2
Table
TABLES
o
z
Loading example
1
Load weights and moments - cargo
2
Load weights and moments - fuel and oil
3
Load weights and moments - occupants
4
Load weights and moments - moment limitations
5
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ILLUSTRATIONS
~
Reaction arm diagram
w
o
w
Cabin dimensions
I-
Fig
1
and floor loading
Z
Cargo restraint
a::
details
3
(L
C. G. envelope diagram for BN-2A, BN-2A-6 and BN-2A-8
I
aeroplanes
...
...
4
. ..
C. G. envelope diagram for BN-2A-26 aeroplanes
••.
15th Mar 73
Section 6
Rev 4
Page 1
Islander CAA approved Flight Manual
FMI7
GENERAL DETAILS
WEIGHT AND MOMENT DATA
This section contains the information necessary for correct loading and centre of
gravity calculations for the aeroplane.
An Aircraft Weight Schedule, relating to
the particular aeroplane to which this manual is assigned, is included at the end
of this section.
This document defines the condition of the aeroplane at the time
of its delivery and it is the operator's responsibility to ensure that proper amendments are made when changes of equipment are sUbsequently effected. A reaction
arm diagram showing all the salient dimensions and datum positions, to be used in
establishing weight and C. G. calculations for the aeroplane,
is illustrated in fig
1. Weight and balance limitations specified in Section 2 must never, at. any time,
be exceeded.
CABIN CAPACITY AND CARGO RESTRAINT
Available cabin space, floor loading intensity, load distribution recommendations,
and door aperture sizes are shown by fig 2. Typical cargo restraint l;!etails, including tie -do\\''Il recommendations
and limitations,
are shown by fig 3.
LOADING AND C. G. DETER~IINATION
General
It is the responsibility
of the owner and pilot, before any flight, to ensure that the
aeroplane is properly loaded. At the time of delivery, the manufacturer prOVides
the necessary weight and balance data for the owner, or pilot, to compute his
loadings as described in succeeding paragraphs.
All subsequent changes in weight
and balance are the responsibility of the aeroplane owner and must normally be
recorded on an amended Weight Schedule.
The A. P. S. Weight and Moment of
the aeroplane at the time of delh'ery is shown on the Aircraft Weight Schedule
annexed to this section.
i\loments are taken about the Wing leading edge: i. e.
134.5 in. aft of Station O. All moments are divided by 100. Extreme care should
be taken at all times to ensure that, during loading, a proper check is kept upon
If any item of cargo is to be carried, which
the fuel and cargo placed on board.
has density and/or shape precluding the use of the mean cargo area arms, then
the load moment of that item should be computed separately.
To help the user
in arriving at a correct centre of gravity position, for a given weight and load
configuration, an example loading case is set out in Table 1. In practice the relevant details for such a table must be abstracted from the Aircraft Weight Schedule
for the aeroplane concerned, to which must be added the known weights of fuel,
oil, payload and other variables.
A table similar to this must be compiled, for
a loaded aeroplane, before flight.
An illustration of the envelope encompassing
Section 6
Page 2
15th Jan 70
"0
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Islander CAA approved Flight Manual
FM/7
c
[DATUM
MAIN WHEEL REACTION
,
.Str. 0 in.
o
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Stn 134·5 in.
c
3·75 in
~
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JACKING POINT REACTION
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a:
A = 116'5 in. Nose wheel
reaction arm
= 40'7 in. Main wheel reaction arm
=
in.Tail bumper r~action arm (obtain
D = 14·8 in. Jacking point reaction arm
B
C
by measuring)
Cl.
15th Jan 70
Fig 1 Reaction arm diagram
Section 6
Page 3
Islander
eM approved
Flight Manual
FM/7
the CG. limitations is shown in fig 4.
Note ...
A pad of Load and Trim Sheets, which provide for a duplicated record of
any CG. calculation, is supplied with this aeroplane. Speedy
determiation of the correct CG. position is possible when these forms are
used.
I
I
Instructions
for correct loading
To arrive at the Take-off Weight and Moment:1.
Record the A.P.S. Weight and Moment from the Aircraft Weight Schedule. Moments
must be divided by 100.
2.
Record the weight and moment of crew (as necessary), passengers, baggage, cargo, fuel
and oil. The values may be found from the relevant Loads, Weights and Moments tables
(table 2 to 4 inclusive).
3.
Total up Weight and Moment columns. The total weight must not exceed the maximum
permissible gross weight at take-off and moments should not exceed those stated in table 5
(Load weights and moments - moment limitations). Should the total moment be greater
than the maximum allowed at that weight, then load items must be moved forward or
reduced in weight. If the total moment is smaller than that allowed at that weight then load
items must be moved aft or reduced in weight.
I
Section 6
Page 4
20th
August 1991
Rev 11
Islander CAA approved
Flight Manual
FM/7
Table
1 LOADINGEXAMPLE
Item
A. P. S. Weight (including pilot and unusable
fluids) obtained from weight schedule
I
Usable oil, 3.9 Imp gal at 9 lb/Imp gal
(4.7 US gal at 7! lb/US gal)
(17.7 Litres at 0.9 kg/Litre)
0
z
4100
Moment
100
(lb in. )
+ 906
35
Negligible
140
340
310
145
200
63
52
+ 47
+
65
+ 145
Baggage (Cargo)
250
+ 264
Fuel,
780
+ 211
Total at Take -off
6300
+ 1523
Fuel used
-500
-
Total at Landing
5800
+ 1388
Passengers.
I
I
Weight
lb
Row 1
2
3
4
5
(One male)
(Two male)
(Two male)
(One female and infant)
(One male)
108 Imp gal at 7.2 lb/lmp gal
(130 US gal at 6.0 lb/US gal)
(492 Litres at 0.72 kg/Litre)
135
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25th Sept 70
Section 6
Rev 2
Page 5
Islander CAA approved
Flight Manual
FM/7
..
31.S IN
I
(80. u eM)/
49 ;') 1:(1 2b ~ll
36 IN
(91,4 eM\
I---~-----
VIE";
ON ARROW
9FT.
'-------
11FT.
-:::±:J=~==f----
----
iL"".
(2.9ZMJ
l.SC-;.
(3.39M)
PRE-MOD SB!M/483
12 FT.
i,
9.5 L"'. (3.89 M)
-I
43 IN.
(1. 09 M)
POST-MOD
:-iB/M/483
IS FT.
2 IN.
(4.62
M)
34 IN
(86 4 C~I
Cabin and entrance
Note
Note
THE LOAD LIMITS SHOWS ARE ','OT
CUMULATIVE
THE ~1A.X!Mt:M
USEFUL LOAD. AND ITS DISPOSITIO;<;,
MUST ALWAYS BE l~ ~CCORDA"'CE
WITH THE PRESCRJBED WEIGHT A:-.D
BALANCE DATA
door
dimenSions
iC
THE SEAT A ...O C-1H{,() \TT-\C1(\II:.'\T
DATl \1 POI"TS SHO\\ \, I' TH[S 01 \GHA\l
""RE COI\,CIO£\T
\\ITlI Tilt CT ....THI:.S
I:. \DS or
OF TH1:. R.o\DIl OF TlI!:. S\l-\lL
THE KEYHOLE SLUT~ I\, THF C .1.91'
fLOOR.
r
MAXIMUM LOAD FORWARD
OF FRONT SPAR NOT TO
EXCEED 1000 LB (453 6 KG)
o--~C
DETAIL OF
KEYHOLE SLOT
I
MAXIMUM LOAD AFT OF
REAR SPAR NOT TO EXCEED
1000 LB (453.6 KG)
~
Z
MAXIMUM LOAD ON BAGGAGE
PLATFORM NOT TO EXCEED
400 LB (182 KG)
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SEAT Al'ID CARGO
ATTACHMENT
STAT ION POINTS
..
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(')'[HJ()~T.),IJO'\
.-.--
RlfEHf-'CI-S
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194
~
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CabIn floor
Section 6
Page 6
loadIng details
FRONT SPAR
DATt.:M
(ST:-: 150.5)
Fig 2 Cabin dimensions
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MAXIM UM LOAD
CONCENTRATION
120 LB/FT2
(586 KG/M.2)
WITHIN SHADED AREAS
and floor loading
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m
4th July 78
Rev 7
Islander CAA epproved
Flight Manual
FM!7
!L;---1
6 Point lashing system
Loads up to 750 LB
(340 KG)
3 I~ I
:
~~
I
----
_-----_
~
..::: --..... ---__ -
~
LASHING - MINIMUM
c:::::~~:;::=__
L.A'"-'-
--.~~
~STRENGTH 4000 LB (1812 KG)
I
~
I,
,,=~
LASHING ANGLE
I=~
LASHING - MINIMUM
STRENGTH 2000 LB '906 KG,
/~,
~~~C
L\SHI\"G
~,
POI\"TS
__ ~- ...__
LASlflNG - i\lINr~1t::-.J
STRENGTH 2000 LB (906 KG)
I
-----~
..........
~>--__
: -- _ ~
"-k
- •
'
1
I
LASHING "'GLEe-z'---=)
'-/
.---
\i -
L
4 Point lashing system
Loads up to 380 LB (172 KG)
"
I
'-_~
\
------
"
~
HI
_~I
-
......
'
---
---}'H
~--_
----- I
~~
!L
3
~
3
=----
rQ/?"'--:
<....="",- WA:1I1'D
LASHING - ~INIM(;:
~
STRENGTH 2000 LB (906 KG)
CURVES OF LOAD AGAINST
LASHING ANGLES
60
,-
...
55
"
Z
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c(
45
"-
40
f/)
35
W
Z
-
•
---:-:::: :~:
--.- ~~
- :-.
,
::ri-- .::' : .
.;+:. ...
-j
.-
6 POINT
•
P~II'T
LASHING
SYSTnl
,
~
-
~LASHING
SYSTEM
..+
t-
::t
...
~i1rf-[
+-
=tt:i::=r:~
c(
--
-. t·
• ·t~
--1
J
.
~.;.......-\--r/-
30
o
200
(90.6KGj
400
{lB1.2KGJ
600
(271.8 KG)
.
=-=
800
(362.4KG)
1000
(453 KG)
FREIGHT LOAD LB (KG>
8th May 1980
Rev 8
Fig 3 Cargo restraint
details
Section
6
Page
7
e
B
6
Islander CAA approved
}~
Flight Manual
FM/7
Table 2
Weight
Ib
Fwd of Front Spar
Station 122
LOAD WEIGHTS AND MOMENTS - CARGO
Between Spars
Station 162
Aft of Rear Spar
Station 194
Station
240
Station
255. ;;
(Mod NB/
:\1/483)
All Moments are divided by 100
20
3
+
6
+ 11
~ 21
- 24
40
5
+ 11
+ 24
-
-
60
8
+ 17
+ 36
+ 63
- 72
-
10
+ 22
+ 48
+ 84
-
13
+ 28
+ 60
-105
-120
19
+ 41
+ 89
-158
-181
25
~ 55
+119
- 211
- 241
31
~ 69
+ 149
- 264
- 301
300
-
38
~ 83
+179
·c
317
- 362
350
-
44
+ 96
+208
+ 363
- 422
400
-
50
+ 110
+ 238
- 422
- 482
56
-124
-268
80
100
150
200
250
450
500
- 63
+138
+298
550
-
69
-151
+327
600
75
+165
+ 357
650
-
81
+179
+ 387
700
- 88
+ 193
+417
750
-
+ 206
+446
800
-100
+ 220
+476
850
-106
+506
900
-113
+536
950
-119
+ 565
1000
-125
+ 595
Section 6
Page 8
94
42
48
96
-u
:D
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...,
~
0
-
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0
4tb July 78
Rev i
ISlander CAA approved
Flight Manual
FM!7
Table 3 LOAD WEIGHTS AND MOMENTS
Weight
lb
- FUEL AKD OIL
Wing Tank
Station 161. 5
All Moments are divided by 100
50
~
14
100
150
200
- 54
250
-
68
81
300
35U
~
400
- 108
45U
- 122
500
- 135
550
~ 149
o
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600
- 16~
...J
650
- 176
UJ
700
- 189
~
750
- 20~
800
- 216
«
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0..
Note ...
As the moment arm for engine oil is short,
ignore the moment for the oil and merely
add the weight
15th Jan 70
Section 6
Page 9
Islander CAA approved Flight Manual
FMI7
T.lble 4 LOAD WEIGHTS AND :VIOMENTS - OCCUPANTS
Pilot or Passenger
Seat Row 1
Station 89
\\ c'lght
lIJ
Seat Row 2
Station 120
Seat Row 3
Station 150
Seat Row 4
Station 179
Seat Row;)
Station 20,
All :'10 men ts are divided by 100
1111
- 49
- 17
- 1,
- 49
-
80
leU
- 34
- 18
-
18
- 53
-
87
l.~
(\
- 59
- 20
- 20
- 58
-
94
1--1 \l
- 6:3
-
21
- 21
- 62
- 101
1 -d)
- 68
- 23
- 23
- 67
- 109
I·
- 1":2
- 24
- 24
- 71
- 116
'I
1~ "
-
,,
- 26
- 26
- 75
- 123
l"lj
- 81
- 27
-
-,
- 80
- 130
')-
1~I I )
- 86
- 29
- 29
- 84
- 138
:2(1)
- 911
- 30
- 30
+
89
- 145
1)
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For information
on baggage compartment
loading,
refer
to Table 2
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Section 6
Page 10
15th Jan 70
Islander CAA approved Flight Manual
FM/7
Table 5 LOAD WEIGHTS
AND MOMENTS
- MOMENT
LIMITATIONS
Note ...
I
Coupled with the C. G. envelopes (fig4 and 5), the
followingMoment Limitations apply ;Weight
lb
0
z
«
C. G. Limit - in.
Fwd
Aft
All Moments
are divided by 100 - lb.in.
Aft
Fwd
4000
17.00
25.6
680
1024
4100
17.00
25.6
697
1050
4200
17.00
25.6
714
1075
4300
17.00
25.6
731
1101
4400
17.00
25.6
748
1126
4500
17.00
25.6
765
1152
4600
17.00
25.6
782
1178
4700
17.00
25.6
799
1204
4800
17.00
25.6
816
1230
4900
17.00
25.6
833
1256
5000
17.00
25.6
850
1280
5100
17.2
25.6
879
1305
5200
17.5
25.6
910
1330
5300
17.7
25.6
953
1358
...J
5400
18.00
25.6
982
1383
t?
Z
5500
18.2
25.6
1018
1410
~
5600
18.5
25.6
1052
1436
0
w
5700
18.7
25.6
1089
1460
z
5800
19.00
25.6
1124
1485
II:
0-
5900
19.2
25.6
1133
1510
6000
19. i
25.6
1167
1536
6100
19.7
25.6
1204
1564
6200
20.00
25.6
1240
1588
6300
6400'
6500
6600
20.2
20.5
20.8
21.00
25.6
25.6
25.6
25.6
1274
1312
1349
1386
1615
1638
1664
1690
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15th Mar 73
Rev 4
Section6
Page 11
k'---[
B
Islander CAA approved
Flight Manual
FM/7
21. 0 IN.
6500
~300 LB MAX
I
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,
I I
6000
5500
CD
oJ
...
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I
5000
5030 LB
(j
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en
0
1)
:D
4500
.,
Z
a::
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, ,
m
,
0
:
Z
m
Z
4000
20
15
17.0IN,
Gl
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~
Z
0
25,6 IN.
C G POSITION AFT OF DATUM-INCHES
Section 6
Page 12
Fig 4 C. G. envelope diagram for BN-2A,
BN-2A-6 and BN-2A-8 aeroplanes
15th Mar 73
Rev 4
Islander CAA approved Flight Manual
FM/7
7000
6500
...
6000
..
5500
a:l
..J
I
....
J:
0
Z
<t
(;)
5000
5030 LB
w
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(J)
(J)
~
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a:::
0
4500
(;)
r-
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a..
. ,
4000
15
20
25
17.0IN.
25.6 IN.
C G POSITION AFT OF DATUM -INCHES
15th Mar 73
Rev 4
Fig 5 C. G. envelope diagram
for BN-2A-26 aeroplanes
Section 6
Page 13
PILA n;s BRITTEN -NORMAN LDlIITED
WEIGHT
.~);D
CEl\TRE
OF
GR.AVITY
SCHED"CLE
REFERENCE No.
PRODUCED BY
Pilatus Britten-Norman
Limited
AffiCRAFT TYPE
NATIONALITY AND REGISTRATION
MARKS
CONSTRUCTOR'S SERIAL No.
MAXIMUM PERMISSIBLE WEIGHT :
CENTRE OF GRAVITY LIMITS
Refer to Flight Manual Ref No•
.AII lever arms are distances in inches either fore or aft of datum
PART 'A' - B.ASICWEIGHT
The basic weight of the aeroplane
Weighing Report
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Q.
as calculated
dated
from:19
is
The centre of gravity of the aeroplane in the same condition is
(aft of datum):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
lb unusable fuel and
lb of
unusable oil and weight of the items In Appendix 1 (but not including
passenger seats or any Item of R ole equipment as specified In Part B
of this schedule) which lists the basic equipment together with those
items of optional equipment as originally specified by the owner.
Form No. BN(B) 284
Issue 2
"'eight and C. G. Schedule Cont/d
-2PART 'B' URIABLE
LOAD
The weight and lever arms of the variable load are shown below.
['lad depends upon the equipment carried for the particular role.
Weight
Item
([bl
Arm
(in)
The variable
Moment
100
(lb.in.)
Freighter Role
Pilot
Freight Floor Panels
Cargo Tie Downs (6 off)
TOTAL
169
19
1
-45.2
-21. 9
-21. 9
185
-75
+ 4
Negligible
-71
Passenger Role
Pilot
Row 2
Row 3
Row 4
Row 5
165
Seat
Seat
Seat
Seat
?_0
TOTAL
265
Passenger
Passenger
Passenger
Passenger
?_0
25
25
-45.2
-12.3
-17.8
+47. 1
+75.1
-75
- 3.1
+ 4.5
+11.8
+18.8
-43
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-oj
m
0
Z
Ambulance Role
m
Z
Pilot
Stretcher (fwd)
Stretcher (aft)
A ttendants Seat
Medical Stores
G)
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0
TOTAL
ISSlle 2
Form No. BN(B) 284
Weight a!1dC. G. Schedule Cont/d
- 3 -
PART 'C' - OPERATING (A. P. S. ) WEIGHT
The operating (or aircraft prepared for service) weight and centre of gravity,
assuming that all the variable load specified in Part 'B' is carried are:Weight
(lb)
Arm
(in)
Moment
100
(lb. in.)
Freighter Role
Passenger Role
Ambulance Role
Notes ...
L
The operating weight is defined as the sum of the basic weight
and the weight of the variable load carried.
2.
To determine the permissible fuselage payload, deduct the APS
weight for the role from the Wing Zero Fuel Weight specified in
Section 2 of this manual. The equivalent weight of the usable fuel
may be used as additional fuselage payload credit if required but,
in any event. care must be taken to account for this fuel when
determining disposable fuel loads,
PART 'D' - LOADINGINFORMATION (DISPOSABLE LOAD)
c
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The Air Navigation Order requires the commander of the aircraft to satisfy himself before take-off that 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.
Item
Lever Arm (in. )
Fuel
Engine Oil
Rear Baggage
+ 27.0
2.6
+121. 0
Passenger Role
Passenger
Passengers
Passengers
Passengers
Passengers
in Row 1
in Row 2
in Row 3
in Row 4
in Row 5
Form No. BN(By284
- 45.2
- 15.0
+ 15.1
+ 44.4
+ 72.4
Issue 2
Weight and C. G. Schedule Cont/d
-4 -
Lever Arm (in. )
Item
Ambulance Role
Attendant
Forward Patient
Aft Patient
Fuel and Oil
Maximum usable capacity of fuel tanks
Gallons
Imp/US
Weight of this quantity of fuel at 7.2 lb/Imp gal
(6.0 Ib/eS gal)
lb
:'.laximum usable capacity of engine oil
Gallons
Imp/US
Weight of this quantity of oil assuming a density
of 9lb/Imp gal
(7.5 lb/GS gal)
lb
Note...
The total loaded weight of the aeroplane is the sum of the
operating weight and the weight of the disposable load.
;g
This schedule was prepared on
and supersedes all previous issiies~-----------------------
~
o
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m
Signed.
--------------------------Chief Weights Engineer
on behalf of Pilatus Britten-Norman
Limited
Approval Ref No. DAI/7384/64
Issue 2
Form No. BN(B) 284
~
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APPENDIX
1
TO
ISLANDER WEIGHT AND CENTRE OF GRAVITY SCHEDULE
AIRCRAFT EQUIPMENT LIST
(BN-2A ISLANDER AND VARIANTS)
The following list of equipment applies to the Britten-Norman
Islander
(Model BN-2A and variants) and supersedes
the previous Appendix 1 (Issue 2)
dated 15th January 1970.
A column at the left-hand side of the list provides for the inclusion of a
symbol to denote whether items of equipment are installed or omitted. The symbol 'X' is inserted against items which are installed in the aeroplane at the time
of its delivery, and these items are taken into account on the Aircraft Weight and
Centre of Gravity Schedule (Form No. BNA 93). A symbol '0' is inserted against
those items of equipment which are not included in the aeroplane.
In the interests of uniformity all Islander equipment lists, for inclusion in
English language flight manuals, have a column at the right-hand side to show tI",
certification
basis of each item and an asterisk adjacent to the left-hand (check
if installed) column.
Whilst this is of no value under UK regulations it does fulfil specific American FAA requirements for certain information and enables the
same list to be used with a different Page 1. Should detail changes to this equipment li:::t become necessary in due course, as the result of changes embodied by
the aeroplane manufacturers,
the list will be 1i-odatedand the pages raised in issue
accordingly.
In the event of alterations to the equipment state of a particular aeroplane,
whilst in service, the list must be properly amended by a person authorized to
make the necessary deletions or additions.
When such amendments are made it
will be the duty of the approved person to check the number of pages. raise any
new pages that may be required, and appropriately correct the statement on this
first page. Attention is drawn to the fact that amendment procedures relating to
the equipment list must be under the superVision of a local representative
of the
relevant airworthiness
authority.
Current number of pages for this aeroplane
Page
March 77
. ~. . through ....
Page 1
Issue 4
THIS PAGE LEFT
Page 2
Issue 4
BLANK INTENTIONALLY
March 77
Check if
installed
Item
Weight
lb
Fwd/Aft
Datum
in
Cert
Basis
130.5
-24.00
P-920
130.5
-24.00
P-920
6.84
-15.00
P-920
5.16
-15.00
P-92O
5.19
-15.00
P-920
6.00
-24.00
P-920
PROPELLER AND PROPELLER ACCESSORIES
Two Propellers,
Hartzell HC-C2YK-2CF /FC8477A-4
OR
Hartzell HC-C2YK-2CUF/FC8477A-4
Two Propeller Governors,
Woodward F210444
OR
Woodward D210659
OR
Woodward G210659
Two Propeller Spinners,
Hartzell 836-29
ENGINE AND ENGINE ACCESSORIES FUEL AND OiL SYSTEMS
0
Z
...:
...l
Two Engines,
Lycoming 0-54 0-E4C 5
OR
Two Engines, Fuel injected,
Lycoming IO-540-K1B5
705.24
-2.00
E295-6
842.64
-1. 65
1E4
Two Starters,
Prestolite MHB4001
32.50
-16.00
E295-6
12.50
T16.00
E295-6
11. 50
T16.00
E295-6
10.40
-1. 00
E295-6
(J
z
~
z
-
Z
0
~
Two Magnetos, L. H.
Bendix Scintilla 10-349370-4
E-<
p:;
p.,
Two Magnetos, R. H.
Bendix Scintilla 10-349310-8
Two Carburettors,
Marvel-8chebler MA-4-5
March 77
S6LN
Series
Page 3
Issue 4
Check if
installed
Item
Weight
lb
Fwd/Aft
Datum
in
Cert
Basis
E:'IGI:'IE AND ENGINE ACCESSORIES Ft:EL AND OIL SYSTEMS contd.
Four Auxiliary Fuel Pumps,
Bendix 480500
OR
Two Fuel Pumps,
Weldon A 10050 D (Mod 787)
6.50
+40.00
A17EU
5.60
+40. 00
A17EU
One Fuel Cock.
Britten-:\orman
0.50
+41. 50
A17EU
One Fuel Cock,
Britten-:\orman
:\B-57-C-263
O. 50
-41. 50
A17EU
Two Fuel Coc ks (Tip Tanks),
Flight Refuelling 503CA90
1. 00
-44.00
A17Eli
0.95
-47.00
A17Et!
0.29
+41. 80
A17EU
::;B-57-C-261
Two Fuel Filters/Gascolators,
14330
Two Fuel Filters (Tip Tanks),
Britten-Norman KB-57 - B-1241
"0
Two Air Filters,
Fram CA 161 PL
:tj
1. 88
-10.00
A17EU
52
...,
M
Two Fuel Contents Transmitters,
Britten-Norman NB-57 -D-1113
0
0.64
+38.50
A17EU
Z
M
Z
Page 4
Issue 4
()
Two Forward Fuel Contents Transmitters
(Tip Tanks),
Britten-Norman NB-57 -D-1l83
0.71
+19.70
A17EU
Two Rear Fuel Contents Transmitters
(Tip Tanks)
Britten-Norman NB-57-D-1261
O. 72
+46.50
A17EU
Two Fuel Injection Systems,
Bendix RSA/10EDI
17.00
+16.00
1E4
s:
March 77
Z
0
Check if
installed
Item
Weight
lb
Fwd/Aft
Datum
in
Cort
Basis
4.50
+10.00
A17E1.:
4.60
+10.00
A1iEI:
Two Oil Coolers (Fuel Injection Engine),
Harrison 853-4108
5.60
+10.00
A17E1.:
Two Oil Pressure Transducers,
Sangamo-Weston S122-8-129
0.47
+0.50
A1iE 1.:
0.41
+0.50
A1iEt;
0.41
+0.50
A17EU
0.25
-9.00
A17EU
0.05
-9.00
A17EI:
0.25
+18.00
A1iEU
3.75
+14.00
A17E\;
5.60
+14.00
A17EU
6.25
+14.00
A17EU
ENGlNE AND ENGINE ACCESSORlESFUEL AND OIL SYSTEMS contd.
Two Oil Coolers,
Stewart-Warner 8406E
OR
Stewart-Warner 8406J (Mod 895)
Two Fuel Pressure Transducers,
Sangamo-Weston S122-8-130
OR
Two Fuel Pressure Transducers,
(Fuel Injection Engine)
Sangamo-Weston S122-8-133A
Two Cylinder Head Temperature
AN 5546-1
Two Cyl. Head Temperature
AN 4076-1
@
-0::
Bulbs,
Bulb Adapters,
..:I
(J
Z
Two Oil Temperature
Edison 232 N 90-2
t.l
-
Z
Q
t.l
Eo<
-
Bulbs,
VACUUM SYSTEM
z
P<
~
Two Air Pumps,
Airborne Mechanisms 212 CW
OR
Edo Aire ITJl28-001 (Mod 657)
OR
Airborne Mechanisms 442 CW
March 77
Page 5
Issue 4
Check if
installed
Weight
lb
Fwd/All
Datum
in
Cert
Basis
One Check Valve/Manifold Assembly,
Airborne Mechanisms 1 H 5-1
0.56
-87.50
A17EU
One Vacuum F ilte r ,
Airborne Mechanisms
0.38
-82.50
A17EU
1.20
-12.00
A17E L:
25.50
-118.00
A17EU
25.50
-118.00
E11259
3.83
-116.50
TSO-C26a
"0
-116.50
FAA letter
EA212
(22.8.67)
Z
t'l
Z
Item
VACUUM SYSTEM contd
1 J 7-1
Two Suction Regulating Valves,
Airborne Mechanisms 133-A3
LANDING GEAR AND BRAKES
One Nose Undercarriage Leg,
Lockheed Air 46202 Issue 3 and upward
(Mod 451)
OR
Fairey Hydraulics 3501 HI (Mod 607)
One Nose Wheel,
Cleveland 40-76C
One Nose Wheel Tyre,
Goodyear GA 1292
One Nose Wheel Tube,
Goodyear GA 39
Two Main Undercarriage Legs,
Fairey Hydraulics 3499 HI (Mod 606l
OR
Lockheed Air 46200 Issue 3 and upward
Four Main Wheels c/w Brake Disc
Assemblies,
Cleveland 40-90
Page 6
Issue 4
6.75
:ll
Z...,
t'l
t:l
2.00
-116.50
A17EU
54.50
+40.70
E11261
59.00
+40.70
A17EU
26.36
+40.70
TSO-C26a
C)
March 77
t"'
:>-
Z
t:l
Cheek if
installed
Item
Weight
lb
Fwd/Aft
Datum
in
Cert
Basis
Four Brake Assemblies,
Cleveland 30-23A
10.64
-+40.70
TSO-C26a
Four Main Wheel Tyres,
Goodyear GA 1292
27.00
-+40.70
FAA letter
EA212
(22.8.67)
Four Main Wheel Tubes,
Goodyear GA 39
8.00
-+40.70
A17EU
Four Master Cylinder Assemblies,
Britten-Norman NB-73-D-327/8
3.24
-82.50
AI7EU
Two Parlong Brake Valves,
Scott 4500-A2
0.68
-72.00
A17EU
Two Shuttle Valve Assemblies,
Goodyear E 21238
0.19
-88.50
Al7EU
One Cabin Heater,
Stewart-Warner 8259L
28.00
+104.00
TSO-C20
One Combustion Blower,
Stewart-Warner G 714750
5.69
+114.95
A17EU
One Solenoid Valve,
Stewart-Warner G700748
0.53
-+43.70
A17EU
One Fuel Filter,
Bendix 473441
0.38
-+43.70
A17EU
One lnertia Switch,
Graviner Type 8 C
0.88
-89.50
E1358
LANDINGGEAR AND BRAKES contrl.
AIR CO:-lDlTIONINGEQUIPMENT
0
Z
-<
.....
a
Z
"l
Z
0
"l
E-<
Z
i:J:;
0..
March 77
Page 7
Issue 4
Check if
installed
Item
Weight
Ib
Fwd/Aft
Datum
Cert
Basis
in
ELECTRICAL EQUIPMENT
Two Generators,
Prestolite ALT 8404
24.50
-16.00
E295-6
Two Regulators,
AC-Delco 9000591
2.50
+17.00
E295-6
Two Overvolt Control Units,
Prestolite X 17620
1. 20
-89.50
A17EU
Two Undervoltage Detection Units,
Potter and Brumfield TC 20018
0.38
-89.50
A17EU
Two Filter Units,
English Electric AE 7749
4.00
-3.00
A17EU
47.25
-103.00
E6652
55.25
-103.00
E6652
One 24 V 17 AH Battery,
Chloride PEFS/F3
OR
One 24 V 25 AH Battery,
Chloride PEDS/F3 (Mod 509)
Two 200 Amp Contactors,
N.S.F. 6041 H 202 A
'tl
-...,
:ll
1.50
-105.00
A17EU
Z
M
tl
Three 50 Amp Ammeter Shunts,
Sangamo-Weston 186059 (Mod 699)
0.93
-89.00
A17EU
One Ground Supply Receptacle,
Britten-Norman NB-8I-B-681
0.56
-94.50
A17EU
Z
M
Z
Cl
t"'
:>z
tl
One Flap Actuator,
Talley Corporation 1251-TI00 (Mod 366)
OR
Talley Corporation 1628-TlOO (Mod 868)
One Flap Micro Switch,
HoneywelllHS 3
Page 8
Issue 4
6.3
+41. 50
A17EU
6.72
+41. 50
A17EU
0.13
+41.50
A17EU
March 77
Check if
installed
Weight
Ib
Fwd/Aft
Datum
in
Cert
Basis
One Lift Detector,
Safe Flight 165
0.18
~1. 00
A17Ell
One Pilot/Static Head,
Avimo DU/130/24
1. 06
~39.00
A17EU
Two Fuel Cock and Actuator Assys.
NB-57-1457/8
(Mod 364)
3.90
-44.00
A17EG
-49.50
A17EU
-49.50
A17El'
-49.50
A17EU
-49.50
A17EU
Item
ELECTRICAL EQUIPMENT contd.
One Anti-Collision Beacon (Top),
Whelen WRM 24 (Mod 019)
1. 62
OR
One Strobe Anti-Collision Beacon (Top),
Whelen HR-28V (Mod 381)
2.00
AND/OR
One Anti-Collision Beacon (Bottom),
Whelen WRM 24 (Mod 044)
1.62
OR
One Strobe Anti-Collision Beacon (Bottom),
Whelen HR-28V (Mod 393)
2.00
Q
Z
<:
..-l
CJ
Z
"l
-
One Tail Position Light,
Grimes A 2064/1683
0.16
-289.50
TSO C30b
Type III
Two Landing Lights,
Aviquipo 4553
1. 62
-12.00
A17EU
0.28
-7.00
TSO C30b
0.19
~76.00
TSO C30b
0.28
~7.00
TSO C30b
0.19
-76.00
TSO C30b
Z
Q
"l
fo<
Z
One Wing Tip Position Light,
Thorn 80-10-0976 (Red)
OR
Grimes A 1285 Type E (Red) (Mod 364)
p:;
~
One Wing Tip Position Light,
Thorn 80-10-0976 (Green)
OR
Grimes A 1285 Type E (Green) (Mod 364)
March 77
Page 9
Issue -1
Cbeck if
installed
Item
Weight
Ib
Fwd/Aft
Datum
Cert
Basis
in
ELECTRICAL EQUIPMENT contd.
One Utility Lamp,
Grimes D 6810-1
0.53
-55.50
A17EU
0.66
-70.00
TSO C2b
1.31
-70.00
TSO C2b
0.84
-70.00
TSO C2b
1.69
-70.00
TSO C2b
0.66
-70.00
TSO C2b
INSTRUMENTS
One Air Speed Indicator.
Aer Italia 8/039/608/101
OR
Two Air Speed Indicators,
Aer Italla 8/039/608/101
OR
One Air Speed Indicator,
Aer Italla 8/137/006
OR
Two Air Speed Indicators.
Aer Italla 8/137/006
OR
One Air Speed Indicator,
Aer Italla 8/039/608/102
OR
Two Air Speed Indicators,
Aer Italia 8/039/608/102
OR
One Air Speed Indicator,
Aer Italla 8/137/003
OR
Two Air Speed Indicators.
Aer Italla 8/137/003
1.31
Issue 4
-70.00
TSO C2b
z
o-l
t'l
t:l
0.84
-70.00
TSO C2b
z
t'l
Z
C'l
1.69
One Barometric Sub-Scale Altimeter,
United Instruments Incorporated 5934P-1 0.98
OR
Two Barometric Sub-Scale Altimeters.
United Instruments Incorporated 5934P-1 1.96
OR
One Barometric Sub-Scale Altimeter.
United Instruments Incorporated 5934PM-1 0.98
Page 10
-"
'1:l
-70.00
TSO C2b
f;
z
t:l
-70.00
TSO C10b
-70.00
TSO C10b
-70.00
TSO C10b
March 77
Check if
installed
Item
Weight
lb
Fwd/Aft
Datum
in
Cert
Basis
1.96
-70.00
TSO CI0b
1.16
-71. 50
TSO C3b
1. 00
-71. 00
Type T
TSO C8b
1.47
-71. 50
TSO C8b
One Artificial Horizon,
Salmoiraghi 8/048/008/1
2.00
-71. 50
TSO C4c
One Direction indicator,
Salmoiraghi 8/043/008/1
1. 78
-71. 50
TSO C5c
One Standby Compass,
AirpathC2300DLA (Mod 616)
0.56
-63.00
A17EU
One Stall Warning indicator/Horn,
Saie Flight Type 165
0.50
-69.50
A17Et'
One Flap Position indicator,
Sangamo-Weston 0832-1-8322
0.41
-58.00
Al7EU
One Dual Engine R. P.M. indicator,
Sangamo-Weston S 128-5-139
1. 31
-71.00
A17EU
1. 00
-70.00
A17EU
1.00
-70.00
TSO C45
INSTRUMENTScontd.
OR
Two Barometric Sub-Scale Altimeters,
United instruments inc. 5934PM-l
One Turn and Slip indicator,
Electrical Gyro Corporation
1394TI00-l (Mod 667)
One Rate of Climb Indicator,
Edo Aire EA1403-2 (Mod 668)
OR
Salmoiraghi 8/041/008/1
Q
Z
-<
...:I
(:J
Z
w
-w
Z
Q
f-<
Z
~
0..
One Dual Manifold Pressure indicator,
Edo Aire 22-260-042 A
OR
United instruments incorporated
6121 (Mod 824, pt 4)
March 77
Page 11
Issue 4
Check if
installed
Weight
lb
Item
Fwd/Aft
Datum
in
Cert
Basis
One Engine Instrument Cluster comprising
One Case 8531-2-16
Two Cylinder Temperature Indicators 8476-3-262
Two Oil Temperature Indicators 8476-3-263
Two Oil Pressure Indicators 8476-3-264
Two Fuel Pressure Indicators 8476-3-265
(o-540-E4C5 Engines) OR Two Fuel Pressure
Indicators 8476-3-267
(IO-540-K1B5 Engines)
1. 44
-70.00
A17EU
One Dual Carburettor
Indicator,
Richter OIS 8eries
1.00
-70.00
A17EU
One Combustion Monitor,
8angamo-Weston 8 128-5-133
1.25
-70.00
A17EU
Two Fuel Contents Indicators,
8angamo-Weston 0832-1-8048
0.54
-57.50
A17EU
IN8TRUMENT8 contd.
Temperature
Two Fuel Contents Indicators (Tip Tanks),
0.50
8angamo-Weston 0832-1-8136
'd
::0
-55.90
A17EU
:z>-l
t'l
One Fuel Flow Indicator (Fuel Injection
Engined Variants only),
43938
OR
United Instruments Incorporated
6221-G-45
I:'
:z
1.20
-70.00
A17EU
1.00
-70.00
T80 C47
~8.00
A17EU
~O.OO
A17EU
;.-
One Eight-Day Clock (Sweep Second Hand),
Aircraft Instrument and Development
Incorporated 16-100
0.50
OR
Garrard Super Autavia (Mod 484 )
0.50
Page 12
Issue 4
t'l
Z
Cl
t"
March 77
Z
I:'
Check if
installed
Welghl
Ib
Fwd/Aft
Datum
in
Cert
Basis
One Outside Air Temperature Gauge,
Rochester Gauges Incorporated 1592-30
0.30
-76.00
A17EU
One Vacuum Pressure and Source Gauge,
A~~rneMech~~msIG2-1
0.45
-69.50
AI7EU
One Ammeter,
S~gamo-Weslon
0832-1-8046
0.20
-57.50
AI7EU
One Vollmeter,
Sangamo-Weston 0832-1-8047
0.20
-57.50
A17EU
0.50
-71. 50
A17EU
2.70
+111. 50
AI7EU
0.50
+50.00 or
+113.00
AI7EU
One Approved Aeroplane
F light M~ual
1. 00
-48.00
AI7EU
One Fire Extmguisher,
Graviner 34 H (with bracket
GraVlner 11 B)
6.00
-46.50
AI7EU
One First Aid Outfit,
J. S. Clayton NO.4
7.00
-25.00
A17EU
One Baggage Screen,
Bridport Gundry BG-FN -737
6.50
+93.10
AI7EU
One Emergency Static Valve,
CCA 7450
0.05
-68.50
A17EU
Item
INSTRUMENTS contd.
One Primary Compass System comprising
the following prmcipal equipment
One Magnesyn Remote Indicator,
17-I 00
One Magnesyn Tr~smitter.
17-112
One Magnesyn Inverter,
23-1100-5.'1
Q
Z
~
,.,J
INTERIOR EQUIPMENT
0
Z
~
Z
Q
~
f-<
Z
Q:;
Po<
March 77
Page 13
Issue 4
Check if
installed
Weight
lb
Fwd/Aft
Datum
in
Cert
Basis
Four Loudspeakers.
Goodmans R. P. S. 53 (Mod 340)
1.19
+16.00
A17EU
Seven Ash-Trays.
Wilmot Breeden 7/23508
2.00
+4.50
A17EU
One Adjustable Dual Seat,
Jetseat JS 114/E
44,25
-42.50
A17EU
100.00
+31.80
E8883
100.00
+31. 80
E9675
8.28
+17.04
TSO C22f
Item
INTERIOR EQUIPMENT contd.
Four FWD Facing Double Bench Seats,
Fairey DV 950/D (Mod 658)
OR
Jetseats JS 103/C (Mod 562)
Ten Seat Belts,
American Safety Flight Systems
Incorporated 9601F-T18-B40-2251
(Mod 700)
Two Sash Harnesses,
American Safety Flight Systems
Incorporated 9601F-T18-B46-2251
(Mod 706)
"j
1.72
-25.00
TSO C22f
:tI
~
Z
o-l
t'l
t:l
~
AVIONIC EQUIPMENT
Z
t'l
Z
Cl
t"
One Radio Foundation Kit Comprising
:>
Page 1-1
Issue 4
Two VHF/COM Aerials,
H.R.Smith 10-102-3-30
0.68
-48.50
+94.75
One VHF/NAV Aerial,
H.R.Smith 10-202
0.50
+249.50
One Marker Aerial,
Bendix AT 908 A
0.56
-49.50
Z
t:l
March 77
Check if
installed
Weight
lb
Fwd/Aft
Datum
in
One Glideslope Aerial,
King KA-22
0.20
-125.00
One Dual Antenna Coupler,
Communications Components Corporation
DRC 20-04
0.20
-88.50
One ''Two Receiver Antenna Coupler",
Bendix 94 B 012-01
0.22
-88.50
Item
Cert
Basis
AVIONICEQUIPMENT contd.
One ADF Sense Aerial (Mod 453) comprising
One Feed Through Insulator,
0
Lapa 25 ARM-300-20A-I0
0.14
One Tension Unit,
Lapa 5 ARM-300-6C-l
0.23
One Antenna Wire and Cord,
1.30
Lapa 50 ARM-WS-25/U
f@
<
...:I
0
Z
[4
-
+23.25
+115.50
+115.50
Two Headsets,
Airmed Air lite 71
1.60
-45.00
One Station Box ,
SG Brown B694/1 (Mod 491)
1.48
-70.00
BWXB4
Two Loudspeakers,
Goodmans R. P. S. 53 (Mod 491)
0.60
-40.00
A17EU
Two Mic Sockets,
S 1102-1
0.10
-65.50
Two Tel Sockets,
S 1103-1
0.06
-65.50
Ten Static Wicks with Retainers,
Chelton Minlflex 2-15 with Chelton 2-23
0.26
+180.00
Z
0
[4
E-<
Z
r:t;
Il.
Marcb 77
Page 15
Issue 4
Check if
installed
MISCELLANEOUS
March 77
Weight
Ib
Item
Fwd/Aft
Datum
in
Cert
Basis
EQUIPMENT
Page 17
Issue 4
Check if
installed
MISCELLANEOUS
Page 18
Issu" 4
Weight
Ib
Item
EQUIPMENT
Fwd/Aft
Datum
in
Cert
Basis
conte!.
March 77
Britten-Norman
B-N Group Limited
ISLANDER
APPROVED AIRCRAFT FLIGHT MANUAL
RECORD OF SUPPLEMENTS
Supplement
Number
Issue Number
and Date
Title
Insertion Date
On receipt of revisions, insert the new pages, enter the details and sign the Record of Supplements.
Signature
Britten-Norman
B-N Group Limited
ISLANDER
APPROVED AIRCRAFT FLIGHT MANUAL
RECORD OF SUPPLEMENTS
Supplement
Number
Issue Number
and Date
Title
Insertion Date
Signature
Islander AR B approved Flight Manual
BN Supp 1 to FM/7
SUPPLEMENT
NO.1 TO SECTION 7
PERFORMANCE DERROGATIONSTO BE OBSERVED
WHEN OPERATING AEROPLANES NOT FITTED WITH
BRITTEN-NORMAN MODIFICATIONS NB/M/319 OR
NB/M/358
INTRODUCTION
The performance scheduling set out in Section 5 of this flight manual is based upon
flight test results obtained from aeroplanes with Britten-Norman Modifications
NB/M/319 or NB/M/358 embodied. These modifications introduce aerodynamically improved profiles for the engine nacelles and the main undercarriage
leg
fairings which enable the aeroplane to achieve a better single engine climb performance at an increased gross weight of 6300 lb (2858 kg).
Early production
aeroplanes, without these modifications, which are authorized to operate at the
increased gross weight are not capable of meeting certain of the performance data
specified and the undermentioned derrogations must, therefore, be applied in sue h
cases.
PERFORMANCE AMENDMENTS
o
z
<{
...J
Without the low-drag profiles, referred to above, the data scheduled in Section 5
of this flight manual is subject to the following derrogations
Single engine rate-of-climb
CJ
Reduced by 52 feet per minute
Z
UJ
Z
Single engine climb gradient
o
Decreased
UJ
f-
Z
((
(fig 15)
(fig 13)
by 0.7 per cent gradient
Maximum Take-off and Landing Weight for Altitude and Temperature
a..
(fig 6)
The data shown in the above illustration must be ignored and calculations
made, instead, from the revised graphical information in fig 1 of this Supplement. The example given by the arrowed dotted line shows that for an
aerodrome altitude of 3000 feet with an air temperature of 15 deg C the
maximum permissible take-off and landing weight is 5540 lb (2515 kg).
25th Sept 70
Section 7
Issue 3
Page 1 of 2
Islander AR B approved
Flight Manual
BN Supp 1 to FM/7
MAXIMUM TAKE-OFF AND LANDING WEIGHT
FOR ALTITUDE AND TEMPERATURE
6000
5000
IW
W
LL
I
W
4000
C
:::>
I-
~
3000
<C
-u
w
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~
o
a:::
..,Z
2000
m
o
C
o
a:::
w
<C
Z
m
Z
1000
Gl
r
~
Z
o
SEA LEVEL
3500
4000
WEIGHT-
Section 7
P:ige 2 of 2
4500
5000
5500
6000
6300
LB
Fig 1
25th Sept 70
Issue 3
Islander CAA approved Flight Manual
BN Supp 2 to FM/7
SUPPLEMENT NO.2 TO SECTION 7
INFORMATION, PROCEDURES AND LIMITATIONS
TO BE OBSERVED CONSEQUENT UPON THE
INSTALLATION OF DE-ICING SYSTEMS TO
MODIFICATIONS NB/M/116 AND NB/M/388
INTRODUCTION
This supplement contains information relating to the operational characteristics
of the B. T. R. - Goodrich De-Icing Systems embodied under modification NB/M/
116 and the windshield de-icing under associated modification NB/M/388. In addition to the minimum equipment, specified under the heading of limitations, it is
recommended that a heated windshield panel to Mod NB/M/388 is fitted as an option. Certain performance decrements occur as a result of the incorporation
of
the de-icing systems and the amendments to be observed are listed under the appropriate heading at the end of this Supplement.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this
supplement the normal operating limitations stated in Section 2 of this flight manual remain applicable.
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Types of Operation
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The aeroplane may be flown by day or night into known or forecast icing
conditions not more severe than "light" provided that the following equipment is installed:-
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1.
Pitot head and stall warning vane heaters and engine carburettor heating
(all of which are installed as basic equipment on each aeroplane when
delivered).
2.
Airframe
3.
An aircraft heater and windscreen
Britten-Norman
modification.
4.
An electric torch, of sufficient power and capacity to illuminate the
wing leading edges from the cabin, for those aircraft which do not incorporate an integral ice formation inspection lamp installation.
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and propeller
de-icing systems
to Modification NB/M/116.
0.
13th July 1978
Issue 4
de-misting
system to an approved
Section
7
Page 1 of 4
B
hr----
f
Islander CAA approved Flight Manual
BN Supp 2 to FM/7
Intentional operation in icing conditions is prohibited if any of the above equipment
is not fitted or is known to be unserviceable. Nevertheless,
should unexpected
icing conditions be encountered, such de-icing equipment as is fitted and serviceable must be operated in accordance with the instructions in this supplement.
NORMAL OPERATING PROCEDURES
All relevant check procedures are written into the body of the existing Flight Manual, in a similar manner to that adopted for other optional equipment installations.
Full particulars of the operational characteristics
of the de-!cing systems
are,
however, contained in subsequent paragraphs.
Flight handling
The effects of the leading edge and windscreen de-icing instllllations on the flight
handling procedures are negligible, but some performance penalties are incurred
as set out in later paragraphs.
Operating procedures
1.
Before taking off into known or forecast icing conditions,
head heater/stall warning heater switch to ON.
2.
Use the carburettor heating system intermittently,
Section 4 of the flight manual.
3.
Ensure that the cabin heater and blower are selected ON, and that the
temperature" control is in the HOT position to provide windscreen de-icing.
4.
5.
6.
select the pitot
as recommended in
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When an accretion of approximately 0.25 inches of ice exists on the leading
edge surfaces, select the airframe and propeller de-icing systems ON.
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As soon as the airframe de-icing system has cleared the ice accretion,
switch the system OFF until a further build-Up occurs. If this is not done,
there is a danger that ice will form over the inflating boots making the
system ineffective.
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Select the windshield de-icing panel(s) ON. When a clear vision patch has
been established the panel(s) must be selected OFF. Further use of the
panel(s) may be made as required.
Systems information
Airframe
(
de-icing system
A pneumatic system,
Section 7
Page 2 of ..
powered by two engine driven dry air pumps which alsoser13th July 1978
Issue
4
Islander CAA approved Flight Manual
BN Supp 2 to FM/7
ve the vacuum system, operates inflatable overshoes installed on the leading
edges of the wing and tail unit. Selection and operation of the pneumatic system
is controlledelectricaily.
A cyclic timing unit situated in the leading edge of the
wing, at the port side, ensures alternate inflation and deflation of overshoes, to
a pre-determined
cycle. The selector panel, having a green display, is lit during
overshoe inflation periods. This system should not be run continuously but should
be used intermittently because of the reasons explained in Operating procedures,
above.
Propeiler
de-icing
system
The propeller de-icing system is all electric,
and is controlled by a selector
switch on the pilot's switch panel.
Power is fed, via a cyclic timing unit and
propeller slip-rings,
to elements embedded in rubberized pads which are bonded to the propeiler blades. The cyclic timing unit, situated in the leading edge
of the wing, at the starboard side, feeds current to the pads alternately; an
ammeter on the roof instrument panel indicates the current pulses when the system
is switched on. A green arc is endorsed on the ammeter face to denote the normal operating range.
Windshield de-icing
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system
An electrically
heated glass panel, attached externaily at the lower edge of the
L. H. windscreen is introduced under associated modification NB/M/388.
A
switch on the pilot's switch panel enables the pilot to select this facility, thus
keeping the lower portion of the L. H. windscreen free of external ice. In some
aircraft a second panel at the lower edge of the R. H. windscreen is installed. To avoid
the possibility of overheating either the panel(s), or the windscreen, the panel(s)
should be switched OFF once a clear vision patch has been established.
This is
of particular importance when the aircraft is on the ground and stationary,
or
taxying.
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Ice formation
I-
Use an electric torch (or, in an emergency, the pilot's map lamp) to inspect the
leading edges of the wing, as necessary,
unless the aircraft is fitted with an ice
formation inspection lamp installation to Britten -N orman modification NB/M/145.
In aircraft with this modification, a switch on the pilot's switch panel enables the
pilot to il.luminate the port side of the wing leading edge to examine for ice during
night flying operations, or in conditions of very poor visibility.
inspection
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11.
13th July 1978
Issue 4
Section 7
Page 3 of 4
Islander CAA approved
Flight Manual
BN Supp 2 to FM/7
PERFORMANCE AMENDMENTS
Normal flight
When the aforementioned de-icing equipment is instalIed the folIowing performance
losses must be taken into account and data shown in Section 5 of this handbook will
be affected accordingly.
Figure No.
Fig. 6
Maximum Take-off and Landing Weights - reduce weights
below Gross by 100 lb OR assume an airfield approach of
400 ft above the actual for given ambient temperature.
Fig. 7
Take-off Distance
Fig. 9
Net Flight Path I - no change
Fig. 10
Net Flight Path II - no change
Fig. 11
Net Flight Path III - reduce by gradient of O. 2 per cent
Fig. 12
En Route Ceiling - no change
Fig. 13
En Route Net Gradient - reduce by 0.2 per cent
Fig. 14
Landing Distance
Fig. 15
En Route Climb - One Engine Inoperative
15 ft/min
- no change
- no change
- reduce by
II
Flight in light icing conditions
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With the de-icing system functioning and an ice accretion of the order of 1. 0 in. (25.
4 mm) on the unprotected surfaces, a loss of approximately 20 kt (23 m. p. h. ) must
be expected.
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Section I
Page",
of 4
13th July 1978
Issue
4
BN Supp 3 to FM/7
SUPPLEMENT
NO.3 TO SECTION 7
LIMITATIONS ASSOCIATED WITH SPECIAL CATEGORY
Notwithstanding the statement on Page 2 of Section 2, this aeroplane is certificated in the Special Category and may be flown for the purposes of :a) Experimenting
equipment.
with or testing the aeroplane,
its engines or its
b) Demonstration.
c) Training of crew members.
d) Proceeding to or from a place at which it is intended to carry
out one of the purposes referred to in (a), (b) and (c).
The aeroplane shall not be flown for the purpose of public transport
purpose which is not stated above.
Passengers may be carried,
referred to in (a) above.
nor for any
but not when the aeroplane is flown for the purpose
(
29th Jan 70
Section 7
Issue 1
Page 1 of 1
BN Supp 4 to FM/7
SUPPLEMENT
NO. 4
TO SECTION 7
LIMITATIONS AND INFORMATION ASSOCIATED WITH
AERIAL SURVEY CAMERA INSTALLATION TO
MODIFICATION NBC/026
INTRODUCTION
This modification introduces a range of fixed and removable fittings to enable the
aeroplane to undertake photographic aerial survey duties. A ventrally positioned
optically flat window, together with a fixed externalfairing
and sliding protective
cover forms part of the modification.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this supplement the normal limitations stated in Section 2 of this flight manual remain
applicable.
Use of aeroplane
a) Except when the camera hatch covers to Mod NBC/023 are in position,
aeroplane must not be used for the purpose of public transport.
b) Seating accommodation may be provided for a maximum of six persons,
cluding the flight crew.
the
in-
NORMAL OPERATING PROCEDURES
Although the capacity of the aeroplane's electrical system is such that no load
shedding is normally necessary in the event of a single generator failure, it is
recommended that electrical loads demanded by the Wild RC8 camera are avoided,
If the camera is in operation, at the time of
or shed as soon as practicable.
such a failure, filming may continue for a Short time (at the discretion of the
pilot) and the effect ofthis will be a reduction in bus bar voltage to a point at which
the undervolt warning lamp may light temporarily;
in this condition the aeroplane
battery will be carrying all loads in excess of 50 amp and its capacity will, therefore, be progressively reduced.
PERFORMANCE AMENDMENTS
Due to the additional drag of the camera aperture and fittings (Mod NBC/006)
account must be taken of the loss of performance to a BN-2 or BN-2A aeroplane
by changing the data shown in Section 5 as follows '29th Jan 70
Section 7
Issue 1
Page 1 of 2
BN Supp 4 to FM/7
Figure No.
6
Assume aerodrome altitude is increased
by 1000 feet
7
Increase the take-off distance by 5 per cent
9
Assume aerodrome altitude is increased by 1000 feet
10
Assume aerodrome altitude is increased
by 1000 feet
11
Assume aerodrome altitude is increased by 1000 feet
12
Reduce rate of climb by 40 ft/min
13
Reduce gradient by 0.5 per cent
14
No change
15
Reduce rate of climb by 30 ft/min
,
Section 7
29th Jan 70
Page 2 of 2
Issue 1
Islander CAA
approved Flight Manual
BN SllPP 6 to FM/7
SUPPLEMENT
NO.6 TO SECTION 7
LIMIT ATIONS, PROCEDURES AND INFORMATION
TO PERMIT OVERWEIGHT AND DELIVERY FLIGHTS WHEN
A TEMPORARY FUEL SYSTEM TO MODIFICATIONS
NB/M/253 AND NB/M/435 ARE INSTALLED
INTRODUCTION
This installation consists of a crate which provides a mounting for the fuel tanks
and a control panel embodying two electrically operated fuel pumps and three
fuel cocks. One three-way tank selector cock is employed, with two ON/OFF
cocks in the fuel feed lines. Selecto r switches are also mounted on the control
panel and the electrical system is connected to a temporary circuit breaker on
the circuit breaker panel. In this system fuel drums have been adapted for use
as fuel tanks but there is no low-fuel level warning device. The two rearmost
drums together constitute No.1 TANK and the two foremost drums together
constitute No.2 TANK. The installation is mounted in the cabin and locates in the
keyhole slots in the cabin floor. Fuel is fed from the installation through flexible
fuel piping connected to the main fuel feed system, downstream of the main fuel
cocks.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this
Supplement, the normal limitations stated in Section 2 of the flight manual
remain applicable.
Use of aeroplane
The aeroplane shall not be used for the purpose of public transport or "erial work.
Flight may be made solely to reach a place at which it is intended to use the aeroplane in its normal role.
Carriage
of persons
No person shall be carried who is not necessary for the safety of the aeroplane
during the delivery flight or who is not a member of the flight crew.
Maximum duration of flight
No flight shall be attempted if it is calculated that, at acrival at the intended destination and at each alternate destination, and after an engine failure at any point
along the route, the quantity of oil remaining in the oil system of the operative
13th July 1982
Section 7
Issue 2
Page 1 of 3
Islander CAA approved Flight Manual
BN Supp 6 to F1vl/7
engine is insufficient for the engine to continue operating safely. The oil consumption assumed is to be taken as equal to the mean rate obtained during the previous
five hours flying but, in any case, no flight shall be attempted if this mean rate of
oil consumption was more than 1 US pint per hour on either engine.
Runway surface
When the normal maximum weight is exceeded the aeroplane must be operated
from hard runways.
Weight and balance
;\Iaximum take-off weight 6950 lb (3150 kg). The maximum landing weight, except
in an emergency, is 6300 lb (2850 kg). Centre of gravity range: the aeroplane
shall be so loaded that the centre of gravity falls within the limits shown by fig L
Smoking
Smoking is not permitted.
Flight compartment
placards
A paper placard (to Mod NB/M/435 standard), detailing special instructions to be
observed during operation with the ferry fuel system, shall be affixed to the main
instrument panel.
NORMAL OPERATING PROCEDURES
Handling on the ground
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2.
3.
4.
5.
Ensure that the tyre pressures of the four main undercarriage
wheels are
2
adjusted to 38 Ib/in .
During refuelling operations both the main fuel cocks, the three ferry fuel
cocks and the switches for the ferry fuel pumps, on the tank crate, must be
in the OFF position.
The Wing tanks must be replenished first.
Before starting the engines, check the operation of each of the two ferry
fuel system pumps, in turn, by switching ON and listening for pump
operation.
After checking, switch the pumps OFF.
Select cabin ventilation services ON to ensure a flow of air through the
cabin.
Avoid fast or very small radius turns, and heavy braking, when manoeuvring
on the ground before and after flight.
Section 7
Page 2 of 5
13th July 1982
Issue 2
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BN Supp 6 to FM/7
Tank capacities
The total
air space
89.0 Imp
checking
fuel capacity of each tank is 91. 0 Imp gal (109.2 US gal); there is an
of 2 to 3 per cent in each tank. Usable fuel, in level flight, amounts to
gal (107. 0 US gal) per tank. A dipstick is provided for the purpose of
the fuel level.
Handling in 'flight
1.
2.
3.
Before take -off, set the ferry fuel tank selector cock to : No. 1 TANK ON
and ensure that the two ferry fuel feed cocks and the ferry fuel pumps at
the front of the tank crate are selected to OFF.
For take-off, select the main fuel cocks as follows: PORT ENG-PORT TANK;
STBD ENG - STBD TANK. Select the pe rm anent (wing-mounted) auxiliary
pumps ON.
Ensure that all cabin ventilation services are selected ON.
CAUTION •••
The ferry fuei system is ungauged and unusable fuel in various flight
attitudes has not been determined. Use of the ferry fuel system, at
low fuel states, must be confined to level flight.
4.
5.
6.
7.
After take-off, at the pilot's discretion,
the permanent (wing-mounted) auxiliary fuel pump~ can be switched OFF. Ten minutes after take-off, select
the two ferry fuel feed cocks and the ferry fuel pumps, at the front of the
ferry fuel system crate, to the ON position.
Select the main fuel tocks to
the OFF position and ensure that the permaneQt (wing-mounted) auxiliary
fuel pumps are switched OFF.
Continue flight, with the ferry fuel system operating in this way, until the
first sign of engine malfunction due to fuel starvation occurs, then select the
ferry fuel tank selector cock to : No.2 TANK ON.
When the contents of the second tank have been used and the next sign of
engine malfunction ,due to fuel starvation occurs, select the main fuel cocks
as follows :- PORT F:NG-PORT TANK; STBD ENG-STBD TANK. Select the
permanent (wing-mounted) auxiliary fuel pumps ON.
Select the two ferry fuel feed cocks and the ferry fuel pumps, at the frunt
of the ferry fuel system crate, to the OFF position.
Note ...
When satisfactory engine operation has been established,
the permanent (Wing-mounted) auxiliary fuel pumps may be switched OFF
until reqUired for landing.
13th July 1982
Section
7
Issue 2
Page 3 of 5
Iolande< CAA appr"""d Flight Manual
BN Supp 6 to FM/7
EMERGENCY PROCEDURES
Single Engine Failure
1.
If operating on the main fuel tanks, select the appropriate
to OFF.
2.
If operating on either of the ferry fuel system tanks,
ferry fuel feed cock to OFF.
main fuel cock
select the appropriate
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Section 7
Page 4 of 5
13th July 1982
Issue
2
Istander CAA approved Flight Manual
BN Supp 6 to FM/7
21.0 IN.
6950 LB MAX
6500
6000
5500
5000
5030 LB
CD
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25
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CG POSITION AFT OF DATUM -INCHES
Fig 1
13th July 1982
Issue 2
C. G. Envelope diagram
Section 7
Page 5 of 5
Islander AR B approved Flight Manual
BN Supp 7 to FM/7
SUPPLEMENT
NO. 7 TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION
RELATING TO BRITTAIN SINGLE-AXIS AUTOPILOT
INSTALLATION TO MODIFICATION NB/M/036
INTRODUCTION
A turn co -ordinator, mounted on the flight instrument panel, driven both electrically and by the vacuum system, provides control for this single -axis autopilot system. Integral with the turn co-ordinator is a ROLL-TRIM adjustment knob which
enables the pilot to set-in corrections when the system is working.
The system
can be selected by means of a push-pull valve, mounted on the main instrument
panel.
During operation throughout the flight regime of the aeroplane the autopilot system has no unusual effect upon flight handling characteristics
and can be
overpowered quite easily. Attention is, however, drawn to the limitations for the
installation which are specified below.
LIMIT ATIONS
o
Unless superseded by any of the follOWingspecial limitations imposed by this Supplement, the normal limitations stated in Section 2 of the flight manual remain
applicable.
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The autopilot system must not be used in flight unless the flaps are up. Permissible flight regime with the system in use is defined on a placard, adjacent to the
autopilot selector knob, the terms of which are repeated below.
Flight in turbulent conditions
The autopilot system must not be used in flight through moderate or severe turbulence.
Speed and Height restrictions
Minimum operating speed is 85 knots IAS.
Maximum operating speed is 150 knots IAS.
Minimum height is 1000 feet.
29th Jan 70
Section 7
Issue 1
Page 1 of 2
Islander ARB approved Flight Manual
BN Supp 7 to FM/7
NORMAL OPERATING PROCEDURES
Handling in flight
1.
Before selecting the autopilot ON. the aeroplane should be correctly set up
in the required flight regime and carefully trimmed out.
The ROLL-TRIM knob
should be set in the neutral position.
2.
When the system is selected ON. by pulling the selector knob, the vacuum
operated servo units will act upon the aileron controls to maintain a "wing level"
flight condition. Clockwise rotation of the ROLL-TRIM knob on the turn co-ordinator will trim the aeroplane to the right and counter-clockwise rotation will trim
the aeroplane to the left.
The pilot should be prepared for any residual 'out-oftrim' control forces which may occur, however, should the autopilot system be
disengaged for any reason.
Note ...
In this installation
info rmation.
the turn co-ordinator
does not display any pitch
EMERGENCY OPERATING PROCEDURES
Vacuum system failure
In the event of a partial or total vacuum system failure (indicated by low or nil
readings on the vacuum gauge) the autopilot installation will automatically cease
to function although the turn co-ordinator will continue to prOVide turn-and-slip
information.
Electrical
1)
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system malfunction
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If an electrical system fault affects the turn co-ordinator in flight, no indication
will be evident and the autopilot installation will continue to function from the vacuum system source.
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Section 7
29th Jan 70
Page 2 of 2
Issue 1
Islander ARB approved Flight Manual
BN Supp 8 to FM/7
SUPPLEMENT
NO.8
TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION
RELATING TO BRITTAIN B5 AUTOPILOT
INSTALLATION TO MODIFICATION NB/M/280
(TWO-SERVO SYSTEM)
INTRODUCTION
The information in this document is ARB approved material which, together with
the appropriate basic ARB approved Aeroplane Flight Manual, is applicable ane'
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must be carried in the basic manual when the aeroplane is modified by the installationof a Brittain Model B5 Flight Control System in accordance with modification
NB/M/280
The information in this document supersedes the basic manual only
where covered in the items contained in this Supplement.
For limitations and
procedures not contained in this Supplement, consult the basic manual.
LIMIT ATIONS
Autopilot master shall be OFF during take-off and landing.
2.
Autopilot shall not be operated at airspeeds above VNO (Green Arc).
3.
Autopilot shall not be used for coupled localizer approaches if the LOC Indicator coupled to the autopilot is affected during radio transmission.
4.
Coupled approaches shall be conducted at a minimum of 80 knots IAS and wing
flaps in either the UP or T. O. position.
5.
The minimum height above the terrain for autopilot controlled flights is 1000 ft,
except that for a localizer coupled approach this is reduced to 300 ft.
6
Coupled approaches shall not be undertaken if a placard "DO NOT USE THIS
RADIO FOR COUPLED APPROACHES" is installed.
1.
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Such a placard is required to be displayed unless the VOR-LOC receiver-indicator
of the aeroplane has been demonstrated to perform
coupled approaches satisfactorily in accordance with the installation
instructions of modification NB/M/280.
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7.
Coupled approaches
mild turbulence.
shall not be undertaken in conditions more severe than
NORMAL OPERATING PROCEDURES
Handling in flight
Make certain aeroplane is properly trimmed before engaging autopilot.
To erigage autopilot, pull autopilot master ONand rotate mode selector switch
to desired mode.
1.
2
29th Jan 70
Section 7
Issue 1
Page 1 of 4
Islander AR B approved Flight Manual
BN Supp 8 to Fl\'I/7
Note ...
When the autopilot master is ON and the mode selector
the autopilot provides stability augmentation.
switch is OFF,
3.
Turns may be made by selecting the manual (MAN) mode and rotating the
"Turn" knob left or right.
4.
Command aeroplane pitch attitude with manual elevator trim tab.
Power
variations will establish climb or descent.
Note ...
Cabin temperatures below 20 deg F may cause a decrease
pilot pitch axis response.
in the auto-
5.
To maintain a desired altitude, adjust the aeroplane elevator trim system
until the pitch trim indicator is in neutral position and the aeroplane is in level
flight.
En~age the altitude hold.
Note ...
Altitude loss during turns at holding' pattern speed is less than 100
feet.
6.
The pitch trim indicator provides a visual reference of elevator trim status.
\\'hen the indicator bar is above centre, the aeroplane has nose-up trim and viceverS:l.
'I,
To
f1)' '1 l\Iagnetic Heading :Rotate the heading azimuth to desired magnetic heading and select heading (HDG)
mode.
8.
To f1)' a VOR Course :a
Rotate omni bearing selector (OBS) and autopilot heading azimuth to desired
course.
b. Select capture (CAP) mode. Aeroplane will turn to intercept the VOR course.
The maximum capture angle is 60 deg.
c
As VOR needle approaches centre position, select track (TRK) mode.
VOR-LOC left/right needle indication may be interrupted or lost
In this case, the
during transmission with some NAV-COM systems.
autopilot \1'111 steer the aeroplane towards the heading selected on the
autopilot heading azimuth.
2. Some ;o,::',,r-COl\1systems may produce an erroneous deflection of
the left nght needle during transmission.
In this instance, the autopilot will steer the aeroplane in the direction of momentary needle
displacement.
Png'€ ~ of 4:
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29th Jan 70
Issue 1
o
Islander ARB approved Flight Manual
BN Supp 8 to FM/7
3. When the mode selector switch is in the track (TRK) position, VOR
needle deflection greater than half scale will cause the autopilot to
revert to magnetic heading information for about one minute.
9.
a.
b.
To fly a VOR Approach :Rotate omni bearing selector (OBS) and autopilot heading azimuth to approach
course.
Select capture (CAP) mode. Aeroplane will turn to intercept the VOR course.
When aeroplane heading is within 60 deg of the selected course, select localizer (LOC) or approach (APP) mode.
Aeroplane will complete the interception and track the selected course.
CAUTION ..
VOR-LOC indicators not equipped with failure warning flags indicate
loss of usable navigation signal by loss of TO-FROM indication.
c.
10.
If the VOR approach requires a course change over the station, select the
final approach course on the ombi bearing selector (OBS) and autopilot heading
azimuth as soon as positive station crossing has been made. The minimum
height above terrain is limited to 1000 ft in this mode.
To fly a Localizer Approach :Note ...
During such an approach the pilot must monitor the pitch control of
the autopilot by having at least one hand on the flight control column.
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a.
b.
Rotate the autopilot heading azimuth to inbound localizer course.
Select localizer (LOC) or approach (APP) mode after aeroplane heading is
within 60 deg of localizer course. Aeroplane will turn to intercept the localizer .
CAUTION ...
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Before descent on glide path, ensure that height lock has been selected
OFF.
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EMERGENCY OPERATING PROCEDURES
a:
1.
In the event of autopilot or aeroplane vacuum malfunction, disengage by pushing the autopilot master OFF. The autopilot can be overpowered at any time without damage to the aeroplane or components.
2
In the event of navigation signal malfunction, disengage the navigation/steering
portion of the autopilot by selecting the OFF, MAN or HDG mode.
3.
Coupled Approaches with One Engine Inoperative
a. If engine fails prior to final approach :1. Disconnect autopilot.
2. Follow procedures specified in the Aeroplane Flight Manual.
n.
29th Jan 70
Section 7
Issue 1
Page 3 of 4
Islander AR B approved
Flight Manual
BN Supp 8 to FM/7
(
If engine fails during the final approach:
1. Disconnect autopilot.
2. Follow procedures specified in Aeroplane Flight Manual.
4.
Maximum altitude loss after nose -down hardover in cruise configuration is
300 feet (based on pilot recovery after five seconds).
5.
Maximum altitude loss after nose-down hardover in approach configuration
is 100 feet (based on pilot recovery after two seconds).
b.
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Section 7
29th Jan 70
Page 4 of 4
Issue 1
D
h~(
Islander CAA approved Flight Manual
BN Supp 10 to Fl\~/7
SUPPLEMENT
NO. 10 TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION
ASSOCIATED WITH TAKE-OFF TECHNIQUE
WHEN WING FLAPS ARE IN THE UP
POSITION
INTRODUCTION
This Supplement is Introduced to authorize Islander
certain conditions, with flaps selected UP.
aeroplanes
to take-off, under
LIMITATIONS
The normal limitations in Section 2 apply, except that the altitude of the aerodrome
shall not exceed 1000 ft and the air temperature shall not exceed ISA+15degC.
PROCEDURES
Except for the 'take-off' and 'after take-off' procedures on page 7 of Section4 the
procedures in Sections 3 and 4 still apply.
The rotation speed with flaps up is
55 kt IAS and the take-off safety speed is 65 kt IAS. References to flap retraction
When taking off with the flaps selected
UP
it is recomshould be ignored.
mended that operations are restricted to hllrd surfac!l runways.
PERFORMANCE
The information
1.
2.
3.
in Section 5 applies,
unless otherwise
stated as follows :-
The take-off safety speed is 65 kt IAS at all weights.
The take-off run and take-off distances are 1.5 times the appropriate distance
for the conditions as obtained from pages 14 and 15 of Section 5.
The net take-off flight path is to be constructed by assuming that the gradient
with all engines operating from a height of 50 ft is given by Fig 10 on page
23 of Section 5 and that from the power failure point, the gradient is given
by Fig 11. This method .of construction replaces that described on pages 16,
17, 18 and 19 of Section 5; the data on pages 20 and 21 are to be ignored.
With this method, the chosen power failure point may be at any height between 1500 ft and 50 ft, but if it is less than 200 ft the gradient given by Fig
11 must be that obtained for a power failure height of 200ft.
(Because this
graph must not be extrapolated.)
24th May 1978
Section 7
Issue 2
Page 1 of ~
Islander CAA approved Flight Manual
BN Supp 10 to FM/7
EFFECT OF DE-ICING EQUIPMENT
When de-icing equipment to modification NB/M/116
taken, in Section 5 of this manual, as follows :-
is fitted, account must
be
Fig 6 Maximum take-off weight - either reduce weight by 100 Ib or assume
an altitude 400 ft greater than the actual altitude.
Fig 11 Reduce the gradient by subtracting
0.2 per cent.
(
Section 7
Page 2 of 2
24t\1 May 78
Issue 2
BN Supp 12 to FM!7
SUPPLEMENT NO. 12 TO SECTION 7
LIMITATIONS AND INFORMATION FOR SPRAYING
OPERATION WHEN MOD NB!M!408 IS INSTALLED
IN A BN-2A-1,
INTRODUCTION
The installation consists of a 130 Imperial gallon tank, pallet-mounted in the
cabin and two wing-mounted external booms carrying wind driven rotary atomiser spray units.
The chemical pumps associated with these are electrically
driven and contained in the fuselage floor.
The system is designed for single
pilot operation with controls situated on a special panel across
the pilot's seat.
The basis of certification of this installation is British Civil Airworthiness Requirements.
Compliance with F. A. A. regulations has not yet been assessed.
Wing tip tank Mod NB!M!364 must be embodied on the aircraft.
LIMITATIONS
Unless superseded by any of the following limitations in this supplement, the normal limitations set out in Section 2 of the flight manual remain applicable.
Air Speed
The never exceed speed, VNE, is 140 knots 1. A. S. Note that the red line and
yellow arc marked on the A. S. 1. do not therefore apply when crop spraying equipment is installed.
Category and Use of Aeroplane
When Mod NB!M!408 is fitted the aeroplane
or Aerial Work, C of A.
is restricted
to a British
Private,
Maximum Spray Tank Load
The weight of fluid carried in the tank must not exceed 1300 lb.
Note that the
quantity of fluid carried will usually be determined by aircraft weight, c. g. or
performance.
Icing
With the external crop spraying eqUipment installed the aircraft must not be flown
into known or forecast icing conditions.
3rd July 70
Section 7
Issue 1
Page lof
3
BN Supp 12 to FM/7
TyPe of Fluids
The use of spraying fluid having a flash point lower than kerosene is prohibited.
Caution ...
Spray tank is of aluminium construction
Placards
The following placards
shall be displayed:-
1.
VNE WITH CROP SPRAYING EQUIPMENT INSTALLED IS
140 KNOTS 1. A. S.
2.
NO SMOKING
3.
TANK CONTENTS 1300 LB MAX.
NORMAL OPERATING PROCEDURES
Crop spraying operation is controlled by using a control panel mounted on the
floor underneath the pilot's seat.
The controls reading from left to right are:1. ON/OFF cock
2. Dump handle (red)
3. Atomiser brake lever
Chemical Pumps
These units are controlled by switches on the starboard side of the main instrument
panel and are associated with a flow meter positioned above the switches.
The
pumps can be used together or singly depending upon the rate of flow required,
whilst the flow meter monitors the rate of chemical issued per minute.
ON/OFF Cock
This cock can be operated by the pilot's left hand.
It is a pressure setting stop,
the purpose of which is to give the pilot a required setting on every spray run without continual reference to handle position and flow meter.
Dump Handle
Operation of this handle will release the bulk of the chemical in a matter of 4
seconds.
Out of trim forces following a dump are negligible.
In the event of
engine failure or similar emergency, jettison the contents of the spray tank.
Section 7
3rd July 70
Page 2 of 3
Issue 1
BN Supp 12 to FM/7
Atomiser Brake Lever
This can be operated by the pilot's right hand and is simply a ratchet lever operating the hydraulic brake.
Common practice is to leave the atomisers running
continuously whilst working and to keep the brakes for emergency and ferry
operations.
The brakes are effective to VNE but under normal circumstances
speed should be reduced to 90 knots before application in order to prolong brake
life.
Recommended Operating Speed
During crop spraying with the aircraft in the configuration described, the recommended range of operating speeds lies between 90 - 120 knots 1. A. S.
Weight and Balance
The effects on weight and balance of the aircraft due to the various loads that can
be carried in the spray tank are shown in tabular form below:Weight of Spray
Position (in.) A. O. D.
+ 31. 2
+ 31. 2
+ 31. 2
500
1000
1500
Performance
e.g.
Moment
- lb/in.
100
+ 156
+ 312
+ 405.6
Amendments
The performance improvement listed in BN Supplement 11 to FM/7 does not
apply to the aircraft when Mod NB/M/408 is fitted.
For flight planning purposes
a speed loss of 8 knots E. A. S. may be assumed with spray gear fitted.
The folloWing effects are prOVided as advisory information and the data shown in
Section 5 of this manual should be interpreted accordingly.
BCAR Group C regulations do not apply to Aerial Work Operations.
Fig
6 -
Weight obtained from graph. must be reduced J;>y350 lb.
Fig
7 -
Take-off distance - increased by 5 per cent.
Fig 12 -
Twin engine maximum rate of climb - reduced by 50 ft/min.
Fig 13 -
Single engine climb gradient - reduced by 0.7 per cent.
Fig 14 -
Landing data - no change
Fig 15 -
Single engine maximum rate of climb - reduced by 50 ft/min.
3rd July 70
Section 7
Issue 1
Page 3 of 3
Islander ARB approved Flight Manual
BN Supp 13 to FM/7
SUPPLEMENT NO. 13 TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION
TO PERMIT OPERATIONS WITH LYCOMING FUEL
INJECTION ENGINES AND ASSOCIATED CHANGES
( TO MODIFICATION NB/M/410 ) IN CONJUNCTION
WITH WING TIP FUEL TANKS TO MODIFICATION
NB/M/364
.GENERAL
The introduction of Lycoming IO-540-KIB5 fuel injection engines, together with
other companion modifications, is effected under Modification NB/M/410.
These
changes affect the Model Designation of the aircraft and, when incorporated in
conjunction with Wing Tip Fuel Tanks to Modification NB/M/364, the resultant
Model Designation becomes BN-2A-3. It is therefore incumbent upon the person
incorporating this Supplement, firstly, to ensure that BN Supp 11 to Section 7 of
FM/7 (PROCEDURE ANDINFORMATION FOR OPERATION WITH WING TIPFUEL
TANKS FITTED TO MODIFICATION NB/M/364) is also incorporated and, secondly ,
to amend the Model Designation on the title page of this manual to read:BN -2A-3.
Certain alterations to Limitations and Normal operating procedures for the aircraft
take effect when the above modifications are embodied and these are dealt with in
subsequent paragraphs.
o
LIMITATIONS
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Unless superseded by any of the follOWing limitations in this Supplement the normal
limitations set out in Section 2 of this manual and Supplement 11 to Section 7 remain
applicable.
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Airspeed
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The Never Exceed,
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The Normal Operating Limit, or V NO, speed is 141 kt (162 mph) IAS
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or VNE, speed is 184 kt (212 mph) IAS
The Maximum speed for extending the wing flaps and for flight
with the flaps extended is 88 kt (101 mph) IAS
Engines and Power
For Lycoming engines IO-540-KIB5with Bendix fuel injection equipment, as installed, the maker's Operator's Manual (Part No. 60297-10) is specific about the
engine handling techniques to be employed; the Islander Owner's Handbook does
'18th Dec 70
Section 7
Issue 1
Page 1 of 2
Islander ARB approved Flight Manual
BN Supp 13 to FM/7
not contain any information on this installation.
At all engine speeds below 2200
rev /min the manifold pressure must not exceed 23 in. Hg.
Temperatures
(
and Pressures
Maximum cylinder head temperature
for this aircraft
is 475 deg F (246 deg C)
Fuel pressure
(normal) is
18- 40 lb/in. 2
Fuel pressure
(minimum safe idling) is
12 lb/in. 2
Fuel Grade
The fuel grade for this aircraft
is 100/130 octane (minimum) .
Weight and Balance
Maximum Wing Zero Fuel Weight for the aircraft
is 6100 lb (2770 kg).
Air Temperature
The maximum air temperature for operations with this aircraft
No minimum air temperature has been established.
is ISA + 23 deg C.
NORMAL OPERATING PROCEDURES
(
The recommended engine starting procedure for the aircraft differs from that detailed in Sect. 4 of this manual and is fully described in the subject Lycoming Operator's Manual previously referred to; it is particularly important to observe the
correct starting sequence when dealing with hot engines.
In other respects the
normal operating procedures remain applicable.
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PERFORMANCE
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The performance data detailed in Section 5 of this manual, as amended by the related supplement (BN Suppll to FM/7) dealing with the Wing Tip Fuel Tank installation, must be used for this aircraft.
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Section 7
18th Dec 70
Page 2 of 2
Issue 1
Islander
eM Approved
Flight Manual Supplement
BN Supp 14 to FMI7
FLIGHT WITH THE PORT REAR CABIN DOOR REMOVED
Section 1 GENERAL
INTRODUCTION
This supplement is applicable to all Islander aeroplanes which may be required to fly on special duties
without the port rear cabin door. The limitations and procedures which are set out in the following
paragraphs give concise instructions for proper operation of such aeroplanes in these circumstances.
Pilots are reminded that operations involving the dropping of personnel and/or articles, are subject to
certain restrictions in the British Air Navigation Legislation. as they may also be in foreign regulations.
Section 2 LIMIT A TIONS
Unless superseded by any of the following special limitations imposed by this supplement, the normal
limitations stated in Section 2 of this flight manual remain applicable.
USE OF AEROPLANE
1.
When the port rear cabin door is removed. the aeroplane is restricted to the Aerial Work
Category.
2.
In addition to the flight crew, a passenger may occupy the right-hand pilot's seat provided that:
a.
The seat is fitted with an approved safety harness;
b.
No form of valuable consideration is involved in the carriage of the passenger;
c.
The passenger is formally informed that the flight is not being conducted in accordance
with the requirements of a flight for the purposes of Public Transport.
3.
When operating in a parachute dropping role the limit on passenger occupancy, stated in Section
2 of this manual does not apply, provided that the aeroplane is operated within the limits
expressed in this supplement.
4.
Any crew member (if seated away from the flight compartment and not on an approved
passenger seat) shall be provided with a suitable safety harness or restraint, for use during takeoff and landing, to the satisfaction of the appropriate airworthiness authority. This shall also
9th June 1994
Issue 4
Section 7
Page 1 of 4
BN Supp 14 to FMI7
Islander
eM Approved
Flight Manual Supplement
apply to any parachutist carried, unless the aeroplane is flying in the immediate vicinity of the
aerodrome of take-off.
5.
The total number of persons carried, including crew, shall not exceed the number for which such
safety harness/restraint provisions have been made (except as otherwise excluded in condition 4)
6.
If the aircraft is used in a parachute dropping role the baggage bay door must be fixed in the
closed position and the following safety precautions must be incorporated to prevent entrapment
of lines and clothing.
a.
Baggage bay door secured with butt straps (instead of hinges) in the closed and locked
position or the hinges faired over.
b.
The baggage bay door handle removed or faired over.
c.
The external nylon door hold-back' hooks on the baggage bay door and fuselage side
removed or faired over.
d.
The spring-loaded door retaining catch from rear of port u/c leg fairing removed or faired
over.
7.
The static line method for parachute deployment must not be used unless Pilatus Britten-Norman
Mod NBIM/489 is installed and the pilot has satisfied himself that the static line length is such
that static line and deployment bag are entirely clear of the tailplane by at least 2 inches at all
aircraft attitudes.
8.
Pilots should be aware that transient and extended aft CG cases, occasioned by "free-fall" mode
parachuting, will cause lighter control wheel forces per 'g' than those prevailing at the standard
aft CG position. (An aft extension to the normal CG envelope has been proved acceptable to the
CAA and, by virtue of the transient nature of the extension, when the aircraft is flown for
dropping parachutists in a "free-fall" mode the limit may be extended to 33.4 inches AOO (41.7
percent SMC». Pilots should be aware that, with a take-off CG further aft than 23.5 inches AOO
(29.4 percent SMC) it is possible to exceed the 33.4 inches AOO (41.7 percent SMC) limit,
when the maximum number of parachutists is carried and they move aft to their dropping
positions for a mass exit. It is therefore essential that the in-flight CG position be checked before
take-off, as set out in Table 1.
AIRSPEED
When the port rear cabin door is removed, the maximum permissible speed is 130 kt (150 m.p.h.) IAS.
Section 7
Page 2 of 4
9th June 1994
Issue 4
Islander
eM Approved
Flight Manual Supplement
BNSupp 14 to FMf7
Section 4 NORMAL OPERATING PROCEDURES
PREPARATION FOR FLIGHT
Passenger seats may be removed from the 5th, 4th, 3rd and 2nd Passenger Seat Rows - in that order - to
permit parachute jumping, supplies dropping, or aerial photography when any (or all) of the above seats
have been removed. When parachutists are carried the second pilots seat may be turned through 180
degrees and relocated on the rails in such a position that the seat back does not interfere with the control
column in its aftermost position and with the seat occupied. Unless positive stops are fitted to prevent
forward movement of the seat, on the seat rails, security of the seat should be checked prior to !light, to
protect against inadvertent seat movement.
Notes .•.
I. With the co-pilots seat turned through 180 degrees the normal seat strength
requirements are not complied with but CAA have agreed that an equivalent level
of safety applies to the seated occupant, as to the parachutists on floor mounted
restraints.
2. The "Upper Torso" portion of the passenger seat belt harness (if fitted) must be
stowed behind the trim panels.
DOOR WARNING LIGHTS
The pilot's door warning system will function normally when the port rear cabin door is removed but the
passenger door warning lamp will remain illuminated when power is available at the busbar, whether the
starboard door of the cabin is properly locked or not. It is essential for the pilot of the aeroplane to note
this fact and satisfy himself, at all times, that the starboard door is correctly locked.
CABIN PROCEDURE DURING FLIGHT
Safety harness/restraint provisions must not be released in conditions of turbulence or other than straight
and level !light, except when preparatory to evacuation of the aircraft. Any person who is required to
approach the rear port door aperture during !light, in connection with the dropping of persons or articles,
must be suitably secured by a safety line or harness which has received the approval of the appropriate
airworthiness authority or, alternatively, be wearing a serviceable parachute.
AIRSPEED FOR DROPPING PARACHUTISTS
It is recommended that 65 - 70 kt lAS, flaps UP, with a straight and level attitude is used for the actual
parachutist dropping run.
9th June 1994
Issue 4
Section 7
Page 3 of 4
Islander
BNSupp 14 to FMI7
eM
Approved Flight Manual Supplement
Section 5 PERFORMANCE
When the aeroplane is flown with the port rear cabin door removed, there is a reduction in certain
performance aspects, when compared with the information in Section 5. as detailed below. Operating
speeds (including stall speeds) and procedures are unchanged.
Figure No.
6
Assume aerodrome altitude is increased by 400 feet
13
Reduce gradient by 0.25 per cent
15
Reduce rate of climb by 20 ftJmin
Section 6 WEIGHT AND BALANCE
The following table is present to assist in calculating the in-flight CO position when "free-fall" mode
parachutists are carried.
TABLE 1
Moment· Ib In/l00
Parachutist
Welght·lb
Forward
External
Handle
(If fitted).
Forward Edge
of Door
Mid Door
Position
Rear Edge of
Door
Rear
External
Handle
(Iffitted)
+ 19.21nAOD
+34.3 In AOD
150
+28.8
+ 51.5
+86.7
+ 122.0
+ 151.2
160
+ 30.7
+ 54.9
+92.5
+ 130.1
+ 161.3
170
+ 32.6
+ 58.3
+ 98.3
+ 138.2
+ 171.4
180
+ 34.6
+ 61.7
+ 104.0
+ 146.3
+ 181.4
190
+ 36.5
+ 65.2
+ 109.8
+ 154.5
+191.5
200
+ 38.4
+ 68.6
+ 115.6
+ 162.6
+ 201.6
210
+40.3
+ 72.0
+ 121.4
+ 170.7
+ 211.7
220
+42.2
+ 75.5
+ 127.2
+ 178.9
+ 221.8
*
+ 57.8 In AOD
+ 81.31nAOD
+ 100.8 In AOD
+Pilatus Britten-Norman modification NB-M-12l2 appendix 3
*Pilatus Britten-Norman modification NB-M-1212 appendix 2
Section 7
Page 4 of 4
9th June 1994
Issue 4
Islander AR B approved Flight Manual
BN Supp 15 to FM/7
SUPPLEMENT NO. 15 TO SECTION 7
PROCEDURE AND INFORMATION FOR OPERATION OF
BN-2A-7 ISLANDER AIRCRAFT MODIFIED TO
MODIFICATION NUMBER NB/M/486
(B-N DEFENDER)
This Supplement applies only to aircraft C. 235 modified to NB/M/486
and operated under a Special Category C of A.
INTRODUCTION
Modification NB/M/486
reconnaissance role.
converts
a standard
BN-2A-7 Islander
to a maritime
The basic changes are the introduction of wing strengthening modifications which
allow the mounting of two wing mounted pylons outboard of each engine nacelle,
in order to allow the carriage of external stores together with an external sight
fitted to the leading edge of the port wing tip.
A weather avoidance radar set
(Bendix RDR-100) is fitted in the nose under a radome which has the normal
Islander nose profile.
In addition, 700 x 6 main wheel tyres are fitted in place
of the normal 600 x 6. A stores control panel is fitted internally, but this will
be inoperative for the Special Category C of A.
CATEGORY AND USE OF AE'ROPLANE
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The aeroplane
purposes of :
is certificated
in the Special Category and may be flown for the
(C)
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a)
Experimenting with or testing the aeroplane,
or its equipment
b)
Demonstrating
c)
Proceeding to or from a place at which it is intended to
carry out the purposes referred to in (a) and (b)
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its engines
The aeroplane must not be flown for the purpose of public transport
purpose which is not stated above.
nor for any
Passengers
shall not be carried except those who would be permitted were the
flight carried out in accordance with the "B" Condtions of paragraph (5) in Schedule
2 of the Air Navigation Order 1970 as amended.
20th May 1971
Section 7
Issue 1
Page 10f 2
Islander AR B approved Flight Manual
BN Supp 15 to FM/7
The aeroplane shall be operated only under the control of Britten-Norman Limited
who shall make available to the crew such additional information as may be necessary
for safety.
The Commander shall be a Pilot employed by Britten-Norman Limited.
Airframe
Limitations
The airframe limitations are identical to those called up in Section 2 and Supplement
No. 11 of Section 7 of the Flight Manual, with the exceptions that :VNO
should not exceed 130 knots IAS *
VNE
should not exceed 145 knots IAS *
Manoeuvres shall be restricted
+2g
to those with load factors between 0 and
Engine Limitations
The engine limitations
Manual.
Miscellaneous
are identical to those called up in Section 2 of the Flight
Limitations
Minimum Crew
The minimum crew is one pilot.
Number of Occupants
The total number of occupants carried including the pilot shall not exceed ten or
a maximum number for which seats are available.
Types of Operation
The aircraft shall not be flown intentionally into cloud in which the possibility of
icing conditions exists.
The aircraft shall not be flown intentionally into appreciable turbulence.
External Stores
No external
stores shall be carried
in flight on any of the four wing pylons.
The external pylon tanks must not be fitted to the pylons in flight and at no time
must the pylon tanks be selected on.
Limitations marked thus* shall be summarised on a placard or colour-coded.
Performance
The performance
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information in the Flight Manual is invalid.
Section 7
20th May 1971
Page 2 of 2
Issue 1
Islander AR B approved
Flight Manual
BN Supp 16 to FM/7
LIMITATIONS, INFORMATION AND PERFORMANCE
DATA FOR USE WHEN OPERATING ISLANDERS
TO A SPECIAL OPERATING PROCEDURE
IN MALAWI AT THE DISCRETION OF
THE MALAWI D. C. A.
INTRODUCTION
This supplement deals with the particular conditions which apply to the operation
ofIslanders in Malawi and is provided for this purpose, to be used at the discretion
of the Director of Civil Aviation.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this
supplement the normal operating limitations stated in Section 2 of this flight
manual remain applicable.
Operating under Instrument
Maximum aerodrome
altitude of 1500 feet.
Meteorological
temperature
Conditions (!MC)
ISA + 26 deg C with a minimum
Operating under Visual Meteorological
aerodrome
Conditions (VMC)
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Maximum aerodrome temperature
is ISA + 30 deg C but in the event of engine
failure below 1000 feet above aerodrome height and in aerodrome temperatures
within the ISA boundaries shown by fig 2 of this supplement, a landing must be
made as soon as possible after the failure.
Normal single-engine flight procedure may, however, be adopted in the case of engine failure above 1500 feet
above aerodrome height.
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under inclement weather conditions
Operations are not permitted
drome height.
when the cloudbase is less than 1500 feet above aero-
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PERFORMANCE AMENDMENTS
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When using the information scheduled in this supplement, it should be noted that
the Maximum Take-off and Landing Weight for Altitude and Temperature graph
(illustrated in Section 5, fig 6 of this manual) is superseded by the graphs shown
in this supplement.
Fig 1 of this supplement shows a revised graphical presentation of the Maximum Take-off and Landing Weight for Altitude and Temperature
for use under Instrument Meteorological Conditions and Fig 2 shows, similarly,
the Maximum Take-off and Landing Weight for Altitude and Temperature for use
under Visual Meteorological Conditions only.
The basis of the information, together with worked examples appears in the supporting texts.
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25th June 71
Section 7
Issue 1
Page 1 of 4
Islander AR 8 approved Flight Manual
BN Supp 16 to FMI7
MA.Xnn::\l TAKE-OFF AND LANDI;'>lGWEIGHT FOR ALTITUDE AND
TE:>lPERA Tl"RE FOR USE UNDER IMC
The maximum permissible
take-off and landing weight for varying altitudes and
air temperatures
under the above conditions is shown in fig 1. The example
given by the arrowed dotted line shows that for an altitude of 3500 feet with an air
temperature of 15 deg C the maximum permissible take-off and landing weight is
5780 lb.
Notes ...
1.
At a particular aerodrome the actual weight may have to be less
than the appropriate maximum value given opposite, due to some
operational factor (such as take-off distance available, obstacle
clearance,
etc.) becoming critical.
2.
This curve is determined by the one engine inoperative final takeoff climb requirement of a gross gradient of climb of not less
than O. 8 per cent at a gross altitude of 1500 feet above the aerodrome.
MA.Xl:\1l'MTAKE-OFF AND LANDING WEIGHT FOR ALTITUDE AND
TEMPERATURE FOR USE UNDER VMC
The ma:-.imum permissible
take-off and landing weight for varying altitudes and
air temperatures under the above conditions is shown in fig 2. The example given
by the arro\\'ed dotted line shows that for a temperature of ISA + 30 deg C, at an
acrodronw altitude of 300Ufcet the maximum permissible
take-off and landing
\\'('ig'ht i:-.
j-;- o{J
lb.
,",otl'S
1.
,)
, ..
'\ t a particular aerodrome the act ual weight may have to be less
than the appropriate maximum value given opposite, due to some
operational factor (such as take-off distance available, obstacle
clearance,
etc.) becoming critical.
This curve is determined by the one engine inoperative gross
rate of climb taken as zero at 1500 it above the aerodrome surI,\ce and assuming aerodrome temperature at that height.
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Section 7
25th June 71
Page 2 of 4
Issue 1
•
ISlander AR B ap['roved Flight Manual
BN Supp 16 to FM/7
MAXIMUM
TAKE -OFF AND LANDING WEIGHT
FOR ALTITUDE AND TEMPERATURE
FOR USE UNDER 1M C
to-
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W
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6000
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LINES WITHIN ISA BOUNDARIES
ARE ACTUAL AIR TEMPERATURES
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3000
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2000
1500
3000
4000
WEIGHT - LB
25th June 71
Issue 1
Fig 1
Section 7
Page 3 of 4
Islander AR B approved
Flight Manual
BN Supp 16 to FM/7
MAXIMUM
TAKE-OFF
FOR ALTITUDE
AND LANDING
WEIGHT
AND TEMPERATURE
FOR USE UNDER VMC
7000
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-
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--------j
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7'
6000
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Section 7
Page 4 of 4
4000
4500
5000
5500
6000
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Fig 2
25th June 71
Issue 1
(
\
Islander
CAA approved Flight Manual
BN Supp 17 to FM/7
SUPPLEMENT NO. 17 TO SECTION 7
PROCEDURES, LIMITATIONS AND INFORMATION FOR OPERATION
OF INCREASED WING SPAN ISLANDERS WITH
WING TIP FUEL TANKS (MODELS BN-2A-1, BN-2A-7,
BN-2A-9 AND BN-2A-27) AND DIFFERING OPERATIONAL WEIGHTS
INTRODUCTION
This supplement was first issued to provide specific operating data for the four
models mentioned in the above title. These aeroplanes have evolved by a series
of Pilatus Britten-Norman modifications, the varying combinations of which
have resulted in the different type numbers; one common factqr to all the models,
however, is the wing tip fuel tank extensions covered by Mod NB/M/364. Whenever
this modification is installed it is, therefore, incumbent upon the responsible
persons to ensure that the Model Designation C!l the title page of this manual is
properly amended. The supplement has been revised at issue 4 to cover changes
to the controls made by an updating of the modification, retrospectively introduced
by PBN Service Bulletin BN-2/SB 157.
TECHNICAL DETAILS
The wing span of the aeroplane is increased from 49 feet to 53 feet when Mod NB/
M/364 is embodied and the fuel system changes are summarized briefly as
follow;. Extra fuel capacity totals 29.5 US gal per side and electrically operated
selector cocks and indicator lamps are installed.
Two additional fuel contents
indicators are fitted at the starboard side of the cabin and an auxiliary control
panel is situated at the top of the windscreen central pillar.
Since the operational
weights of the four models are different, these details are set out under the LIMITATIONS heading, with other salient features in parenthesis.
The modified
fuei system is illustrated in fig. 1.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this
supplement the normal limitations stated in Section 2 of this manual remain
applicable and effective for all the above mentioned models as follows:BN-2A-1 aircraft limitations, refer to BN-2A
BN-2A-7 aircraft limitations, refer to BN-2A-6 (wing L/E droop)
BN -2A-9 aircraft limitations, refer to BN -2A-8 (wing L/E and flap droop)
BN -2A-27 aircraft limitations, refer to BN-2A-26(wing L/E and flap droop)
4th March 1983
Issue 4
Section 7
Page 1 of 5
Islander CAA approved Right Manual
i,
BN Supp 17 to FM/7
Weight and balance
Maximum Wing Zero Fuel Weights are:5930
5930
6100
6200
BN-2A-1
BN-2A-7
BN-2A-9
BN -2A-27
lb
lb
lb
lb
(2690
(2690
(2767
(2812
kg)
kg)
kg)
kg)
The moment arm of the fuel in the tip tanks is 34.7 inches aft of datum. The certificated empty weight and corresponding centre of gravity location must include
the following:Unusable Fuel (Main and tip tank total)
Unusable System Oil
44 lb (arm +31. 2 in.)
10 lb (
- 2.6 in.)
Fuel Management
Due to structural reasons 80 lb of fuel 13.5 US gal should be retained in each wing
tip tank at all times except that this fuel may be used as reserve for flights to
alternati V'e airfields and holding. This 80 lb of fuel includes the 2.0 US gal that
are ungaugeable and therefore unusable in each wing tip tank due to attitude limitations.
The wing tip tanks must always be refuelled before the main tanks and
used in flight afte r the main tanks are exhausted.
The fuel in the main tanks may
be used below the zero marking in cruise flight until the tanks are empty. Between
40 and 50 seconds of warning are given before engine malfunction occurs due to
fuel exhaustion of the main tanks. The warning is characterised
first by a drop-off
of fuel pressure followed by a gentle hunting of the propeller.
At no time may
take -off or landing ope rations be conducted on main tanks when the fuel t:ontents
gauge of either main tank indicates a remainder of three gallons or below.
Placards
(
and Markings
The following Placard
contents indicators:
is displayed on the Instrument
Panel between the main fuel
THIS IS A TIP-TANKED AmCRAFT
TIP TANKS ARE TO BE FILLED FIRST USED LAST. BEFORE TAKE-DFF CHECK
BOTH MAIN AND TIP TANK CONTENTS.
TAKE -DFFS AND LANDINGS ARE PROHIBITED
ON MAIN TANKS WHEN GAUGE READS
LESS THAN THREE GALLONS ABOVE ZERO
Section 7
Page 2 of 5
(
4th March 1983
Issue 4
'Islander
CAA approved Flight Manual
BN Supp 17 to FM/7
A yellow sector is marked on the tip tank contents gauge to indicate the 80 lb
structural reserve fuel.
NORMAL OPERATING PROCEDURES
Ground Handling
When refuelling
the aircraft,
the wing tip tanks should always be filled first.
Tank Capacities
The total usable fuel capacity of each tank is 27.5 US gal.
Main Wing Tanks
As the main fuel tanks may be used until fuel exhaustion occurs,
fuel in these two tanks amounts to a total weight of 20 lb.
the residual
Ground Checks
1. Before take-off,
check the functioning of the electrically actuated fuel cocks
by selecting from main tanks to tip tanks and returning to main tanks, checking
that the appropriate indicator lights illuminate.
Select the appropriate tank for
take -off and again check that the position lights are
, correctly illuminated. If
main tanks are selected the lights may be selected ON or OFF by a switch
mounted in the centre of the auxiliary panel; for safety reasons the indicator lights
for the tip tanks remain on at all times when the tip tanks are selected for use.
The same switch enables the tip tank lights to be selected DIM or BRIGHT.
2. For take-of.f the manually controlled main fuel cocks may be selected in the
normal way. In this way the pilot's main fuel cock selectors,
in the cabin roof,
determine whether the fuel is fed from the left-hand or right-hand sUI" to an
appropriate engine. The auxiliary panel switches then select whether the fuel
comes from the tip tank or the main tank on the selected side.
Flight Handling
The auxiliary fuel pumps should be used in the normal manner for take-off or
landing with either the tip tanks or main tanks selected.
In addition, the auxiliary fuel pumps should be used whenever below zero fuel quantities are
indicated for the main fuel tanks and the process of transfer to the wing tip tanks
is completed with satisfactory engine operation established.
The pumps should
also be selected when the fuel quantity falls below 5 gallons in the tip tanks.
4th March 1983
Issue 4
Section
7
Page 3 of 5
1.lander C AA approved Flight Manual
BN Supp 17 to FM/7
EMERGENCY PROCEDURES
Single Engine Failure
In the event of a single engine failure, the manually controlled main fuel cock
should be selected OFF for the appropriate engine. The fuel from the main or
tip tanks on the side of the failed engine, may be selected to the opposite engine
by operating the main fuel cock in a similar way to that described in Section 3,
of the flight manual. The auxiliary panel switches can then be used to select
main or tip tanks supply.
Electrically
Actuated Fuel Cock Failure
In the event of electrically actuated fuel cock failure trapping fuel in one tip tank,
the aircqft
remains fully controllable.
With an empty tip tank on one side and a
full one on the other, the aircraft is fully controllable and may be trimmed out
normally in cruise and descent.
In order to retain adequate control effectiveness
in turbulence in this condition, it is recommended that an approach speed 10 knots
above normal should be employed for landing.
Note .••
In the unlikely event of a failure of both generators,
as dealt with in
Section 3 of this manual, it should be remembered that battery power
will decrease progressively
thus leaving smaller resources available
for successful actuator selections. If tip tank fue l is required to
complete the flight, the pilot must make the appropriate selections at
the earliest possible time after the failures have occurred.
PERFORMANCE
For the four models covered by this Supplement the performance
in Section 5 of this flight manual, may be increased as follows:-
as scheduled
Single Engine Rate of Climb
Increased
by 25 feet per minute
Singie Engine Climb Gradient
Increased
by 0.3 per cent gradient
Maximum Take-0ff
Increase
and Landing Weight for Altitude and Temperature
the weight obtained from Section 5 (fig 6) of this manual by 140 ib.
Section 7
Page 4 of 5
4th March
1983
Issue 4
Islander CAA approved Flight Manual
BN Supp 17 to FM/7
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Main and wing tip tank fuel system diagram
Section 7
Page 5 of 5
Islander
AR B approved
Flight
Manual
BN Supp 18 to 1"l\I/7
SUPPLEMENT
NO.18
TO SECTION 7
LIMITATIONS AND INFORMATION
TO PERMIT OPERATION OF BN-2A-SS ISLANDEH G-BAAE
IN THE SPECIAL CATEGORY
INTRODUCTION
When an extended nose incorporating a new baggage compartment of aoproximately
28 cubic feet is incorporated under Modification NB/M/549 in a BN- 2A- 8 Islander.
the aircraft is re-designated as a ModeIBN-2A-8S under companion l\Iodification
NB/M/548. G-BAAE is a BN-2A-8S aircraft which is also fitted with an extended
flat baggage compartment at the rear of the cabin toModificationNB/M/550.
The
extended compartment allows the carriage of baggage further aft in the fuselage
and also incorporates two extra seats in a sixth row position.
The normal bench
seat suitable for two persons in row 5 is replaced by a single seat allowing access
from the rear port door to rowG. The maximum seating capacity is therefore 11
persons including the pilot. The addition of the extended nose increases the total
length of the aircraft from 35 feet 7.75 inches to 39 feet 5. '25 inches.
LIMITATIONS
The limitations onG-BAAEare identical with those of a norm31 BN-2A-80l'tlined
in Section 2, unless superseded by thE' spE'ciaI Iimitations bclo\\'.
Category and Use of Aircraft
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poses of :-
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in the Special Category and may be flown for the pur-
(a) Experimenting with or testing the aircraft.
its engines or equipment
(b) Demonstrating
(c) Proceeding to or from a place at which it is intended to carry out one of
the purposes referred to in (a) and (b)
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is certificated
The a ircraft shall not be flown for the purpose of publ ic transport or for any purpose which is not stated above. Passengers shall not be carried except those who
would be permitted with a flight carried out in accordance with the 'B' Conditions
of para (5) in Schedule 2 of the Air Navigation Order 1g72 as amended. The a ircraft shall be operated only under the control of Britten-Norman
(Bembridge)
Limited who shall make available to the pilot such additional information as may
be necessary for safety.
The commander shall be a pilot employed by BrittenNorman (Bembridge) Limited.
31st Aug 1972
Section 7
Issue 1
Page 1 of 2
Islander AR B approved Flight Manual
BN Supp 18 to FM/7
Maximum Take-off and Landing Weight
Maximum Take-off and Landing Weight (hard runways)
Maximum Take-off and Landing -'.'eight (grass runways)
Ma>.imum Zero Fuel -Neight - not to exceed
6300 lb
6100 lb
6150 lb
Centre of Gravity
As jig 1 of Section 2 unless limited by take-off weight of 6150 lb. in which case this
diagram still apDIies. but cut off at 6150 lb.
Compartment
Goading
Subject to weight and balance considerations,
the load carried in the forward and
aft baggage compartments shall not exceed 100 lb in each case.
Loading Data
Moment arm of 1 rant baggage compartment relative to a ire raft datum (Stn. 134". 5)
- 121 inches to centre of baggage compartment.
Moment arm of aft baggage compartment relative to aircraft datum (Stn. 134". 5) i
144 inches to centre of baggage compartment.
Note ...
The information given in Section 6 of the flight manual on the aft baggage compartment is not applicable to this aircraft.
Moment arm of Gth row seat and passengers
,-101. 3 inches.
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 and, in any event, shall
not exceed 11.
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The minimum flight crew is one pilot.
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Section 7
31st Aug 1972
Page 2 of 2
Issue 1
Istander CAA approved Flight Manual
BN Supp 19 to FM/7
SUPPLEMENT
NO.19
TO SECTION 7
LIMITATIONS, INFORMATION AND PROCEDURES FOR
OPERATION OF A BN-2A-9 AIRCRAFT EQUIPPED WITH
UNDERWING STORES PYLONS AND PYLON-MOUNTED
FUEL TANKS TO MODIFICATION NB/M/560
This Supplement applies only to aircraft C. 653 modified to NB/M/560
and operated under a Special Category C of A.
INTRODUCTION
ModificationNB/M/560 converts a standard BN-2A-9 Islander for use in a reconnaisance role. BN Supp 11 to Sect 7 must also be included in the flight manual for
this aircraft.
The basic changes are the introduction of wing strengthening modifications which allow the mounting of two wing mounted pylons outboard of each engine nacelle, in order to allow the carriage of external stores tog-,;ther with an
external sight fitted to the leading edge of the port wing tip. Included in the range
of possible external stores are two 56 US gallon detachable fuel tanks which permit a considerable increase in flight duration.
A stores control panel is fitted
internally but this, together with underwing fuel supplies, is inoperative.
CATEGORY AND USE OF AIRCRAFT
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The aircraft
poses of :-
is certificated
in the Special Category and may be flown for the pur-
(a)
Experimenting with or testing the aircraft, its engines or its equipment
(b) Demonstrating
(c) Proceeding to or from a place at which it is intended to carry out the
purposes referred to in (a) and (b)
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The aircraft must not be flown for the purpose of public transport nor for any purpose which is not stated above. Passengers shall not becarried except those who
would be permitted were the flight carried out in accordance with the 'B' Conditions
of paragraph 5 in Schedule 2 of the Air Navigation Order 1972 as amended.
The
aircraft shall be operated only under the control of Britten-Norman
Limited who
shall make available to the crew such additional information as may be necessary
for safety. The commander shall be a pilot employed by Britten- Norman Limited.
31st Aug 1972
Section 7
Issue 1
Page 1 of 2
Islander CAA approved
Flight Manual
BN Supp 19 to FM/7
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this supplement the normal limitations stated in Section 2 of this manual and the limitations stated in BN Supp 11 to this section remain applicable :Airspeed
VNO
VNE
must not exceed 130 knots IAS
must not exceed 145 knots IAS
*
*
l\Ianoellvres
Manoeuvres
and+2g
shall be restricted
to those with load factors
between 0
Weight and balance
Loading and distribution of stores on the underwing pylons, in combination with
the allowable fuel load, is subject to the considerations set out in the table below:TABLE OF PERMISSIBLE WING STORE AND ASSOCIATED FUEL MASSES
Configuration
4 Wing Stores
2 Wing Stores
Pylon-mounted Fuel Tank
Pylon-mounted Fuel Tank
and 2 Wing Stores
Each Inboard
Pylon Store
lb
Each Outboard
Pylon Store
lb
Associated Maximum
Total Usable Fuel
lb
640
0
425
200
450
0
170
535
1000
425
158
684
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PERFORMANCE
The performance
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in the Flight Manual is invalid.
0
Section 7
31st Aug 1972
Page 2 of 2
Issue 1
Islander AR B approved
Flight Manual
BN Supp 20 to FM/7
SUPPLEMENT NO. 20 TO SECTION 7
INFORMATION AND PROCEDURES RELATING
TO THE USE OF CONST. NO.181 AEROPLANE
WITH 8-SEAT PARACHUTE JUMPING
INTERIOR TO MOD NB/M/567 (ISSUE 2)
INTRODUCTION
This supplement is applicable only to tbe abovementioned aeroplane at tbe standard
defined. The text concerns a warning notice which must be, at all times, displayed
when persons otber than tbe pilot or front seat occupant are being carried.
WARNING NOTICE
Two warning notices, bearing tbe undermentioned wording, are to be affixed to
tbe cabin trim panelling atthe following positions on the port side: under the Row
2 passenger window and in tbe space behind tbe window, adjacent to Row 3.
THIS SEAT CAN BE USED BY PARACHUTISTS
ONLY FOR TAKE-OFF AND LANDING. THIS
APPLIES ONLY TO OPERATIONS IN VICINITY
OF AffiFIELD OF TAKE-OFF.
THIS SEAT
CANNOT BE OCCUPIED UNDER ANY OTHER
CffiCUMSTANCES
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Section 7
Issue 1
Page 1 of 1
Islander ARB approved Flight Manual
BN Supp 21 to FM/7
LIMITATIONS AND INFORMATION ASSOCIATED
WITH THE BARRINGER NOSE EXTENSION (PART NO. 125EXP020)
INSTALLATION TO MODIFICATION NB/M/612.
INTRODUCTION
This modification introduces
a nose extension for the purpose of air sampling.
CATEGORY AND USE OF AEROPLANE
With this modification fitted the aeroplane is only certificated
category.
in the aerial work
LIMITATIONS
Unless superseded by any of the
Supplement the normal limitations
licable.
When the protective ferry
ternal damage to the air sampling
must be observed.
following special limitations imposed by this
stated in Section 2 of this manual remain appnose cap is removed, to avoid the risk of inequipment, amaximum speed of 150 knots IAS
Weight and Balance
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Forweight andC. G. information refer to the weight and C. G. schedule Part Band
Part C (APS role weight) in Sect 6 of this manual.
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panel :-
Max speed 150 knots IAS when ferry cap removed
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PERFORMANCE
a:
When operating in the Aerial Work Category it is not mandatory to use the performance data scheduled in Section 5 of this Flight Manual to comply with the
Air Navigation Order and Regulations. Its use, however, is advised on the grounds
of safety and should be at the discretion of the pilot in command of the aeroplane.
The effects on the performance when this modification is fitted are :-
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Maximum Take-Off and Landing Weight for Altitude and Temperature
Obtain the weight from the graph by using an altitude of 3000 ft greater
6th April 1973
Issue 2
than the
Section 7
Page 1 of 2
Islander AR B approved Flight Manual
(
EN Supp 21 to FM/7
actual aerodrome
altitude.
Take-Off Run and Take-Off Distance
Increase by 5 per cent.
Net Take-Off Flight Path - All Segments
Assume the aerodrome
altitude is increased by 3000 ft.
Single Engine and Twin Engine Climb
Decrease by 90 ft/min or 1.3 per cent gradient.
Landing Distance Required
No change.
For flight planning purposes a reduction in cruise speed of 10 knots EAS should
be assumed.
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Section 7
Page 2 of 2
6th April 1973
Issue 2
Islander CAA approved Flight Manual
BN Supp 22 to FM/7
SUPPLEMENT NO. 22 to SECTION 7
OPERATIONIN TEMPERATURES
UP TO ISA + 35 DEGREESMAXIMUM
IN VFR CONDITIONSONLY
INTRODUCTION
This supplement gives details of the limitations, operation and performance when
operating in temperatures of up to ISA+ 35 degrees C under VFR conditions only.
This informaJinu must not be used for establishing compliance with the United
Kingdom Air Navigation Regulations. Approval for its use for aircraft registered
outside the United Kingdom must be obtained from the Civil Aviation Authority of
the country of registry.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this
Supplement, the normal operating limitations stated in Section 2 of this flight
manual remain applicable.
Type of Operation
The maximum ambient temperature is ISA+ 35degrees but when
operating in temperatures higher than ISA + 30 degrees C, operation is restricted to VFR day only. When operating in these conditions, should an engine failure occur below 1500 feet, or the
selected en-route altitude, whichever is the higher, a landing must
be made as soon as possible after the failure. It has been demonstrated that maximum power may be maintained on the operative
engine for a minimum period of 5 minutes before oil temperature
becomes excessive.
The generator of the operative engine must be removed and inspected
for signs of overheating and fully tested before re-use.
6th Dec73
Issue 1
Section 7
Page 1 of
5
Islander CAA approved Flight Manual
BN Supp 22 to FM/7
Radio Equipment
Radio eqUipment, if installed, must be made inoperative for operations in temperatures above ISA + 30 degrees C.
PERFORMANCE
The effects on performance of an increase in temperature above ISA+ 30 degrees
C Up to a maximum of ISA+ 35 degrees are as set out below. The figure numbers
are those of the appropriate performance charts in Section 5 of this flight manUal..
Performance changes as introduced by other flight manual supplements, relative
to a particular aeroplane (e. g. Wing Tip Tank Installations, etc.) remain applicable and must also be taken into consideration.
Fig 6
Maximum Take-Off and Landing Weight for altitude and temperature:
when operating under the conditions of this supplement this chart is
replaced by fig. 1 and associated information overleaf.
Fig 7
Take-Off Distance Required: for each 1 degree C increase in temperature above ISA+ 30 degrees C, increase the take-off distance required
by 10 feet.
Fig 9
Net Take-Off Flight Path - First Segment : for each 1 degreeC increase
in temperature above ISA + 30 degrees C, increase the horizontal
distance by 10 feet.
Fig 10
Net Take-Off Flight Path - Second Segment: for each 1 degree increase
in temperature above ISA+ 30 degrees C, decrease the gradient of climb
by O. 15 per cent gradient.
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Fig 12
En- Route Performance Ceiling and Gross Rate of Climb - TwoEngines
Operating: for each 1 degree C increase in temperature above ISA+
30 degrees C, decrease the rate of climb by 12 feet/min.
Fig 13
En-Route Net Gradient of Climb - One Engine Inoperative: for each 1
degree C increase in temperature above ISA+ 30 degrees C, dec rease
the climb gradient by O. 06 per cent gradient.
Fig 14
Landing Distance Required: for each 1 degree C increase in temperature above ISA+ 30 degrees C, increase the landing distance reqUired
by 5 feet.
Section 7
6th Dec 73
Page 2 of 5
Issue 1
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CAA approved
Flight Manual
BN Supp 22 to FM/7
Fig 15
En-Route Climb - One Engine Inoperative: for each 1degree C increase
in temperature above ISA + 30 degrees C, decrease the rate of climb
by 5 feet/min.
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6th Dee 73
Issue 1
Section 7
Page 3 of
5
Islander CAA approved Flight Manual
BN Supp 22 to FM/7
MAXIMUMTAKE-OFF AND LANDING WEIGHT FOR ALTITUDE AND TEMPERATURE FOR USE IN VFR CONDITIONS
The maximum permissible take-off and landing weight for varying
air temperature under the above conditions is shown in fig. 1.
given by the arrowed dotted line shows that for an air temperature
C at an aerodrome altitude of 2000 feet the maximum permissible
landing weight is 608 0 lb.
altitudes and
The example
of 35 degrees
take-off and
Notes ...
At a particular aerodrome the actual weight may have to be
less than the appropriate maximum value given opposite,
due to some operational factor (such as take-off distance
available, obstacle clearance, etc.) becoming critical.
2.
This curve is determined by the one engine inoperative gross
rate of climb taken as zero at 1500 feet above the aerodrome
surface.
3.
Performance changes to the Maximum Take-Off and LandiIg Weight graph of Sect. 5 fig. 6, as introduced by other
Supplements (e. g. Wing Tip Tank Installations, etc.) will,
instead, be applicable to the graph shown by this Supplement
and must be taken into e-ensideration accordingly.
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Section 7
6th Dee 73
Page 4 of 5
Issue 1
Islander
CAA approved
Flight Manual
B:r-!_StlPp_22 to FM/7
MAXIMUM
TAKE-OFF AND LANDING WEIGHT
FOR ALTITUDE AND TEMPERATURE FOR
USE IN VFR CONDmONS
6000
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5000
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4500
5000
5500
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WEIGHT-LB
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6600
WEIGHT LIMITS FOR MODELS BN-ZA, BN-2A-6, BN-ZA-8
LIMIT FOR MODEL BN-ZA-26
6th Dec 73
Issue 1
Fig 1
...
Section 7
Page 5 of 5
Islander CAA approved
Flight Manual
BN Supp 23 to FM/7
SUPPLEMENT NO. 23 TO SECTION 7
LIMITATIONS AND INFORMATION
TO PERMIT OPERATION OF BN-2A-24 ISLANDER G-BCJY
IN THE SPECIAL CATEGORY
INTRODUCTION
When an extended nose incorporating a new baggage compartment of approximate. y
28 cubic feet is incorporated under Modification NB/M/549 in a BN-2A-26 Islander;
the aircraft is re-designated as a Model BN-2A-24 under companion Modification
NB/M/600.
The extended nose increases the total length of the aircraft from
35 feet 7.75 inches to 39 feet 5.25 inches.
LIMITATIONS
The limitations on G-BCJY are identical with those of a normal BN-2A-26 outlined
in Section 2, unless superseded by the special limitations below.
Category and Use of Aircraft
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purposes of :-
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(b)
Demonstrating
(c)
Proceeding to or from a place at which it is intended to carry out one
of the purposes referred to in (a) and (b)
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with or testing the aircraft,
and may be flown for the
(a)
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in the Special Category
its engines or equipment
The aircraft shall not be flown for tp.e purpose of public transport or for any purpose which is not stated above.
Passengers shall not be carried except those
who would be permitted with a flight carried out in accordance with the 'B'Conditions of para (5) in Schedule 2 of the Air Navigation Order 1972 as amended.
The aircraft shall be operated only under the control of Britten-Norman (Bembridge)
Limited who shall make available to the pilot such additional information as may
be necessary for safety.
The commander shall be a pilot employed by BrittenNorman (Bembridge) Limited.
6th Aug 1974
Issue
2
Section
7
Page 1 of 2
Islander CAA approved
Flight Manual
BN Supp 23 to FM/7
Maximum Take-off and Landing Weight
Maximum Take-off Weight
Maximum Landing Weight
Maximum Zero Fuel Weight - not to exceed
Compartment
6600lb
6300lb
63001b
Loading
Subject to weight and balance considerations,
baggage compartment shall not exceed 100 lb.
the load carried
in the forward
Loading Data
Moment arm offront baggage compartment relative to aircraft
- 121 inches to centre of baggage compartment.
datum (Stn. 134". 5)
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 and, in any event, shall
not exceed 10.
Flight Crew
The minimum flight crew is one pilot.
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Section 7
Page 2 of 2
6th Aug 1974
Issue 1
Islander CAA approved Flight Manual
BN Supp 24 to FM/7
SUPPLEMENT NO. 24 TO SECTION 7
LIMITATIONS AND INFORMATION
TO PERMIT OPltRATION OF BN-2A-25 ISLANDER G-BCJY
IN THE SPECIAL CATEGORY
INTRODUCTION
When an extended nose incorporating a new baggage compartment of approximately
28 cubic feet is incorporated under Modification NB/M/549 in aBN-2A-27 Islander,
the aircraft is re-designed as a Model BN-2A-25 under companion Modification
NB/M/584.
The extended nose increases the total length of the aircraft from
35 feet 7.75 inches to 39 feet 5.25 inches.
LIMITATIONS
The limitations on G-BCJY are identical with those of a normal BN-2A-27 outlined
in Section 2 and Supplement 17, unless superseded by the special limitations below.
Category and Use of Aircraft
The aircraft is certificated
purposes of :-
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in the Special Category and may be flown for the
(a)
Experimenting
(b)
Demonstrating
(c)
Proceeding to or from a place at which it is intended to carry out one
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of the purposes referred to in (a) and (b)
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with or testing the aircraft,
its engines or equipment
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The aircraft shall not be flown for the purpose of public transport or for any purpose which is not stated above.
Passengers shall not be carried except those
who would be permitted with a flight carried out in accordance with the 'B' Conditions of para (5) in Schedule 2 of the Air Navigation Order 1972 as amended.
The aircraft shall be operated only undertlie control of Britten-Norman (Bembridge)
Limited who shall make available to the pilot such additional information as may
be necessary for safety.
The commander shall be a pilot employed by BrittenNorman (Bembridge) Limited.
28th August 1974
Issue 1
Secti{}n 7
Page 10f 2
Islander CAA approved
Flight Manual
BN Supp 24 to FM/7
Maximum Take-Off and Landing Weight
Maximum Take-off Weight
Maximum Landing Weight
Maximum Zero Fuel Weight - not to exceed
Compartment
6600lb
6300lb
6300 lb
Loading
Subject to weight and balance considerations,
baggage compartment shall not exceed 100 lb.
the load carried
in the forward
Loading Data
!11 oment arm of front baggage compartment
relative to aircraft
- 121 inches to centre of baggage compartment.
datum (Stn. 134 fI, 5)
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 and, in any event, shall
not exceed 10.
Flight Crew
The minimum flight crew is one pilot.
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Section 7
Page 2 of 2
28th August 1974
Issue 1
i
Islander CAA approved Flight Manual
BN Supp 25 to FM/7
SUPPLEMENT NO. 25 TO SECTION 7
INFORMATION, PROCEDURES AND LIMITATIONS FOR
OPERATION OF MODEL BN2A-8 OR BN2A-26
ISLANDERS EQUIPPED WITH SEFA SKIS
(TYPE 4500 T NOSE AND TYPE 16000 MAIN)
TO BRITTEN-NORMAN MODIFICATIONS
NB/M/653, N13/M/742 AND NB/M/791
INTRODUCTION
This supplement covers the operation of Islander aircraft designated BN2A-8
and BN2A-26equippedwithSEFA
skis, as specified in the title, introduced under
the aircraft manufacturers modifications as follows:NB/M/653
NB/M/742
NB/M/791
- Basic aircraft modification for wheel
ski system
- Reduced elevator trim tab travel
- Introduction of SEFA skis and hydraulic
system for Islander aircraft
Note ...
Operators are advised that Modification NB/M/791 is not CAA
approved. It should be noted therefore that approval given to this
flight manual Supplement No. 25 may not be taken to mean that
approval is also given to Islander ski operations in relation to
aircraft registered in the United Kingdom .
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TECHNICAL DETAILS
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a.
Modification NB/M/653
This modification specifies the standard for the main undercarriage wheel and
brake installations, as apre-requisite
for installation of the ski units. In addition
the modification alters the main undercarriage fairings and reinforces the main
undercarriage legs and leg attachments in the wing.
Modification NB/M/742
This modification introduces an adj ustment to the datum setting of .the elevator trim
mechanism which must be effected on all aircraft modified to accept the SEF A
skis. This adjustmentreduces
elevator trim tab travel and ensures that the max20th November 1975
Issue 2
Section 7
Page 1 of 9
Islander CAA approved Flight Manual
(
BN Supp 25 to FM/7
rmum available 'nose-up'
trim cOincides with the minimu;n trim speed.
Modification NB/M/791
This modification introduces two main skis and one nose ski with attach ments to
main and nose undercarriage
legs. Each ski is a glass reinforced polyes-ter (G
BP) unit embodying an hydraulic jack and shock absorber mechanism for lowering or raising the ski, for selective ski or normal wheeled operations. An
electro-hydraulic
system, situated below the rear baggage bay prOVides the power
for operating the ski installation.
An emergency ski-raising system is operated
by a carbon dioxide (C02) cylinder.
Controls for the ski system are located on
the main instrument panel as follows:1.
Skis UP/DOWN Selector Switch
2.
Skis UP/DOWN position
indicator lamps (green)
3. Electro hydraulic pump
running indicator lamp (red)
4. Emergency skis UP selector
button
7.
)
)
)
)
)
)
)
Grouped into a control panel
at top R. H. side of main
instrument panel above radio
rack.
)
5. Indicator lamps dimmer
switch
6. Electrical
)
system fuseholder
Ski system ON/OFF circuit
breaker
)
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Main circuit breaker panel
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LIMITATIONS
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Unless superseded by any of the special limitations imposed by this supplement
the limitations stated in Section 2 of this manual remain applicable.
The aircraft must not be operated from snow or ice slopes which have inclines,
up or down, greater than 20 deg.
Indicated fuel content
.A fuel contents minimum of 5 gal per side must be indicated before landing on
snow or ice slopes with inclines approaching 20 deg.
Page 2 of 9
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Use of aircraft
Section 7
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20th November 1975
Issue 2
Islander CAA approved Flight Manual
BN Supp 25 to Fi\I/7
EMERGENCY
PROCEDURES
Selecting emergency ~kis UP
Should the normal electro-hydraulic
ski system fail during flight in the skis-down
position, the skis can La raised for a wheeled landing using the emergency system.
This will permit one operation only, and the following procedure should be effected
only when absolutely certain that the main system is inoperative.
1. Ski system ON/OFF circuit breaker
ON
2.
Skis UP/DO\\:N selector
DOWN
3.
Ski position indicator lights indicating
normally
DOWN
-±.
Operate ski sell'c[or switch again for
minimum time of one second
UP
5.
If main system l'L'mains inoperative
PRESS EMERGENCY
BUTTON
switch
Hvdraulic leak in flight
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Any loss of pressure in the hydraulic system will cause the electro-;lydraulic
pump to start automatically,
this will be indicated by the red 'pump running'
light. To avoid loss of hydraulic fluid in these circumstances.
the circuit breaker
must be selected OFF immediately.
Following such an incident, select the circuit
breaker ON to start the electro-hydraulic
pump during final landing approach.
If the hydraulic system fails to operate because of insufficient fluid in thl' reservoir, 'SKIS UP' selection may be made using the emergency system.
In the event of a failure of both normal and emergency systems, the skis m'1Y
adopt a nose-down attitude.
Landings can be made safely in this condition, preferably on grass', using the lowest L'ecommended approach speed shmm in Sect 5
(fig 5) of the manuaL When landing on snow with skis in the UP position the landing run may be shorter by about 150 ft.
Taking-off on snow with an hydraulic leak
A lake-off on snow must not be attempted if a serious hydraulic leak :,as developed.
In this circumstance
a repair must be effected before flight.
Approach and landing with flaps up
If skis are fitted, the approach for a flaps UP landing must be made at 75 kt IAS.
20th November 1975
Issue :2
Section 7
Page ,:' 01'9
Islander CAA approved Flight Manual
/
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BN Supp 25 to FM/7
NORMAL OPERATING PROCEDURES
Before-the first flight on he day
Nose ski - external
1. Check condition of ski unit for damage - including as much of ll!ldersurface
as possible.
Check shock absorbers,
linl,age, cables and attachments
for condition.
3. Check that nothing obstructs the sliding door, and its mechanism which seals
off the wheel gap when the ski is in the DOWNposition.
4. Check the hydraulic pipelines and components for evidence of hydraulic leaks.
5.
Check that the ski is parallel
to the ground.
1\1ain ski - external
1.
Check condition of each ski unit for damage - including as much of undersurfaces as possible.
2.
Check shock absorbers, linkages, cables and attachments for condition - including nose ski viewing mirror (when fitted) on port main leg fairing.
3.
Check the hydraulic pipelines and components for evidence of hydraulic leaks.
4.
Check the condition of the sliders
well greased.
5.
and dampers and ensure that the sliders are
Check the condition of the electric
the main undercarriage units.
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cables between the ski microswitches
and
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Hydraulic system
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Open the inspection door in the floor of the rear baggage bay and check that:-
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1. The oil level in the tank of the electro-hydraulic
3.
The emergency CO2 bottle is installed,
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sufficient for
connected and secure.
Close the inspection dooi'.
Section 7
Page-4 of9
G)
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unit is correct.
The hydraulic accumulator pressure gauge indicates pressure
normal operation, shown by the pointer in thl' green segment.
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20th November 1975
Issue 2
o
Islander CAA approved Flight Manual
BN Supp 25 to FM/7
Ground handling
Towing
Power towing must not be used. A special ground steering bar is available for
manoeuvring the aircraft on the ground.
Selection from skis UP to skis DOWNon the ground
L Switch battery master
ON
switch
ON
2. Engage skis ON/OFF circuit breaker
3. Select ski selector
switch for a minimum of one
DOWN
second
4. Note that the red 'pump running' lamp illuminates
up indicator lamps go out.
and the three green skis
5. Check that the three 'skis down' green indicator lamps illuminate and that the
red 'pump running' indicator lamp goes out after the last down lamp illuminates
Note...
If this ~peration is effected on hard grourid it may be necessary to
assist the nose ski to pass under the wheel by pressing firmly 0 n top
of the ski.
Selecting skis UP from
skis DOWN position on the ground
Perform the same operations, but switch the ski selector
ications will be in reverse to those given above.
to UP.
The light iQd-
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Pre take-off checks
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With engines running and prior to normal wheeled take-off, the following additional
checks to those listed in Sect 4 of the manual must be made by the pilot:-
2
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L
Ensure that the ski system selector
o
2.
Check that the ski system circuit breaker
f-
3.
Check the three green indicators
4.
Check that the red 'IlumP running' indicator lamp is
extinguished after a period sufficient to build up the
hydraulic pressure.
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is engaged
are showing skis
If the skis are being used for take-off,
1 and 3 of the above checks.
20th November 1975
lss\le' 2
switch is selected
UP
ON
UP
substitute DOWN in place of UP in items
•
Section 7
Page 5 of 9
Islander CAA approved
Flight Manual
BN Supp 25 to FM/7
F!andling in flight
Cross wind operation
The maximum cross wind for take-off and landing is unchanged at 30kt.
Skis in UP position
Taxying, take-off and landing on hard runways.
Taxying on a hard runway is undertaken normally. Take-off and landing attitudes
should avoid a pronounced tail down angl~ to avoid possible damage to the rear
ends of the skis.
Note ...
Avoid taxying on rough ground to prevent possible damage by 'grounding'the skis.
Skis in DOWN position
Taxying, take-off and landing on snow-{Jovered ground
When manoeuvering on snow or ice, assymetric engine power should be used.
To reduce speed or to stop on snow; using the ski selector SWitch, select skis
UP, thus allOWingthe wheels to sink into the snow. The skis may subsequently
be selected down again (ground handling refers}.
Flight characteristics
There are no significant changes to the aircraft's flight characteristics
with the
skis fitted and/or whilst selections to the up or down positions are taking place.
Recommended maximum speed for selecting skis up or down is 100 kt IAS.
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Operation from snow covered ground at low altitudes
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When taking-off from snow fields at low altitude, similar techniques to wheeled
operations can be used but the nose ski must be lifted off the surface of the snow
as soon as possible. After take-off in these conditions, with skis down, the skis
must be selected up, after the flaps are retracted, as the aircraft passes through
200 it altitUde. The skis must remain ,in the up position during the climb-out and
cruise.
Operation on ice from high altitude air~trips
For take-off, it is important to get the C of G as far back as possible (within the
permissible limit}. In these conditions take-off is effected with the flaps set at
T. O. ; the nase ski being lifted off the surface at the earliest possible moment
Section 7
PlJ,ge'6 of 9
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20th November 1975
Issue 2
Islander CAA approved
Flight Manual
BN Supp 25 to FM/7
after full power has bej:lnapplied. As soon as the nose ski has lifted, lower the
nose until the ski is judged to be approximately3-4 inches clear of the surface
as the aircraft gathers speed. Rotate aircraft as soon as possible.
For landing on snow-covered high altitude airstrips
the following techniques should be used:-
(e. g. 6000 to 7000 ft high)
1.
Flaps selected T. O.
2.
Select skis down after joining the circuit
3.
Landing speed 70-75 kt IAS according to aircraft weight and 'degree of turbulence prevailing.
4.
Full flaps (down) may be used but, in the event of an undershoot, correction to
the approach path may be difficult due to the limited performance in this configuration
5. A medium tail-down attitude should be adopted for initial ground contact with
main skis. The nose ski should be held off as long as possible.
Note ...
On ice, at altitudes above 7000 ft, the same landing technique
applies except that the landing speed should be 80-85 kt !AS
according to aircraft weight and turbulence.
Flaps should not
be extended beyond the T. O. position
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PERFORMANCE AMENDMENTS
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General
The climb performance of the aircraft is not significantly affected by the position
of the skis. However, the skis must be UP for all conditions of fHght except when_
reqUired for landing. The performance amendments specified below must 'be applied directly to the,performance data scheduled in Sect 5 of the manual, when skis
are fitted.
"
Fig.
6
Maximum .take-off and landing weight for altitude and temperature
- obtain the weight from the graph either by using an airfield altitude
of 3500 ft greater than the actual airfield altitUde -at the same
ISA temperature, or decrease the weight by 700 lb. _
20th _November 1975
Issue
2
Section 7
Page 7 of 9
Islander CAA approved Flight Manual
BN Supp 25 to FM/7
Note•.. ,
•
The 700 Ib reduction is only applicable if the weight given by the
graph is less than the maximum all up weight.
Fig.
7
Take-off run and take-off distance required - for wheel opera~ion on
a hard dry-surfaced runway increase by 10 per cent.
Fig.
9
Net take-off flight path 1 - first segment distance required by 750 ft.
Fig.
itO
Net take-off flight path 2 - second segment - reduce by a gradient of
1. 5 per cent.
Fig.
11
Net take-off flight path 3 - third segment - reduce by a gradient of
1. 5 per cent.
Fig.
12
En route performance ceiling and gross
operating - reduce by 100 ft per minute.
Fig.
13
En route net gradient of climb - 1 engine inoperative - reduce by
a gradient of climb of 1. 5 per cent.
Fig.
14
Landing dis.tance required - for wheel operation on a hard dry runway - no change.
Fig.
15
En route climb - 1 engine inoperative - reduce by 100 ft per minute
increase
the horizontal
rate of climb - 2 engines
Note...
Performance
For flight planning purposes the loss in cruising SPeed with the
skis fitted may be assumed to be 11 knots IAS.
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calculations
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for high altitude airstrips
When operating from airstrips between 7000 and 10000 ft altitude, it is permissible to use linear extrapolations, from the relevant charts in Sect 5 of this manul;ll
to assess the aircraft's performance oapabilities.
Take-off and landing distanc'e on snow
The landing distance required on snow with the skis down will depend upon the
'type of surface and its condition and must be assessed from experience. Howev"r,
. Page 8 of 9
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When taking off on snow ,or ice with tl;ie skis down ,the take-off distance required
will depend upon the type ,of surface and its cvndition and must be assessed from
experience.
However, it should not be taken as less than 20 per cent greater
than the distance obt<lined from fig. 7 of Sect 5.
'
Section 7
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20th November 1975
Issue 2
o
Islander CAA approved
Flight Manual
BN Supp 25 to FM/7
it is unlikely to be less than 25 per cent greater than that given by fig. 14 of Sect
5, and when approachil\g at the higher speeds recommended for altitudes above
6000 ft (see normal operating procedures) will be even longer.
Performance
under VFR conditions
If the aircraft is operated in VFR conditions and approved for operation under the
limitations of supplement No. 22 to Sect 7 of FM/7, the VFR maximum take-off
and landing weight chart, fig. 1 of supplement 22, may be used, but must be corrected for the performance loss due to the skis by either using an airfield altitude
of 3500 ft greater than the actual altitude at the same ISA temperature or reducing the weight obtained by 700 lb.
Note ...
The 700 Ib reduction is only applicable if the weight given by
the graph is equal to or less than the maximum all up weight.
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20th November 1975
Issue 2
Section 7
Page 9 of 9.
Islander CAA approved
Flight Manual
BN Supp 26 to F:lI 7
SUPPLEMENT NO. 26 TO SECTION 7
ADVISORY INFORMATION AND PERFORMANCE
RELATING TO OPERATIONS ON GRASS SURFACED RUNWAYS
INTRODUCTION
This supplement contains information relating to operations on grass surfaced runways. The distance increases,
given in this supplement, to the take-off distance
required and landing distance required (as scheduled in Section 5 of this manual)
are supplied as advisory information based on the best information currently
available.
The grass runway performance of this supplement supersedes the more
c-onservative factors quoted in Section 5 of this manual which apply only to short
dry grass on a firm subsoil.
PERFORMANCE AMENDMENTS
Take-Off Distance Required
a
2
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2
a) Establish the Take-Off Distance Required for a hard, dry surface from
fig. 7 of Section 5 of this manual, for the appropriate conditions.
Then
locate this distance on the vertical scale of fig. 1 of this supplement and
read this across until it intercepts 'the line applicable to the type of grass
surface.
The distance shown by the horizontal scale at this point of inter-',',
section, is the take-off distance required for the appropriate grass runway .
surface conditions.
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b) The take-off safety speed (and rotation speed) variation with aircraft
weight, given in Section 5, does not change for grass runway operation.
Landing Distance Required
a.
Establish the Landing Distance Required for a hard, dry surface
Section 5 of this manual, for the appropriate conditions; then:a) For operation on a dry grass
tance by 10 per cent, 01':-
15th August 1975
Issue 1
runway,
increase
from fig. 14 of
the hard dry surface dis-
Section 7
Page 1 of 3
Islander CAA approved
Flight Manual
BN Supp 26 to FM/7
b) For operation on a wet grass runway, increase
tance by 30 per cent.
the hard dry surface dis-
Note...
For some airfields, where the grass surface retains its hardness when
wet, or iithe surface becomes particularly slippery for any other reason,
this factor should be increased to 50 per cent. If doubt exists, take the
50 per cent factor.
c) The Landing Approach Speed Variation with Aircraft
Section 5 does not change for grass runway operation.
Weight, given in
EFFECTOF RUNWAY SURFACE DIFFERENCEON TAKE-OFF DISTANCE
TO 50 FT (INCLUDING THE BCAR SECTION K FACTOR OF 1·25)
(
2000
<500
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500
1000
1500
2000
3000
3500
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FEET
TAKE-OFF DISTANCE REQUIRED FOR DIFFERING RUNWAY SURFACE
CONDITIONS (INCLUDING BCAR SECTION K 1·25 FACTOR)
Section 7
Page 2 of 2
Fig 1
15th August 1975
Issue
1
Islander CAA approved Flight Manual
BN Supp 28 to FM/7
SUPPLEMENT
NO. 28 TO SECTION 7
INFORMATION, LIMITATIONS AND PROCEDURES FOR THE
OPERATION OF ISLANDER AIRCRAFT FITTED WITH
AIR CONDITIONING TO MODIFICATION NB/M/817
INTRODUCTION
Tbis supplement gives details of an optional air conditioning system wbicb can
be fitted to Islander
aircraft
designated BN-2A-6, BN-2A-8. and BN-2A-26
and aircraft fitted witb wing tip fuel tanks models BN-2A-1. BN-2A-7, 'BN-2A9, and BN-2A-27.
Tbe system is based upon an engine - driven clutcb-operated
compressor mounted on tbe port engine wbicb circulates Freon 12 tbrougb a system of beat excbangers and evaporators to provide cool air for tbe cabin interior. For aircraft fitted witb wing tip fuel tanks reference must also be made to
tbe relevant fligbt manmil supplement.
LIMITATIONS
Unless superseded by any of tbe following limitations in tbis supplement, tbe normal limitations set out in Section 2 of tbe fligbt manual remain applicable.
Operational
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Conditions
For aircraft witb Modi fication No. NB/M/817
ations are permitted at temperatures up to
ast ic,ing conditions is not permitted.
(air conditioning) installed. operISA + 26 deg C. Fligbt in forec-
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Use of Air Conditioning
1. Tbe fan facility may be used independently
air circulation witbout-cooling.
of tbe air conditioning to provide
II:
a.
2. Tbe air conditioning system
must be selected
"OFF" during tbe following :-
Take -off and initial climb
Approacb and landing
20tb November 1975
Issue 2
Section 7
Page 1 of 4
Islander CAA approved Flight Manual
BN Supp 28 to FM/7
EMERGENCY PROCEDURES
1. In the event of either engine failing at any time, air conditioning must be
select'od OFF.
2.
In the ,went of generator
selected OFF.
3.
In the ev,;mt of the air conditioning low pressure
at any t me, effect the following.
a) Illuminate
failure of either engine, air conditioning must be
warning light illuminating
the 'NO SMOKING' signs
b) Switch the selector,
air circulat ion
to 'FANS ONLY' position to give cabin
c) Open flight compartment D. V. panel to increase ventilation.
After a period of 5 mins this window may be closed at the pilots
discretion
NORMAL OPERATING PROCEDURES
Before Starting
a) Battery Master Switch
ON
b) "Fan only" Selector
ON
c) Establish
fans running by:-
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i) Audible identification
il) Flow of pjr from cabin duct outlets
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Starting Procedure
Air conditioning
OFF
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Pre Take-off checks
Air conditioning
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OFF,
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After take-off and initial climb
When above 1500 ft
Air conditioning
ON (as required)
Section 7
20th November 1975
Page 2 of 4
Issue 2
.(
Islander CAA approved
Flight Manual
BN Supp 28 to FM/7
Note ..•
The best gradient speed is 70 knots (81 mph) IAS
Airfield Appr.Jach
Procedures
and checks
Air conditioning
OFF
Post Landing checks
Air conditioning
Checks after stopping
ON 'as required)
Air conditioning
OFF
PERFORMANCE
When fitted with air conditioning, there are certain performance
reductions of
the aeroplane in respect of the information contained in Section 5 of the flight
manual. The following data is applicable with the air conditioning selected
"OFF". For aircraft fitted with wing tip fuel tanks the associated improvement
in performance as given in the relevant flight manual supplement may be used.
Fig
6 Maximum take-off and landing weight for altitude and temperature-obtain the weight from the graph by using Rn altitude of 200
ft greater than the actual airfield altitude .
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Fig
7 Take-off distance required
~
Fig
8 Net take-off flight path example - no change.
Fig
9 Net take-off flight path 1 - first segment - increase distance by
10 per cent. From the take-off safety speed increase airspeed
.to 70 knots (81 mph J
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- no change.
Fig 10 Net take-off flight path 2 - second segment - decrease gradient
Increase airspeed to 70 knots (81 mph)
by O. 1 per cent gradient.
IAS.
Fig 11 Net take-off flight path 3 - third segment - decrease gradient by
Q. 1 per cent gradient.
Increase airspeed to 70 knots (81 mph )
IAS.
20th November 1975
Issue 2
Section 7
Page 3 of 4
Islander CAA approved
Flight Manual
(
BN Supp 28 to FM/7
Fig 12 En route performance ceiling and gross rate-of-climb
- two
engines operating. Increase airspeed to 70 knots (81 mph) rAS.
Fig 13 En route net gradient of climb - one engine inoperative - reduce
gradient by' 0.1 per cent gradient.
Increase airspeed to 70 knots
(81 mph) IAS.
Fig 14
Landing distance required
- no change.
Fig 15 En route climb - one engine inoperative.
knots (81 mph) IAS.
Increase
airspeed
to 70
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Section 7
20th November 1975
Page 4 of4
1ssue 2
Islander CAA approved Flight Manual
BN Supp 29 to FM/7
SUPPLEMENT NO. 29 TO SECTION 7
LIMITATIONS, INFORMATION AND PROCEDURES
FOR OPERATION OF A BN-2A-8 OR BN-2A-26
ISLANDER WITH THE WATER BOMBER MODIFICATION
NB/M/852 INSTALLED
INTRODUCTION
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Modification NB/M/852 incorporated in either a BN-2A-8 or BN-2A-26, introduces 4 internally mounted fuselage tanks with a total capacity of 800litres(176
Imp Gal. ).
The tanks are mounted in line longitudinally and linked
into two
tank groups: Tank group 1 comprises the forward and aft tanks and Tank group
2the middle two tanks. Filling of the water tanks is accomplished by use of a
single large diameter filler which is connected to all four tanks. Access to the
filler is gained through the port rear baggage door. An overflow is connected to
the inlet neck of the front tank which provides the double function of
straight
overflow and indication that all tanks are full (due to the common interconnected
filling system).
There is no other visual method of ensuring all tanks are
full
and partial filling of the water tanks is not permitted.
Drainage facilities in the
fuselage floor allow any accidental spillages or leaks to escape.
Each tank has
a large jettison door which proj ects through the underside of the fuselage and all
doors are hinged alo):lgtheir port sides. After jettison, the doors are support~d
close to the underside of the fuselage by bungee cords.
From the closed, horizontal, position the doors swing through 135 deg. to 150 deg. to the open position. The options on water jettison are either jettison Tank group 1 (followed by
Tank group.2 as required) or jettison all tanks simultaneously.
Jettison selection is made by a lever situated on the pilot's right hand side just aft of the throttle box. A secondary lever determines whether initial jettison is total,
or
Tank group 1 only. It is not possible to select jettison of Tank group 2 prior to
jettison of'Tank group 1.
Notes ...
1)
:rhe dropping of items from 'lircraft may contravene the Air
:Navigation Orders.
Therefore, the advice and/or permission of the Civil Aviation Authority should be obtained.
2)
The satisfactory operation and safety of the airc'raft when
flying at low height above vegetation fires has not been proven
13th June 1977
Issue 2
Section
Page 1 of
7
5
Islander CAA approved Flight Manual
BN Sllpplement 29 to FM/7
and no special means are provided to safegllard against the
flame, sparks, dense smoke and extraordinary tllrbllience
which may be so encountered.
LIMITATIONS
Unless sllperseded by any of the following special limitations
imposed by this
sllpplement, the normal operating limitations in Section 2 of this Flight Manllal
remain applicable.
Use of aeroplane
With this modification installed the aeroplane shall not be llsed for the purpose
pllblic transport.
of
Rllnway surface
The aircraft mllst only be operated on the prepared rllnways and taxiways to enSllre
adeqllate grollnd clearance of the jettison doors and their operating mechanism.
Water tanks
No liqUid other than fresh water may be carried.
with the water tanks in the following conditions:-
The aircraft
may only be flown
(a)
All tanks empty
(b)
All tanks fllll
(c)
Tank grollp 1 empty, Tank group 2 full (this must only be achieved
by filling all tanks and jettisoning Tank grollp 1 on the grollnd
before take-off).
Under no circumstances mllst the aircraft be flown with partially filled tanks.
The water tanks must only be filled immediately prior to flight. Once full
the
aeroplane should be flown within one hour, or the tanks check-filled to prOdllCe
overflow. This is to avoid the possibility of taking off with one tank partially (or
completely) empty due to llnobserved leakage, with the resultant effect of theC.G
being outside the normal envelope.
Water jettison
,
The approved speed range and configuration for water jettisoning is from 65 kt to
100 kt IAS with flaps in the TO position (25 deg). Water jettisoning has not been
demonstrated outside this speed range or in other flap settings.
Water may only be jettisoned by either selecting Tank grollp 1 followed by Tank
Section 7
Page. 2 of 5
13th JlI1le 1977
Issue
2
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BN Supp 29 to FM'j7
group 2 (when, required) 'or by jettisoning both groups simultaneously.
Placard
The following placard is fitted in the roof on the LH side,justat't
limitations label:-
The water tanks must be filled, or check-filled
within 1 hour before flight.
of the flap speed
to produce overflow"
The approved speed range and configuration for water jettison is 65
to 100 kt IAS with flaps in TO position (25 deg).
EMERGENCY OPERATING PROCEDURES
It should be appreciated that the aeroplane's climb performance can be improved, particularly in 'an engine-failed condition, by jettisoning contents of
water
tanks.
NORMAL OPERATING PROCEDURES
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The water, tanks are filled via the common filler pipe to which there is
access
through the port rear baggage door. "All tanks full" is indicated by water ,unning from the overflow pipe situated between the port rear cabin door and the bag,gage bay door.
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Flight handling characteristics
are unchanged and the procedures
in the main body of this flight manual.
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are those given
The only effect on the aircraft when water is jettisoned (within the approved speed
range and configuration) is a small change in longitudinal trim.
13th June 1977
I'ssue 2
Section
7
Page 3 of
5
Islander CAA approved Flight Manual
(
BN Supp 29 to FM/7
PERFORMANCE
General
There is a reduction in the aircraft performance level when this modification is
embodied. Amendments to the performance of Section 5 of this Flight Manual
are given below. These amendments apply with the jettison doors open or closed.
Fig. 6
Maximum Take-off and Landing Weight for Altitude and
Temperature - obtain the weight from the graph by using an
altitude 2,500 ft greater than the actual airfield altitude.
Fig. 7
Take-off Run and Take-off Distance Required - Increase by
10 per cent.
Fig. 9
Net Take-off Flight Path 1 - First Segment - Assume an airfield
altitude 1,200 ft greater than actual.
Fig. 10
Net-Take-off Flight Path II - Second Segment - Assume an airfield
altitude 1,200 ft greater than actual.
Fig. 11
Net Take-off Flight Path III - Third Segment - Reduce by a gradient
of 1. 0 per cent.
Fig. 12
En Route Performance Ceiling and Gross Rate of Climb - Two
engines - Reduce by 65 ft/min.
Fig. 13
En Route Net Gradient of Climb - One 'engine - Reduce by a gradient
of 1. 0 per cent.
Fig. 14.
Fig. 15
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Landing Distance Required - No change.
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En Route Climb - One engine - Reduce by 65 ft/min.
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For flight planning purposes, the loss in cruise speed in this
configuration may be assumed to be 9 kt.
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WEIGHT AND BALANCE
The weight penalty, due -to tank and jettison system. installation,
Moment change of +8 ,083 lb. in.
is 260 lb with a
Section 7
13th Jillle 1977
. , ,Pag~'4 of 5
Issue
2
Islander CAA approved
Flight Manual
BN Supp 29 to FM/7
A total water load of 800 litres has a weight of 1,760 lb and a Moment change of
+51,608 lb. in when loading. *
Individual Tank Groups
Considering Tank group 1 (Tanks 1 and 4):Weight
Moment change
=
=
860lb
+24,833 lb. in when loading*
Considering Tank group 2 (Tanks 2 and 3):Welght
Moment change
* Change signs when considering
=
=
900 lb
+26,775 lb. in when loading*
discharge
cases.
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13th June 1977
Section
Issue
Page
2
7
5 of 5
Islander CAA approved Flight Manual
BN Supp 31 to FM/7
SUPPLEMENT 31 TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION RELATING
TO FLIGHT WITH A PARACHUTISTS STEP AND HANDRAIL
INSTALLED (MOD No NB/M/567) WITH OR WITHOUT THE
PORT REAR CABIN DOOR FITTED
INTRODUCTTON
This supplement is applicable to Islander Models BN-2A, BN-2A-6, BN-2A-8 and
BN-2A-26, with a Parachutists Step and Handrail fitted to Modification NB/M/567 ,
and covers flight both with and without the port rear cabin door. The limitations
and procedures which are set out in the following paragraphs give concise instructions for proper operation of such aeroplanes in these circumstances.
Pilots of
British registered
aircraft are reminded that the Air Navigation Ord81 prohibits
the dropping of articles,
animals and persons from ai rcraft in flight. A dispensation against Article 38 of the Order must therefore be obtained for any dropping
operations, including parachuting, from this airc~·aft.
LIMIT ATIONS
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Unless superseded by any of the following special limitations imposed by this
supplement, the normal limitations stated in Section 2 of this flight manual remain
applicable.
Revised Minimum Control
.567 fi tted
Speed (VMC) with external
parts of Mod. No. NB/M/
The MiniIllu'n Control Speed is amended to 43 knots and is placarded:
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WITH PARA STEP FITTED - MINIMUM CONTROL SPEED 43 KNOTS
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Smoking
Smoking is prohibited whenever the aeroplane
is flown with a cabin door removed.
Use of Aeroplane
The aeroplane may be used for the purposes of parachute jumping, supplies dropping and aerial photography when any (or all) of the passenge, seats have been
removed from the 5th, 4th, 3rd or 2nd Pas::;enger Seat Rows - in that order provided that the undermentioned conditions are satisfied:11th September
Issue 1
1975
Section 7
Page 1 of 3
Islander CAA approved Flight Manual
BN Supp 31 to FM/7
1.
No passengers other than parachutists and persons performing
in the aircraft in connection with the flight shall be carried.
duties
2.
Seats need not be installed for parachutists but, unless the dropping
zone is in the immediate vicinity of the aerodrome of take-off, each
parachutist
must be provided with an approved means of restraint.
3.
All loose articles
4.
When parachutists are using the exterior step, manoeuvres
exceed i 1. 0 g from steady flight conditions.
must be secured or removed before take-off.
shall not
Maximum Speed
1. The maximum permissible
130 kt (150 mph) IAS.
speed, with the port rear cabin door removed is
2. The maximum speed at which a parachutist
handrail is 80 kt IAS.
may use the exterior
step and
NORMAL OPERATING PROCEDURES
Door warning lights
The pilot's door warning system will function normally when the port rear cabin
door is removed but the passenger door warning lamp will remain illuminated
when power is available at the bus bar , whether the starboard door of the cabin is
properly locked or not. It is essential for the pilot of the aeroplane to note this
fact and satisfy himself,
at all ti mes, that that starboard door is correctly locked.
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Cabin proced'ure during flight - with the port rear cabin door removed
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Safety harness/restraint
provisions where applicable must not be released in conditions of turbulence, except when preparatory to evacuation of the aircraft.
Any
person (other than a parachutist) who is required to approach the rear port cloor
aperture during flight, in connection with the dropping of persons or articles,
mustbe suitably secured by a safety line or harness which has received the approval
of the appropriate airworthiness authority.
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PERFORMANCE
Fig
6
Section 7
Page 2 of 3
Maximum Take-Off and Landing Weight for Altitude and Temperature
- obtain the weight from the graph either by using an airfield altitude
of 3,500 ft greater than the actual airfield altitude at the same ISA
temperature,
or decrease the weight by 700 lb.
11th September 1975
Issue 1
Islander CAA approved Flight Manual
BN Supp 31 to FM/7
Note ...
The 700 Ib r",duction is only applicable if the weight given by t-w
grap), is less than the maximl1l11,all up weight.
Fig
7
Take-Off
cent.
Run and Take-Off Distance Required
- increasc
Fig
9
Net Take-Off Flight Path 1 - First Segment - incrcase
Jistancc required by 750 ft.
by 10 pel'
the hori?'ontai
Fig 10
Net Take-Off Flight Path 2 - Second Segment - reduce by a gradient
of 1. 5 pcr cent.
Fig 11
Net Take-Off Flight
of 1. 5 per cen t.
Fig 12
En-route Performance Ceiling and Gross Hate of Climb - 2 engines
operating - reduce by 100 ft per minute.
Fig 13
En-route Net Gradi- 'It of Climb - 1 F-ngine Inoperative
gradient of climb of 1. 5 per cent.
Fig 14
Landing Distance Requi red - no change.
Fig 15
En-route
Path 3 - Third Segment - reducc by a graclicnl
Climb -1 Engine Inoperative
- reduce by a
- reduce by 100 ftperminule.
Note ...
o
For flight planning purposes the loss in cruising speed may be assumed to be 15knots IAS with the port rear door removed and 10 knots
IAS with the port rear door fitted.
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11th September
Issue 1
1975
Section 7
Page 3 of 3
Islander CAA approved Flight Manual
BN Supp 33 to FM/7
SUPPLEMENT NO. 33 TO SECTION 7
ADDITIONAL LANDING PERFORMANCE DATAMEASURED FROM 30 FT SCREEN HEIGHT
The landing distance required as shown in fig. 14 of. Section 5 of this Flight Manual is based upon the distance to stop, meas ured from a screen height of 50 ft .
When the competent authority has agreed that the aerodrome environment
is
such as to allow compliance with the relevant landing distance regulations
from
a screen height of 30 ft, the following data may be used for that aerodrome provided that the altitude and the expected air temperature at the aerodrome do not
exceed 4000 ft and ISA + 20 deg C respectively:-
The new landing distance required is calculated
by multiplying the distance obtained from fig. 14'
by O. 85.
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5th August 1977
Section
7
Issue 1
Page 1 of 1
Islander CAA approved Flight Manual
BN Supp 34 to FM/7
SUPPLEMENT NO. 34 TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION
RELATING TO A COLLINS AP. 107 AUTOPILOT
INSTALLATIONTO MODIFICATIONNB/M/911
INTRODUCTION
The Collins AP.107 Autopilot installation in an Islander aircraft consists ofthree
servo motors, one each to operate the aileron, elevator and elevator trim flight
controls.
The servos are controlled by a Computor /Control. Pitch and roll information is supplied by the Horizon Gyro, direction information from the compass
system and/or the aircraft radio installation and altitude information from an
Altitude Hold Unit.
The Computor Control unit (and optional Pitch/Turn Control, when fitted) is located on the main instrument panel. The Magnesyn Compass system is replaced
by a Collins MCS. 107, or equivalent Compass System. Just above and to tpe left
of the pilot's head is located the Trim-.in-Motion audio warning horn which canbe
heard when wearing a headset.
A Control Wheel Steering push-button is fitted on the right-hand forward side of
the control wheel and an autopilot disengage push-button on the left. An Autopilot
Master Switch is located on the main instrument panel.
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equipment is fitted .
provided the appropriate .Approved
radio
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LIMITATIONS
The autopilot must be OFF during take-off and landing.
2.
The minimum height for autopilot controlled flights (other than coupled
ILS approaches) is 1,000 feet above terrain. The minimum height for
autopilot controlled flight during coupled ILS approaches is 200 ft above
the runway threshold elevation.
3.
With flaps UP the autopilot must not be used outside the speed range of
65 knots IAS to VNO.
4.
During coupled ILS approaches the approach speed must not be less than
65 knots IAS or greater than 100 knots IAS with flaps in the T. O. position
and not less than 65 knots IAS or greater than VNO with flaps UP.
25th September 1979
Section
7
Issue 3
Page 10f
8
Islander CAA approved Flight Manual
BN Supp 34 to FM/7
EMERGENCYOPERATING PROCEDURES
1.
In the event of autopilot malfllUction. disengage by pushing the disengage
button on the control column. The master switch should also be selected
OFF. The autopilot can be overpowered at any time without damage to
the aeroplane or components.
2.
In the event of navigation signal malfunction, disengage the navigation/
steering portion of the autopilot.
3.
In the event of an engine failure the autopilot must be disengaged.
4.
In the unlikely event of the Trim-in-Motion warning sounding as a
continuous note a trim malfunction is indicated; the autopilot must
be disengaged and the out of trim force upon disengagement be held
by the pilot before retrimming.
ilESCRIPTION
When autopilot is engaged and no modes are selected on the Computor/Control, the
autopilot accepts pitch and roll rate commands either from the Control Wheel
Steering (C.W. S. ) or (when fitted) from the pitch/turn control knobs on the pitch/
trim control.
The pitch control is used to command a pitch rate that is proportional to knob
displacement.
Rotating the control towards UP produces a pitch-up command.
Rotating the control towards DN produces a pitch-down cOmmand. The pitch control
is spring-loaded to a centre detent and causes the autopilot to maintain the aeroplane pitch attitude at the time the control is returned to the detent. Rotating the
pitch control causes a selected vertical mode on the computor/control to release,
giVing pitch hold mode.
Pitch trim is automatic. It is applied after a delay of two seconds to avoid unnecessary trim operation during short term pitch disturbances.
Pitch trim is
normally applied at one second intervals. The Trim-in-Motion annunciators, both
audible and visual,wiU operate in synchronism with the pitch trim servo.
The R/L turn control is used to command a roll rate when the autopilot is engaged.
The control is spring-loaded to!l centre detent. At ti).etime the control is retur~ed
to detent, the autopilot maintains the bank angle. If the turn control is rotated
when the autopilot is engaged with a lateral mode selected (except APPR mode),'
then the selected lateral mode will disengage.
Section 7
Pa,ge 2 of 8
25th September 1979
Issue 3
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Islander CAA approved Flight Manual
BN Supp 34 to FM/7
Annunciators
The annunciators give an indication of the status of the flight control system when
the autopilot is engaged. Annunciators located on the Computor/Control are:ENGAGE
Green triangle lights whenever the Autopilot is engaged
DISENGAGE
Amber triangle lights whenever the Autopilot is disengaged
TRIM-UP
Autopilot is commanding trim-up
TRIM-DN
Autopilot is commanding trim-down
HDG
Heading mode selected
NAV
Navigation mode selected
APPR
Approach (front-course) mode selected
ALT
Altitude hold mode selected
B/C
Back course approach mode selected
In addition Trim-in-Motion audible tone is provided by a horn located above and
to the left of the pilot's head.
The Glideslope Arm and Glideslope Capture annunciators are located on the upper
part of the main instrument panel.
c
Disengagement
«
The autopilot can be disengaged by :-
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Depressing the autopilot disengage button on the forward left-hand side of
the control column.
C
2.
Selecting DIS on the ENG/DIS swibch.
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Switching the master switch. OFF.
The autopilot automatically disengages when the autopilot power fails.
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MODES OF OPERATION
Heading
When HDG Is selected on the Computor/Control and the autopilot is engaged, the
autopilot manoeuvres the aeroplane to turn to and then maintain the heading set on
the compass with the HDGmarker. To complete a turn of more than 135 degrees.
25th September 1979
Section 7
Issue 3
Page 3 of 8
Islander CAA approved Flight Manual
BN Supp 34 to FM/7
it is advised to set the HDGmarker approximately 135 degrees in the direction
of the desired turn and after completing about 120 degrees of the turn re-select
as req uired.
Navigation
To capture VOR radial or localizer course perform the following :1.
Select the desired VOR radial or localizer course on the VOR/ILS Nav instrument.
2.
Adjust HDG knob on compass system to place the heading marker to the
VOR radial or localizer course. (If HDG mode selected aircraft will commence turn).
3.
Select NAVmode on theComputor/Control. (If HDGwas previously seiected
it wlll be automatically cancelled). At this time the autopilot commands the
aeroplane to turn to a fixed 45 degree intercept angle for the selected VOR
radial or localizer course. The autopilot then turns the aeroplane and tracks
the selected radio course with automatic cross wind correction. As the aeroplane approaches the VOR station select HDGmode to effect smooth station passage. Reselect NAV mode after that station has been passed.
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Back course
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In B/C mode, localizer capture is the siWle as in a front course
Glldesiope is inhibited during a back course approach.
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approach.
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Approach
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In APPR, localizer capture is the same as in NAVmode. The APPR mode also
provides glidesIope arm and capture. Glideslope captllre can be ,ac.co~p1ish~d '
from above (not recommended) or below the ,glideslope and is dependent on locallzer capture which mllSt occur first.
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Vertical modes
In addition -to'the lateral modes there are two basIc modes. altitude 'hold and
pitch hold. Pitch ·hold is maintained when the autopi:lot-is engaged un:l_ altitucl$l
hold (ALT ) is selected.
Section 7
'Page 11df 8
25th September 1979
Issue 3
(
Islander CAA approved Flight Manual
BN Supp 34 to FM/7
Control Wheel Steering
Pressing the CWS button disengages the autopilot servos from the control surfaces and disengages the ALT hold mode (if selected). Any other selected mode
will be retained and re-engaged on release of the button.
Note. "
The CWS facility is disabled when the APPR mode is selected
and the glides lope is captured.
PRE-FLIGHT CHECKS
To supply adequate electric and vacuum power, run at least one engine; turn on
autopilot master switch and check that the vertical gyro is erected, .and that the
gyro-stabilized magnetic compass is slaved. Set the heading marker under the
lubber line and press the HDG button of the mode selector.
Note...
The pressure of airflow that normally opposes movement of control
surfaces is absent during any pre-flight check. It is possible to get
a hardover control surface deflection if an autopilot command is
allowed to remain active for any appreciable time. If it is desired
to check operation of the pitch/turn control knobs, move them only
as required to check control operation, and allow them to return to
the centre position.
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1.
Engage the autopilot. Check that the controls resist movement. Adjust the
HDG knob to move the heading marker 10 degrees right, then 10 degrees left.
The control wheel should move right and left respectively.
2.
Pull back on the control column and hold. After a few seconds tlte TRIM DN
annunciator on the Computor/Control should light and flash andtheTrim-inMotion warning horn sound.
3.
Press the AP disengage button on the control column. Observe that the autopilot disengages and that the flight controls operate free ly.
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25th September 1979
Section 7
Issue 3
Page 5 of 8
Islander CAA approved Flight Manual
BN Supp 34 to FM/7
4.
Engage the autopilot. Tune the navigation receiver to a VOR station. Set
VOR radial to centre the lateral deviation bar and obtain a TO indication.
Engage the autopilot and select NAVmode. Set VOR radials 10 degreea
right, then left. The control wheel should move right and left respectively.
Note...
Ensure that on completion of autopilot pre-flight checks the
elevator trim is returned to the appropriate take-off setting.
FLIGHT
The autopilot Master Switch must be OFF for take-off and landing and must not
be switched on below 1,000 feet, other than for coupled approaches. After take off with the climb profile established and a height in excess of 1,000 feet engage
the autopilot. The aeroplane may now be controlled either by the CWSfacility or,
by th'e pitch/turn control. Alternatively, the desired heading may 'le selected with
the heading marker on the compass and selecting HDG. Heading changes as required may'be made by moving the heading marker on the compass. Just before
cruise altitude, reduce the vertical speed to approximately 500 feet per minute.
When the cruise altitude is reached, press the ALT button. The
autopilot will
maintain this altitude.
VOR Operation
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To establish the aeroplane on a desired VOR radial:-
1.
Tune the navigation receiver to the desired VOR station.
2.
Set the HDGmarker on the compass to the desired VORradial.
the VOR radial on the VOR/ILS indicator.
3.
Select
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Press the NAV mode button on the Computor/Control; and the flight
control system will manoeuvre the aeroplane to fly a fixed 45 degree
intercept angle to the VOR radial. For optimum operation, plan the
VOR capture at angles of less than 90 degrees to the desired radial.
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After capture of the selected VOR radial, the system provides automatic crosswind correction for 'proper tracking of the radial. As the aeroplane approaches
the VOR station select HDGmode to effect smooth station passage. After
the
station is passed (TO-FR indicator changes), re-select NAV mode. The system
will track outbound and provide automatic crosswind correction.
Section 7
Page 6 of 8
25th September 1979
Issue
3
(
Islander CAA approved Flight Manual
BN Supp 34 to FM/7
Outbound course changes can be commanded when passing over the VOR station
by selecting the new outbound radial while the system is in HDG mode (during
station passage). This procedure may be used to make a 'lOR approach down to
1,000 feet above the local terrain.
Coupled Approaches
The localizer and glides lope are captured automatically on an ILS front-eourse
approach. The localizer must be captured before glides lope capture can occur.
The localizer is always captured from a fixed intercept angle as described in
VOR operation, but theglideslope maybe captured from anyoftheverticalmodes.
If it is desired to use 25 deg. of flap (T. 0.) for the approach this may be selected
either before intercepting the glides lope or when established on the . glides lope.
A coupled ILS approach may be continued down to 200 ft. above the runway
threshold elevation. Perform a front-course approach as foHows.
1.
To intercept the localizer, tune the navigation receiver to the ILS
frequency. Maintain flight towards the localizer course using either
pitch/turn control, CWS or HDG. Any vertical mode selected may be
retained during localizer intercept.
Note...
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Limit the localizer capture to 90 degrees or less.
2.
The course card does not have to be set on the inbound course when
capturing a 'localizer. The course card may be set to the inbound
course to provide a course reference.
~
3.
Set the HDG marker on the compass to tile published inbound course.
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4.
Select APPR on the Computor/Control
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5.
The flight control system manoeuvres the aeroplane to a fixed 45
degree intercept angle to the localizer course.
6.
Once established on the localizer, glides lope arm and capture is
automatic and indicated. Any vertical modes' se lected on 'the
Computor/Control are automatically disengaged when glides lope
capture occurs. As the centre of the glides lope is approached,
the glides lope pointer on the course selector indicator moves
down if capturing from above.
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to capture the localizer.
25th September 1979
Section 7
Issue 3
Page 7 of 8
Islander CAA approved Flight Manual
Supp 34 to FM/7
Back-Course Approach
The localizer is captured automatically as in front-course approach. The glideslope circuits are automatically disengaged during back-course
approach. An
autopilot B/C approach may be continued down to 1000 ft. Perform back-course
approach as follows:1.
To intercept the localizer for back-course approach,tune the navigation
receiver to the localizer frequency. Any vertical modes may be selected
dUring localizer intercept.
2.
Maintain flight towards localizer course UBingthe pitch/turn control
CWSor HDG mode. Set the HDGmarker to the inbound front localizer course.
3.
Select B/C mode on the Computor/Control. A fixed 45 degree intercept
will be commanded and as the localizer is approached, a smooth coordinated turn and roll out will be ma<;leto track the localizer.
4.
Use the pitch knob on the pitch/turn control or CWSto establish and
maintain the desired rate of descent. Any vertical mode selected will
automatically be cance lled.
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Section 7
Page 8 of 8
25th September 1-979
Issue 3
Islander CAA approved Flight Manual
BN Supp 35 to FM/7
SUPPLEMENT 35 TO SECTION 7
INFORMATION APPLICABLE TO THE OPERATION OF
ISLANDERS WITH MODIFICATION NB/M/877RADOME NOSE CONE - INSTALLED
INTRODUCTION
Modification NB/M/877 introduces a radome nose cone to Islander aircraft. The
change in aerodynamic shape, including an increase in the projection of the aircraft nose forward, results in a loss of performance which is detailed
by this
Supplement.
This supplement is applicable only to Islander
aircraft
equipped
with wing tip fuel tanks to modification NB/M/364 which aircraft mayor may not
also embody de-icing systems to modifications NB/M/116 and NB/M/388.
The
performance amendments published in the associated Supplements for these modifications (BN Supp 2 to FM/7 and BN Supp 17 to FM/17) are superseded
by the
performance amendments specified in this supplement.
To avoid the possibility of confusion over the performance levels
of
aircraft
equipped with wing tip tanks (NB/M/364) only, or whig tip tanks (NB/M/364) and
de-icing systems (NB/M/116 and NB/M/388) this supplement deals
with both
standards of performance of aircraft so equipped.
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BN Supp 17 must be embodied in the flight manual, together with BN Supp 2 when
applicable, and must be read in conj unction with this supplement except
in the
context of performance amendments
or normal
There are !YO changes to limitations, emergency operating procedures,
operating procedures,
as published in Sections 2,3,4 and BN Supplements 2 and
17 to FM/7 resulting from the embodiment
of this modification.
PERFORMANCE AMENDMENTS
Configuration
- Aircraft
with Radome Nose Cone and Wing Tip Fuel Tanks
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a.
The performance improvements due to the installation of wing tip fuel tanks (Mod
NB/M/364) as detailed in BN Supp. 17 to this manual must not be used. The performance amendments specified below must be applied directly to the performance
in Section 5 of this manual.
Figure 6
2nd March 1978
Issue 1
Maximum take-off and landing weight for altitude and
temperature - obtain the weight from the graph by
using an altitude of 1000 ft. greater than the actual
airfield altitude.
Section
7
Page 1 of 3
Islender CAA approved
Flight Manual
I"
BN Supp 35 to FM/7
Figure 7
Take-off run and take-off distance required
Figure 9
Net take-off flight path I - first segme~t - assume an
airfield altitude of 1000 ft. greater than actual.
Figure 10
Net take-off flight path II - second segment - assume
an airfield altitude of 1000 ft greater than actual.
Figure 11
Net take-off flight path III - third segment - reduce by a
gradient of O.5 per cent gradient.
Figure 12
En-route performance ceiling and gross rate of climb two engines - reduce by 30 ft. per minute.
Figure 13
En-route net gradient of climb - one engine - reduce
by a gradient of O. 5 per cent of gradient.
Figure 14
Landing distance
Figure 15
En-route
Configuration - Aircraft
and De-icing Systems
required
- no change.
- no change.
climb - one engine - reduce by 30 ft. per minute.
with Radome Nose Cone! Wing Tip Fuel Tanks
For those aircraft additionally fitted with de-icing systems to Mod NB/M/116 and
NB/M/388 details of which are given in BN Supplement No. 2 to this manual the
following performance amendments apply instead of either those above! or those
published in BN Supp. 2 to this manual. The performance corrections
given in
Supplement No.2 must not be used and! the performance amendments below must
be applied directly to the Performance in Section 5 of this manual.
Figure 6
Take-off run and take-off distance required
Figure 9
Net take-off flight path I - first segment - assume an
airfield altitude of 1000 ft greater than actual.
Figure 10
Net take-off flight path II - second segment - assume an
airfield altitude of 1000 ft greater than actual.
Section 7
Page 2 of 3
;!!
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Maximum take-off and landing weight for altitude and
temperature - obtain the weight from the graph by
using an altitude of 1400 ft. greater than the actual
airfie ld altitude.
Figure 7
Figure 11
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- no change.
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Net take-off flight path III - third segment - reduce by a
gradient of O.7 per gradient.
2nd March 1978
Issue
1
Islander CAA approved Flight Manual
BN Supp 35 to FM/7
Figure 12
En-route performance ceiling and gross rate of
climb - two engines - reduce by 30 ft. per minute
Figure 13
En-route net gradient of climb - one engine reduce by a gradient of O.7 per cent gradient
Figure 14
Landing distance required - no change
Figure 15
En-route climb - one engine-reduced by 45 ft. per
minute
Note ...
For flight in light icing conditions, the cruise speed loss stated in
BN Supp. 2 to this manual remains applicable i. e. with the de-icing
system functioning and an ice accretion of the order of 1 inch (25.4
millimetres) on the unprotected surfaces, a loss of approximately
20 knots (23 mph) must be expected.
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2nd March 1978
Section 7
Issue 1
Page 3 of 3
Islander CAA approved Flight Manual
BN Supp 36 to FM/7
SUPPLEMENT
NO 36 TO SECTION 7
INFORMATION, LIMITATIONS AND PROCEDURES ASSOCIATED
WITH THE INCORPORATION OF MODIFICATION NB/M/913
(REMOVABLE INWARD OPENING BAGGAGE BAY DOOR)
INTRODUCTION
Modification NB/M/913 Part 1 introduces an alternative Baggage Bay Door installation which allows the door to be removed from inside the aircraft for aerial
photography or other purposes.
Use of the aircraft in these roles may affect the
certification
status; refer to Types of Operation be low. The door is sec ured in
the aperture by a spigot at the rear and two shoot-bolts at the forward inside edge.
Part 2 of modification NB/M/913 provides for the baggage bay door to be rendered
boperative
thus enabling the aircraft to be operated without change to its certification status.
LIMITATIONS
Unless' superseded by any of the following limitations imposed by this supplement
the normal operating limitations of Section 2 of this manual remain applicable.
Placards
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The following placards
modified in accordance
are to be fitted to the inside surface
with NB/M/913:-
of baggage bay doors
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THIS DOOR MUST BE IN PLACE WHEN :-
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(a)
TAKING-OFF
OR LANDING
(b)
ONE ENGINE IS INOPERATIVE
a:
0.
IN THE INTERESTS OF PERSONAL SAFETY OCCUPANTS ARE
ADVISED TO REMAIN PRONE AND FORWARD OF THIS DOOROPENING AT ALL TIMES WHEN REMOVING OR REPLACING
THE DOOR, OR WORKING IN THE VICINITY OF THE OPENING
14th June 1978
Section
Issue 2
Page lof2
7
B
~I---l
Islander CAA approved Flight Manual
BI\' Supp 36 to FM/7
Tvpes of Operation
a.
To satisfy the requirements of Part 2 of NB/M/913 the two shoot-bolts
of the baggage bay door must be wire locked in the engaged position at
all times. In this condition there are no changes to the limitations of
the aircraft.
b.
When the baggage bay door is required to be removed in flight, as
provided for by Part 1 of NB/M/913, the wirelocking of the two shootbolts is to be removed. With the aircraft in this condition, only those
people essential to the flight are to be carried and the aircraft shall not
be flown for purposes other than Aerial Work and/or demonstration
of the removable baggage bay door installation.
c.
When the baggage bay door is removed in flight any persons approaching
or working in the vicinity of the opening, must wear an appropriately
approved safety harness, unless a photographers couch is fitted in accordance with Modification NB/M/936. This harness can be attached to
the two lugs provided for baggage screen fixing in the aircraft roof.
EMERGENCY OPERATING PROCEDURES
In the event of an engine failure in flight with the baggage bay door removed the
door must be replaced as soon as possible.
NORl\IAL )PERATING PROCEDURES
-0
When removed in cruise flight conditions, the baggage bay door should be storec
in the space forward of the door opening and retained by the elasticated straps
provided.
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Section 7
Page 2 of 2
14th Jme 1978
Issue
2
B
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Islander CAA approved Flight Manual
BN Supp 37 to FM/7
SUPPLEMENT NO 37 TO SECTION 7
INFORMATION AND PROCEDUR,ES FOR THE OPERATION OF
ISLANDER AmCRAFT WITH MODIFICATION NB/M/866
PARTS '2 OR 4 INCORPORATED (PROPELLER
SYNCHRONIZER)
INTRODUCTION
Modification NB/M/866 introduces a Woodward Propeller Synchronizer system
for the Islander.
Part 2 ofthe modification caters for non wide-deck engines (premod NB/M/746) and Part 4 caters for wide-deck engines (post-mod NB/MI.746).
TECHNICAL DETAIU'
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The Woodward Propeller Synchronizer.
when energized.
automatically adj usts
the speed of each engine to identical rev /min provided that the rev /min of each
engine are within 50 rev/min of each other. The speedadjuEtment is accomplished
by varying the governor speeder-spring
tension with an eLectric solenoid. The
solenoid is controlled by a small computer which, when the system is ON. receiveS
a signal from magnetic speed sensing devices in each governor.
The computer
signals for a reauction in rev /min on the fast engine and an increase in rev /min
on the slow engine. Control of the system is effected by a single ON/OFF toggle
switch at the lower L. H. side of the main instrument panel. The synchronizer
system will not have sufficient power to automatically synchronize the engines
unless the pilot has manually selected the engine speeds within 50 rev /min of each
other. In the event of any failure of the synchronizer system. the propeller speed
control system is only affected in that propeller synchronization must be accomplished manually (as for aircraft without this modification).
There is no loss of
constant speed facility or normal R. P. M. control.
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EMERGENCY PROCEDURES
Propeller
Synchronizer
Failure
If the synchronizer system fails, as indicated by the failure of the system to autosynchronize when both engine rev /min are within 50 rev /min of each other. select
the system OFF.
Engine Failure
Select the synchronizer- OFF in the event of an engine failure.
17th May 1978
Section
7
Issue 1
Page 1 of 2
Islander CAA approved
Flight Manual
(
BN Supp 37 to FM/7
NQRMAL OPERATING PROCEDURES
The propeller synchronizer system must be OFF for take-off but may be selected
ON at any time during normal flight after the en-route climb speed of 65 kt IAS
has been attained and the flaps are in the UP position. The system will only function when the engine 'rev /min are within 50 rev /min of each other, as stated
earlier in this Supplement.
Airfield Approach - Procedure
and Checks
During the pre-landing
select the propeller
checks,
synchronizer
system OFF.
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Section 7
Page 2 of 2'
1'Zth May 1978
Issue
1
Islander CAA approved Flight Manual
BN Supp 38 to FM/7
SUPPLEMENT
NO. 38 TO SECTION 7
LIMITATIONS, INFORMATION AND PROCEDURES FOR OPERATION
OF BN-2A-1, BN-2A-7, BN-2A-9 AND BN-2A-27 ISLANDERS
WITH UNDERWING PYLONS AND PYLON-MOUNTED
FUEL TANKS TO BRITTEN-NORMAN MODIFICATIONS NB/M/754, NB/M/755
AND NB/M/756 OR NB/M/941
INTRODUCTION
a
A series of design changes introduced by the above modifications ,permit
the
above mentioned Islander models to be converted to a long-endurance role if so
desired.
In the case of these aircraft,
however, the relevant Supplement (BN
Supp 17 to FM/7) must also be incorporated in this Section and must be read in
conjunction with this supplement.
The design changes brought into effectby Mod
NB/M/754 and NB/M/755 enable the carriage of four underwing stores pylons,
each of which may be equipped with a "hard carrier".
(Provision has been made
for the pylons to accept electro-magnetic
release units - EMRU's - instead of the
"hard carriers"
but those units cannot be used with the underwing fuel tanks). Mod
NB/M/756 makes provision for, and introduces, two underwing fuel tanks on the
inboard pylons. Each of these tanks has a maximum capacity of 56 U. S. gallons.
As an alternative to these tanks, Mod NB/M/941 makes provision for and introduces
two improved underwing fuel tanks , of Pilatus Britten-Norman
manufacture,
each
of which has a maximum capacity of 59.4 U.S.gallons.
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LIMITATIONS
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Unless superseded by any of the following special limitations imposed by this supplement, the normal operating limitations stated in Section 2, and BN Supp 17 to
Section 7, of this flight manual remain applicable.
Use of aeroplane
When equipped with the detachable underwingfuel tanks as described in this supplement, the aeroplane shall not be used for the purpose of public transport.
Fuel system configuration
No fuel shall be carried in the detachable underwing fuel tanks unless the duration
of the intended flight requires more fuel than the wing main and tip tanks can accommodate.
Pursuant to this limitation, the following considerations
apply before
5th October
Issue 2
1982
Section
7
Page 1 of 4
Islander CAA approved Flight Manual
BN Supp 38 to FM/7
any take-off is attempted:a.
Wing tip tanks must always be full.
b.
The underwing fuel tanks must be either full or empty in
combination with a. and c.
c.
Wing main tanks may be fuelled according to range/payload/
maximum weight considerations.
d.
A placard on the main instrument panel warns that fuel
transfer must not proceed when more than 60 U. S. gallons are
indicated in each wing main tank.
Maximum duration of flight
For the purpose of flight planning it should be assumed that an engine will fail at
any point en route. The destination, whether alternative or intended, should be such
that the operating engine has sufficient oil to continue operation at maximum continuous power until a landing at that destination is made. It has been established
that the engine oil capacity is adequate for such long endurance flights provided that
a mean rate of oil consumption of not more than three quarter imp. pint per hour
per engine has been shown over the last five hour period.
EMERGENCY OPERATING PROCEDURES
In the event of an asymmetric condition of fuel, due to a system failure, the aircraft
remains fully controllable.
In order to retain adequate control effectiveness, however, particularly in turbulence, it is recommended that an approach speed of 10
kt above normal should be employed for landing.
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NORMAL OPERATING PROCEDURES
Ground handling
When refuelling procedures involve filling the detachable underwing fuel tanks, these
should be filled after refuelling the wing main tanks and tip tanks and by visual·
reference.
since no fuel contents indicators are installed.
For tanks to modification NB/M/756 standard; each tank, when full, contains 56 U. S. gallons, of which
55.5 U. S. gallons is usable fuel. For tanks to modification NB/M/941 standard;
each tank, when full, contains .59.4 U. S. gallons, of which 58.7 U. S. gallons is
usable fuel. Before starting the engines the operation of the twin pumps for each
detachable tank should be checked, by momentarily selecting the appropriate transfer switch situated at the outer extremities
of the windscreen centre console
Section 7
Page 2 of 4
5th October 1982
Issue 2
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Islander CAA approved Flight Manual
BN Supp 38 to FM/7
panel; a distinctly audible note is evidence of functioning.
Flight handling
Flight handling procedures are unchanged from the instructions already promulgated but the fuel management drill described in BN Supp 17 to this Section is
subject to amendment, as follows, when the detachable underwing tanks are in use
on the airc raft.
1.
When the indicated contents of each main fuel tank have decreased
to 40 U. S. gallons, fuel may be transferred from the detachable
underwing tanks to the main tanks.
2.
Monitor the main fuel contents indicators closely at all times when
flying with the fuel transfer pumps selected; it takes approximately
1 hour 40 minutes for the twin pumps of each tank to transfer the
usable fuel. If during the transfer process either of the main tanks
indicators registers more than 60 U.S gallons, switch off the appropriate transfer pumps. Do not recommence fuel transfer until
the main tank contents indication drops to 40 U.S. gallons. Do not
leave the transfer pumps switched on when main tank contents indicators register maximum capacity or the transferred fuel will be
discharged overboard through the tank vents.
3.
When transfer of the underwing tank contents has been completed,
the transfer pumps should be switched off. Completion of fuel
transfer can be determined from the rate of change in main fuel
tank contents.
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PERFORMANCE
General
Performance improvements due to the installation ofwing tip fuel tanks as detailed
in BN Supp 17 to this manual must not be used. The performance amendments
specified below embrace all modifications relevant to this supplement and should
be applied directly to the performance in Section 5 of this manual.
Effects on scheduled performance with detachable underwing tanks installed
Fig. 6
Maximum Take-off and Landing Weight for Altitude and Temperature Obtain the weight from the graph by using an altitude of 800 feet
greater than the actual airfield altitude
Fig. 7
Take-off Run and Take-off Distance Required - Increase by 100 ft.
-5thOctober 1982
Section
7
Issue 2
Page 3 of
4
Islander CAA approved Flight Manual
BN Supp 38 to FM/7
Fig. 9
Net Take-off Flight Path 1 - First Segment - Increase
by 20 per cent
Fig. 10
Net Take-off Flight Path 11 - Second Segment - Decrease
gradient
Fig. 11
Net Take-off Flight Path 111 - Third Segment - Reduce by a gradient
of O. 3 per cent gradient
Fig. 12
En Route Performance Ceiling and Gross Rate of Climb - Two
Engines - Reduce by 80 ft/min
Fig. 13
En Route Net Gradient of Climb - One Engine - Reduce by a gradient
of O. 3 per cent gradient
Fig. 14
Landing Distance Required
Fig. 15
En Route Gross Climb - One Engine - Reduce by 20 ft/min
by 1 per cent
- No change
Note ..•
For flight planning purposes the loss in cruising speed consequent
upon the installation of underwing fuel tanks may be assumed to
be :tpproximately 2 kt IAS.
WEIGHT AND BALANCE
The additional weight of fuel in the underwing detachable fuel tanks (when these are
in use) is taken at the same C of G as quoted in Section 6 (Table 3) of this manual
but the weights and moments will be extended as shown in the following table:-
jj
ADDENDA TO TABLE OF LOAD WEIGHTS AND MOMENTS FOR
FUEL AND OIL
Weight
Ib
850
900
950
1000
1050
1100
1150
Section7
Page 4 of 4
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Wing tank
Station 161. 5
Moments are divided by 100
(lb in. )
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'+ 229.5
+ 243.0
+ 256.5
+ 270.0
+ 283.5
+ 297.0
+ 310.5
o
5th October 1982
Issue
2
Islander CAA approved Flight Manual
BN Supp 39 to FM/7
SUPPLEMENT NO.39 TO SECTION 7
INFORMATION, LIMITATIONS AND PROCEDURES FOR ISLANDER
SERIES AEROPLANES EQUIPPED WITH AN OXYGEN SYSTEM
TO MODIFICATION NB/M/530
INTRODUCTION
A "continuous-flow"
oxygen system, with up to 10 low-pressure
supply outlets,
is introduced under this modification.
One simple ON/OFF slide control and a
system pressure gauge are mounted, adjacently, on the right-hand side P.S.!.:.,
above the co-pilot's position.
Installed on the right-hand side of the baggage
bay is a 115 ft3 storage cylinder, with integral regulator, to which is connected
the remote control cable from the slider control in the flight eompartment.
A
high-pressure
oxygen charging pipeline connects between the system pressure
gauge (in the flight compartment),
the storage cylinder and a charging adapter,
just within, and to the rear of, the baggage bay door. To increase the duration
of the oxygen supply, some aeroplanes may have a suppiementary,
smaller,
oxygen storage cylinder connected into the system via the regulator on the main
cylinder.
LIMIT ATIONS
In addition to the normal limitations
ing additional limitations apply:
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given by Section 2 of this manual the follow-
1.
Smoking is prohibited at all times when oxygen cylinders are installed a,1d
the NO SMOKING sign in the aircraft cabin roof must be selected ON for the
total duration of all flights where oxygen cylinders are carried.
2.
A placard mounted in the baggage compartment prohibits the use of the
compartment for the carriage of any baggage when oxygen cylinders are installed.
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NORMAL OPERATION
Ground
Check oxygen contents as indicated by supply pressure gauge.
should be recharged if this gauge reads less than 1000 Ib/in2•
20th October 1980
Issue 1
The system
Section
Pagt' 1 of
7
2
Islander CAA approved Flight Manual
,/
BN Supp 39 to FM/7
Fully charged the system will have a pressure
below:Table 1
AMBIENT
TEMPERATURE
(Deg. Celsius)
- 18
- 12
- 7
-2
+4
+ 10
+ 15
Example:
Oxygen Charging Data
FILLING
PRESSURE
lb/in2 (Gauge)
1600
1650
1675
1725
1775
1825
1875
indication as given in table 1
AMBIENT
TEMPERA TURE
(Deg. Celsius)
+ 22
+ 26
+ 33
+ 38
+ 43
+ 49
+ 55
FILLING
PRESSURE
lb/in2 (Gauge)
1925
1950
2000
2050
2100
2150
2200
-
If ambient temperature is 22 Deg. C, fill oxygen cylinder
to approximately 1925 lb/in2 (gauge) - as clo.S€ to this
pressure as the gauge may be read. Upon cooling, the
cylinder should have approximately 1800 lb/in2 (gaug!l)
pressure.
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Full instructions for charging are given in the aircraft
(Pub. Ref. MM/1) Supplement 17 to Chapter 2.4.
Maintenance Manual
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The oxygen system is operated by moving the slider control knob to the ON
position. A normally closed valve, in each outlet, will be opened when the hose
connector from the face mask is plugged in. After descent from altitudes at
which oxygen has been used the pilot must ensure that the slider control knob is
returned to the fully OFF position and that all face masks have been disconnected
from the P.S. U. outlets.
This ensures that the risk of oxygen leakage is minimised.
Section 7
Page 2 of 2
20th October 1980
Issue
1
Gl
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Islander CAA apprOYed Flight Manual
BN Supp 40 to FM/7
SUPPLEMENT NO.40 TO SECTION 7
INFORMATION, LIMITATIONS AND PROCEDURES FOR OPERATION
WITH EXTERNAL GRAB HANDLE TO MODIFICATION NB/M/1221 INCORPORATED
INTRODUCTION
This supplement is applicable to all BN-2A Series Islanders which may be
required to fly on parachuting duties without the port rear cabin door,
and with external
grab handle fitted. The limitations and proceQures
which are set out in the following paragraphs give concis~ instructions
for proper operation of such aeroplanes in these circumstances.
Pilots
are reminded that operations involving the dropping of personnel and/or
articles
are subject to certain restrictions
in the British Air
Navigation Legislation.
LIMITATIONS
Unless superseded by any of the following limitations imposed by this
supplement
the normal operating limitations in Section 2 of this Flight
Manual remain applicable.
Use of Aircraft
1.
When flying with the port rear door removed and external grab handle
fitted to Mod NB/M/1221
the aircraft must not be operated in the
Passenger Transport Category of certification.
2.
If the aircraft is used in a parachute dropping role ths baggage bay
door must be closed and Locked, with an approved fairing installed
in front of the handle to prevent entrapment of lines and clothing.
3.
The static line method
for parachute
deployment must not be used
unless Pilatus Britten-Norman
Mod NB/M/489
is installed and the
pilot has satisfied himself that the static line length is such that
deployment bags clear the tail plane by at least 2 inches.
4.
Pilots should be aware that transient
and extended aft CG cases,
occasioned
by "free-fall" mode parachuting,
will cause lighter
control wheel forces per 'g' than those prevailing at the standard
aft CG position.
(An aft extension
to the normal CG envelope has
been proved acceptable
to the CAA and, by virtue of the transient
nature of the extension, when the aircraft
is flown for dropping
parachutists in "free-fall" mode the limit may be extended to 33.4
inches AOD (41.7 percent SMC).
18th December 1984
Issue 1
Section 7
Page 1 of 4
Islander CAA approved Flight Manual
BN Supp 40 to FM/7
Pilots should be aware that, with a take-off CG further aft than
23.5 in AOD
(29.4 percent SMC) it is possible to exceed the 33.4
inches AOD (41.7 percent SMC) limit, when the maximum
number of
parachutists
is carried and they move aft to their dropping
positions; either inside or outside the aircraft, i.e. 6 bodies in
the region of the rear door aperture and 3 bODies on the external
grab handle. It is therefore
essential
that the in-flight
CG
position be checked before take-off, using the values of APS Weight
and CG in Section 6 of this manual, together with values from Table
1 of this Supplement, to ensure that the CG position does not exceed
the agreed extension of 33.4 inches (41.7 percent SMC) AOD.
5.
Other than the flight crew, no passengers except parachutists shall
be carried.
Any crew member
(if seated away from the flight
compartment and not on an approved passenger seat) shall be provided
with a suitable safety harness or restraint, for use during take-off
and landing, to the satisfaction of the appropriate
airworthiness
authority. This shall also apply to any parachutist carried, unless
the aeroplane is flying in the immediate vicinity of the airfield of
take-off. Likewise,
despatchers
must be secured by a similarly
approved safety harness when effecting their duties.
6.
The total number
of persons carried,
including
crew, shall not
exceed the number for which such safety harness/restraint provisions
have been made (except as otherwise excluded in condition 5 above)
but, in any case, shall not exceed ten.
Airspeed
With the port rear door
speed is 130 kt IAS.
of
the
cabin removed the maximum permissible
Note ...
Although not a limitation, it is recommended that 65-70 kt IAS
flaps UP, with a straight and level attitude is used for the
actual dropping run.
Section 7
Page 2 of 4
18th December 1984
Issue 1
Islander CAA apprOlied .Flight Manual
EN Supp 40 to FM/7
NORMAL OPERATING
PROCEDURES
Preparation for Flight
Passenger seats may be removed from the 5th, 4th, 3rd and 2nd Passenger
Seat Rows
in that order
to permit parachute jumping, supplies
dropping, or aerial photography when any (or all) of the above seats
have been removed.
Door Warning Lights
The passenger door warning
lamp will remain illuminated so long as a
port rear door is not fitted.
When flying with the port rear door
removed, therefore, it is the pilot's responsibility to satisfy himself
that the starboard passenger door is correctly closed and latched before
take-off, and throughout the flight.
Cabin Procedure During Flight
Safety harness/restraint provisions must not be released in conditions
of turbulence,
or other than straight and level flight, except when
preparatory to evacuation of the aircraft. Any person who is required
to approach the rear door aperture in flight, in connection with th~
dropping of persons or articles, must be suitably secured by a safety
line/harness or, alternatively, be wearing a serviceable parachute.
PERFORMANCE
When the aeroplane is flown with the port rear cabin door removed, there
is a reduction in certain performance
aspects when compared with the
information
scheduled
in Section 5 of this manual; these degradations
are listed below.
Operating
speeds
(including stall speeds) and
procedures are unchanged.
Figure No.
6
Maximum Take-off and Landing Weight for Altitude and Temperature
- Assume aerodrome altitude increased by 400 ft.
13
En-route Net Gradient of Climb (one engine inoperative)
gradient by 0.25 per cent.
15
En-route Climb (one
by 20 ft/min.
18th December 1984
Issue 1
engine
- Reduce
inoperative) - Reduce rate-of-climb
Section 7
Page 3 of 4
Islander CAA approved Flight Manual
BN Supp 40 to FM/7
WEIGHT AND BALANCE
The following table is presented
CG position when "free-fall" mode
to assist in calculating the in-flight
parachutists
are carried.
TABLE
1
Moment - lb in/lOO
Parachutist
Weight - lb
Mean CG - Door Position
+ 48.0 in AOD
Mean CG - External Grab
Handle + 100.8 in AOD
150
72.0
151.2
160
76.8
161. 3
170
81.6
171. 4
180
86.4
181.4
190
91.2
191,5
200
96.0
210
100.8
211, 7
220
105.6
221, 8
18th December 1984
Issue 1
,
201.6
Section 7
Page 4 of 4
Islander CAA approved Flight Manual
SUPPLEMENT
BN Supp 41 to FM!7
No. 41 TO SECTION 7
INFORMATION, PROCEDURES AND LIMITATIONS
FOR THE OPERATION OF BN2A-26 AND BN2A-27 ISLANDERS
EQUIPPED WITH ANTI-ICING AND DE-ICING PROTECTION SYSTEMS
TO MODIFICATION NB/M/1232
INTRODUCTION
This supplement contains the operational instructions for aeroplanes modified to
Pilatus Britten-Norman modification NB/M/1232 standard which enables unrestricted flight in
icing conditions. The flight manuals of any aeroplanes so modified must incorporate this
supplement and pilots should be aware that certain performance decrements occur, when the
airframe de-icing systems are installed, as stated.
LIMITATIONS
Unless superseded by any of the following special limitations the normal operating limitations,
stated in Section 2 of this flight manual, remain applicable.
Types of Operation
The aeroplane may be flown in icing conditions provided that the following equipment is
installed and serviceable:
1.
Pitot head and stall warning vane heaters, engine carburettor heating (all of which are
installed as basic equipment on each aeroplane when delivered) together with a combined
cabin heater and windscreen de-misting system.
2.
Electric propeller de-icing to Mod NB/M/116 (Appendix 1) and inflatable rubber boots on
leading edge surfaces of wing, tail plane and fin to Mod NB/M1l220 for airframe
de-icing.
3.
An external electrically heated glass panel to Mod NB/M/388 (Appendix 2) in front of the
pilot's windscreen.
4.
A wing leading edge ice inspection light to Mod NB/M/1232, controlled from the pilot's
switch panel.
9th December 1988
Issue 3
Section 7
Page 1 of 4
'''H' , 'I "II' """'"''''
8N Supp 41 to FM!7
"Ill"'"
t
Islander CAA approved Flight Manual
5.
Propeller governor ice shields to Mod NB/M/1232 (if not already fitted under earlier
modifications).
6.
An ice shield to Mod NB/M/1236 in front of the nose wheel steering disconnect
mechanism, for those aircraft embodying the disconnect mechanism to Mod NB/Mf733.
7.
An ice protection panel to Mod NB/M/1237 fitted over the outer skin of the starboard
passenger door in the track of the starboard propeller.
EMERGENCY PROCEDURES
Inadvertent Encounter with Icing Conditions
1.
Pitot head/Stall warn heater switch
ON
2.
Heated windshield switch
ON
3.
Propeller de-icer switch
ON
4.
Propeller controls
Set to not less than 2030 rev/min
WARNING ...
SHOULD EITHER ENGINE SERIOUSLY LOSE POWER, SELECT
CARBURETTOR HEAT CONTROL LEVER FOR AFFECTED
ENGINE FULL ON FOR 30 SECONDS. AFTER RETURNING THE
HEAT CONTROL TO DESIRED LOCATION, IF ENGINE POWER IS
NOT RESTORED, PERFORM ANY NECESSARY PROCEDURES
FOR DISTRESSED ENGINE AND LEAVE ICING CONDITIONS AS
SOON AS POSSIBLE.
Note ...
Refer to Normal Operating Procedures "Flight in Visible Moisture",
beginning with Item 3, in the following text.
Section 7
Page 2 of 4
9th December
1988
Issue 3
Islander CAA approved Flight Manual
NORMAL OPERATING
BN Supp
41 to FM/7
PROCEDURES
Pre-Flight Checks (External)
In addition to the normal checks momentarily select each of the following:
1.
Pitot head/Stall wam heaters - ON - Check heat at vane and pitot head, aod vane for
AUDIO - then OFF
2.
Windshield panel anti-ice - ON - Check heat - OFF
3.
Ice light - ON -Check - OFF
After Starting Engines
1.
Airframe de-ice - ON - Check. Boot inflation on for 10 seconds and 3 minute boot cycle,
then OFF.
2.
Airframe de-icer inspection light (at night or in bad visibility for beam focus on LIE) - ON
- Check - OFF
Flight In Visible Moisture, OAT less than 5 deg C
Before entering cloud:
ON
1.
Ice Protection Systems (Except Airframe De-icers)
2.
Propeller controls
.. , Set to not less than 2030 rev/min
3.
Ice light.
.., ... As required (night operation)
4.
Ice Protection System Meters & Carb charge temp indicator
5.
Cabin Ventilation/Heating Windscreen De-misting
Checked
ON
Note...
When Propeller de-icing is selected, the propeller de-icer ammeter will
show a displacement of the pointer into the green arc. A slight flickering
of the ammeter pointer may occur as various de-icing elements are
cycled. A zero indication is normal for not more than 34 seconds.
December 1988
Issue 3
9th
Section 7
Page 3 of 4
1111'
BN Supp 41 to FM/7
11111111'
t
'''''''''1I1II'''
mlll,Wotl'"
Islander CAA approved Flight Manual
(
After entering cloud:
Carburettor heat control levers
As required
Monitor wing leading edge for ice formation. When the accumulation is estimated to be 0.3
inches thick:
Airframe de-ice - ON - for not more than two cycles and then OFF.
Pre-landing Checks
Ice Protection Systems - OFF - (unless required)
PERFORMANCE AMENDMENTS
Stalling
With a small ice accumulation (less than 0.3 inch) on the wing the stall characteristics are
essentially unchanged from those of the basic aeroplane, however, stall speeds will increase
slightly.
WARNING ...
THE STALL WARNING SYSTEM MAY BECOME INOPERATIVE
DUE TO ICE BUILD-UP, BUT ADEQUATE STALL WARNING IS
PROVIDED BY AIRFRAME BUFFET WHEN APPROACHING THE
STALL.
En-Route Climb - One Engine Inoperative
Rate of climb for one engine inoperative (Figure IS in Sect 5 of the flight manual) is reduced by
15 feet per minute with de-icing boots installed and no ice accumulations.
Section 7
Page 4 of 4
9th December
1988
Issue
3
Islander CAA approved Flight Manual
BN Supp
SUPPLEMENT
NO.42
TO SECTION
42 to FM/7
7
INFORMATION, LIMITATIONS AND PROCEDURES
FOR OPERATION WITH SLIDING REAR DOOR
TO MODIFICATION NB/M/1212 (AND APPENDIXES) INCORPORATED
INTRODUCTION
A new rear passenger door for
the
left-hand side of the cabin has been
designed,
under
Mod NB/M/1212, to slide in external tracks attached to
the side of the fuselage.
The
installation
has
been
engineered
to
permit removal of the sliding
door,
if desired, and attachment of the
standard
rear
passenger
door
for
operation
in the normal passenger
transport role with either door fitted.
External
tracks
and
certain
other
components,
however,
will
remain
on the
aeroplane
as "fixed
fittingsJ! when
the
sliding door has been removed.
When flying in the
normal passenger transport role the
aeroplane
should
be operated
in
accordance with the information in the main
body of the flight manual
and
this supplement can be disregarded.
Whenever the sliding rear door
is opened in flight the aeroplane must be operated
in accordance
with
the
instructions
in this
supplement.
Pilots
are
reminded
that
operations
concerning the dropping of personnel and/or supplies are the
subject of restrictions
in British Air NaVigation Legislation,
as they
may also be in foreign regulations.
LIMITATIONS
Unless superseded by any of the following
supplement
the normal operating limitations
Manual remain applicable.
limitations imposed by this
in Section 2 of this Flight
Use of Aircraft
1.
When flying with a sliding rear
door to Mod NB/~V1212 and thls door
is required
to be opened
in flight,
the
aircraft must not be
operated in the Passenger Transport Category of certification.
2.
When operating in a parachute
dropping
role the limit on passenger
occupancy,
stated in Sect 2 of this manual does not apply, provided
that the aeroplane lS operated within the limits expressed
in this
supplement.
3.
If the aircraft is used in a parachute dropping role the baggage bay
door must be fixed in the closed position and the follOWing safety
precautions
must be incorporated to prevent entrapment of lines and
clothing.
26th August
Issue 2
1985
Section 7
Page 1 of 5
Islander CAA approved Flight Manual
BN Supp
42 to FM/7
a.
Cover over the
(Appendix 4)
sliding
door
b.
Baggage bay door secured with butt straps (instead
the closed and locked position.
(Appendix 2)
c.
Approved fairing
(Appendix 2)
d.
Removal of external nylon door
'hold-back'
door and fuselage side.
(Appendix 2)
8.
Removal
of the spring-loaded
door
retaining
port u/c leg fairing.
(Appendix 2)
in front
release
of baggage
handle
behind
pilots
seat.
of hinges)
in
bay door handle.
hooks
on baggage
catch
from
rear
bay
of
4.
The static line method
for
parachute
deployment
must not be used
NB/M/489
is installed and the
unless
Pilatus
Britten-Norman
Mod
pilot has satisfied himself that the static line length is such that
deployment bags clear the tail plane by at least 2 inches.
5.
Pilots should be aware
that
transient
and
extended aft CG cases,
occasioned
by "free-fall
II
mode parachuting,
will
cause lighter
control
wheel forces
per 'g' than those prevailing
at
the
standard
aft CG position.
(An aft
extension
to the normal CG envelope has
been
proved
acceptable to the CAA and, by virtue of the
transient
nature of the extension,
when the aircraft
is
flown
for
dropping
parachutists
in a "free-fall
mode the limit may be extended
to 33.4
inches AOD (41.7 percent SMC).
Pilots should be aware that, with a
take-off
CG further aft than 23.5 inches AOD (29.4 percent SMC) it
is possible to exceed the 33.4 inches AOD (41.7 percent SMC)
limit,
when the maximum
number
of parachutists
is carried
and they move aft
to their dropping
positions
for
a mass
exit.
It is therefore
essential that the in-flight CG position be checked before take-off,
as set out in Table 1.
ll
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~
6.
A
safety
harness,
or
restraint
approved
by
airworthiness
authority
shall be provided
for each
be used when the sliding
door is open.
However,
apply to parachutists
carried
in an aeroplane
which
immediate vicinity of the airfield of take-off.
o
the
appropriate
person and shall
this
shall
not
is flying in the
(
Section 7
Page 2 of 5
26th August 1985
Issue 2
I~ander CAA
approved Flight Manual
EN Supp
7.
42 to PM!7
The total
number
of
persons
carried,
including
crew, shall not
exceed the number for which such safety harness/restraint
provisions
6 above).
have been made (except as otherwise
excluded
in condition
Airspeed
When the sllding
rear
speed is 130 kt IAS.
door
of
the cabin
is open
Note ...
Although
not a limitation,
It
65-70
kt IAS
flaps
UP,
with
attitude is used for the actual
run.
NORMAL
OPERATING
Preparation
the maximum
lS
permissible
recommended
a straight
parachutist
that
and level
dropping
PROCEDURES
for Plight
Passenger
seats may be removed
from
the 5th, 4th, 3rd and 2nd Passenger
Seat
Rows
in
that
order
to permit parachute
jumping,
supplies
dropping, or aerial photography when any (or all)
of the
above
seats
have been removed.
When parachutists
are carried
the second pilots seat
may be turned through 180 degrees
and relocated on the rails in such a
position
that
the seat back does not interfere
with the control
column
in its aftermost
position
and with the seat
occupied.
Unless
positive
uf the seat, on the seat
stops are fitted
to pI'event
forward
movement
rails,
security
of
the
seat
should
be
checked
prior to flight,
to
protect
against
inadvertent
seat movement.
Note ...
With the co-pilots seat
turned
through
180 degrees the normal
seat
strength
requirements
are not complied with but CAA have
agreed that an equivalent level of safety applies to the
seated
occupant,
as to the parachutists
on floor mounted
restraints.
Additional
Pre-flight
Inspection
Ensure that the sliding
rear
door,
when
fitted,
moves freely in the
tracks
dnd
that
the
pllot's
release
handle mechanism
(at the forward
stop) operates smoothly, allowing the door to be rolled back
to engage
the rear
latch
automatically,
thus
extinguishing
the passenger
door
1 ight.
warning
26th August
Tssue 2
1985
Section 7
Page 3 of 5
Islander CAA approved Flight Manual
BN Supp 42 to FM/?
Door Warning
Lights
The passenger
door warning
lamp
will
remain
illuminated
so long as a
port
rear
door
is not closed and latched.
When flying with the port
rear door open, therefore,
it is the pilot's
responsibility
to
satisfy
himself
that
the
starboard
passenger
door
is
correctly
closed and
latched throughout the flight.
Cabin Procedure
During
Flight
Safety harness/restraint
provisions
must
not
be released
in conditions
of
turbulence,
or
other
than
straight
and level flight,
except when
preparatory
to evacuation
of the aircraft.Any
person who is required
to
approach
the
rear
door
aperture
in
flight,
in
connection
with the
dropping
of
persons
or articles,
must be suitably
secured
by a safety
line/harness
or, alternatively,
be wearing
a serviceable
parachute.
The
rear sliding door to Mod
NB/M/1212
may
be unlatched
by using
the
internal handle and pushing forward
until
retained by the forward stop
and
spring latch.
After parachutists have left the cabin the pilot may
close the sliding
door, while still in the dropping
configuration
and at
speeds of up to 90 kt lAS, by depressing the red handle (behind
and
to
the left of his seat) when the airflow will actuate the door.
PERFORMANCE
When the aeroplane
is flown with
the rear sliding
door installed
to Mod
NB/M/1212,and
closed,
there i8 no measurable
difference
in performance.
Operating speeds (including stall speeds) and procedures are unchanged.
When taking
off,
or landing,
the
sliding
door
must
be closed and
latched.
~
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Z
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1\r
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o
Section
7
Page 4 of 5
26th Auguct 1985
Issue 2
Islander CAA approved Flight Manual
BN Supp 42 to FM!7
WEIGHT AND BALANCE
The following
CO position
table is presented
when ltfree-fallil
to assist in calculating
mode parachutists
TABLE
are
the in-flight
carried.
1
Moment - lb in/100
Parachutist
Weight - lb
Forward Handle
(if fitted)
+ 19.2 in AOD
Mean CG - Rear
Handle
+ 100.8 in AOD
CG - Door
Position
Mean
+48.0 in AOD
150
28.8
72.0
151. 2
160
30.7
76.8
161. 3
170
32.6
81.6
171. 4
180
34.6
86.4
181. 4
190
36.5
91.2
191. 5
200
38.4
96.0
201. 6
210
40.3
100.8
211. 7
220
42.2
105.6
221. 8
Note ...
With a typical group of
on
the
external
rear
parachutists
(11),
handle,
1 on the
with
when 3 are located
forward
external
handle (if fitted) and 7 in the cabin,of whom 5 are in the door
aperture ,the limits in para 5 must not be exceeded.
In order to
maintain
the same CG
position
when
lS
not
used,
the handle's
related
must be occupled.
26th August 1985
Issue
2
the forward external
handle
CO station
inside the cabin
Section 7
Page 5 of 5
Islandet- CAA
approved Right Manual
SUPPLE,IENTNO 43 TO SECTION 7
INFORMATION, LIMITATIONS, AND PROCEDURES,
FOR ISLANDER MODELS EQU~PPED WITH TWO
PRESTOLITE 70-AMP GENERATORS TO
MODIFICATION NB ~/1148
INTRODUCTION
This supplement contains information on a revised electrical generating
and power supplies system, consequent upon the embodiment of Pilatus
Britten-Norman modification NB/M/1148, in any of the Islander models to
which the flight manual (Pub Ref FM/7)
applies. Installation of this
modification is conditional, however, upon the subject
aeroplane
having Prestolite
50-amp
generators
to
Pilatus
Britten-Norman
modification NB/M/256 already embodied.
TECHNICAL DETAILS
Instead of
the
50-amp generators
normally
fitted,
aeroplanes
incorporating Mod NB/M/1148 have more powerful Prestolite generators of
70-amp output each installed.
As a result of this, changes have been
made to the charging and voltage control sections of the electrical
system, and the larger capacity battery, of 25-ampere/hours, (available
under optional modification NB/M/509) must be fitted as a concurrent
part of the installation. Where the above changes affect limitations,
procedures, and other information, published elsewhere in this manual,
the revised instructions are set out in the following paragraphs.
LDIITATIONS
The limitations published in Section 2 of this manual remain effective,
except for the generator load limit which is superseded by the
follo\<ing.
Generator Load
The generator load limit for an aeroplane in which one generator has
failed is 70-amps. Battery charge rate current must be considered as
part of the above load.
CAUTION ...
Should a demand in excess of 70-amps be registered, the battery
will be progressively discharged accordingly.
5th November 1986
Issue 1
Section 7
Page 1 of 4
Islander CAA approved Flight Manual
Be;Supp 43 to FNI7
EMERGENCY OPERATING PROCEDURES
Emergency procedures are changed from those already published in Sect 3
of this manual, under the heading of "Electrical Failure", but the
sequences affected are repeated in full for the sake of coherence as
follows. Differences are mainly due to equipment terminology and method
of operation.
ELECTRICAL FAILURE
GENERAL
These emergency procedures refer to system failures rather
operational errors, even though the indications may be the same.
than
Electrical system failure indications are:1.
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.
2.
Busbar low-volt warning lamp: lit whenever the busbar voltage falls
below 25-volts.
3.
Voltmeter: measures
27.5-volts.
4.
Generator failure warning
fails.
5.
Circuit breakers: expose a white collar when tripped.
the
busbar
voltage
lamps: lit
which
is
normally
whenever relevant
generator
Loss of one generator
Indications:
1.
2.
3.
Ammeter indicating zero
Generator failure warning lamp may be lit
Circuit breaker of failed generator may be tripped
Action:
1.
2.
Switch off failed generator
Ensure failed generator circuit breaker is tripped
Section 7
Page 2 of 4
5th November 1986
Issue 1
IsIande< CAA apprOYed Right Manual
BN Supp 43 to f:-!.'{
3.
The live generator will normally carry the full busbar load.
If,
however, this load approaches the single generator maximum of
70-amperes, the generator output voltage may be reduced below
25-volts causing the busbar low-volt warning lamp to be lit.
Busbar loads in excess of 70-amperes will be carried by the
battery.
Under those conditions it is recommended that the
electrical load be reduced to stop the battery discharge, and to
extinguish the busbar low-volt warning lamp.
Loss of both generators
Indications:
1.
2.
3.
4.
5.
Ammeter indicating discharge on battery and zero on each generator
Busbar low-volt warning lamp lit
Voltmeter indicating 24-volts or less
Generator failure warning lamps lit
Generator circuit breakers may be tripped
Action:
1.
2.
3.
Switch both generators off
Ensure circuit breakers of both generators tripped
Trip all circuit breakers except the following:a) Wing flaps - limit to essential operation
b) Fuel contents
c} Navigation lamps, if required
d} Engine instrument cluster
e} Map lamp - one only, if required
f} Landing lamp - one only, if required
g) Turn co-ordinator (or Turn-and-Bank indicator)
h} Stall warning
i) Stall warning heat
j) Pitot heat, if required
k) Gyro compass (or Magnesyn Compass)
1) Tachome ter
m) Audio system
n) One essential radio navigational aid
0)
One essential communications radio - limit transmission
to less than 3 minutes total time
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 10 minutes of the start of "battery
only" operation.
5th November 1986
Issue 1
Section 7
Page 3 of 4
Islander CAA
approved Right Manual
BN Supp 43 to FM/7
Main Busbar
The main bus bar is connected to the emergency bus bar by a heavy duty
fuse. In the very unlikely event of a main busbar ground fault this
fuse will rupture, isolating the emergency busbar which is connected
to
the battery.
Such a fault would
take both generators
off line.
The
indication would be the same as the loss of both generators, except that
the voltmeter would
indicate off scale to zero and the emergency
to
main busbar warning lamp would be lit. The only action necessary is to
switch off both generators.
The following services are available
from
the emergency busbar:1.
Auxiliary
2.
Fuel contents
3.
Navigation
4.
Map lamp
5.
Turn co-ordinator
6.
Stall warning
7.
Stall warning
8.
Pitot heater
9.
Tachometer
10.
Audio system - headphones
11.
VHF No 1
fuel pumps
lamps
heater
only
Battery
The generators depend, to some extent, upon the battery for stability.
In the very unlikely event of the battery becoming disconnected, it is
possible that both generators
may go off line when switching
heavy
loads. In this event the pilot must reduce the electrical loads and the
battery master
switch must be selected
to OFF.
Sufficient
load
reductions should then automatically restore both generators.
Loads may
then be re-applied.
NORMAL OPERATING
PROCEDURES
Normal operating
supplement.
procedures
Section 7
Page 4 of 4
are not affected
by the instructions
in this
5th November 1986
Issue 1
Islander CAA approved Flight Manual
BN Supp 44 to FM/7
SUPPLEMENT NO 44 TO SECTION 7
LIMITATIONS, INFORMATION AND PROCEDURES
FOR MODEL BN~2A ISLANDERS EQUIPPED
WITH CENTURY 31 AUTO-PILOT - MODEL AK930
INTRODUCTION
This supplement must be incorporated in the relevant Flight Manual when
a Century Flight Systems Inc, Century 31 Autopilot Model AK930 is
installed in accordance with PBN Mod NB/M/1271.
The information
contained herein supplements the information of the basic flight manual
for the Islander Models designated on the title page and the Autopilot
Pilots Operating Manual "Century Flight Systems" ref 68s1024.
Note ...
The optional manually selected electric trim system is not
fitted to this Autopilot installation and all references
relating to it, in the Pilots Operating Manual, are to be
disregarded.
LIMITATIONS
Unless superseded by any of the following special limitations, the
limitations stated in Section 2 of this manual remain applicable.
1.
Autopilot OFF during take-off and landing.
«
2.
Maximum airspeed for autopilot operation is 150 kt IAS.
"ai
3.
The minimum height for autopilot controlled flights (other than
coupled ILS approaches) is 1000 ft above terrain. The minimum
height for autopilot controlled flight during coupled ILS
approaches is 200 ft above the runway threshold.
0
z
-'
~
0
w
I-
Z
a:a.
22nd September 1989
Issue 4
Section 7
Page 1 of 5
Islander CAA approved
Flight Manual
BN Supp 44 to FM/7
4.
i)
Century 31 Autopilot Operator's Manual, document No 68s1024
dated October 1,1983,
or later applicable revision, must be
available to the pilot at all times in the aircraft when the
autopilot is enabled. A label fitted adjacent to the Autopilot
Controller states "PRIOR TO EACH FLIGHT CONDUCT AUTOPILOT AND
AUTO TRIM CHECKS."
These checks are detailed in the Pilots
Operating Manual, however, because the Autopilot does not have
the optional manually selected electric trim system fitted, the
following items are to be omitted when conducting the Preflight
Test Sequence
a)
Autopi10t/Autotrim
Step 1
Note ...
These checks are to be performed prior to each
flight
b)
Command Trim System
Steps 1 to 3 inclusive
ii) Whilst performing steps 9 onwards of this Test, note that
whenever the test switch is pressed the AP Mode annunciator
light will flash.
5.
Full flap with autopilot engaged is not approved.
EMERGENCY OPERATING PROCEDURES
Autopilot
In the event of an autopilot malfunction, or anytime the autopilot is
not performing as commanded, do not attempt to identify the problem
system. Regain control of the aircraft by overpowering and immediately
disconnecting the autopilot. The master switch should also be selected
OFF. Be prepared for any residual trim force and retrim, as necessary,
using the aircraft's primary trim control.
CAUTION ...
Do not overpower autopilot in pitch for more than approximately
3 seconds as the elevator trim system will cause an increase in
pitch overpower forces.
Section 7
Page 2 of 5
22nd September 1989
Issue 4
(
Islander CAA approved Flight Manual
BN Supp 44 to FM/7
1.
Autopilot may be disconnected
by:
a.
Pressing the Autopilot
wheel.
b.
Pressing the AP ON-OFF switch on the programmer
c.
Select master switch OFF.
d.
Opening the Alp System circuit breaker.
After failed
breaker open
Disconnect
switch on the pilot's control
OFF.
system has been identified,
leave system circuit
and do not operate until the system failure has been
identified and corrected.
2.
Altitude Loss During Malfunction:
a.
An autopilot
malfunction
during climb,
4 second delay in recovery
initiation
cruise or descent with a
could result in as much
as 35 deg of bank and 310 ft altitude loss. Maximum altitude
loss was recorded at 150 kt IAS during descent.
b.
an approach (single
engine,
An autopilot malfunction during
flaps at T.O.) with a 2 second delay in recovery initiation
could result in as much as a 7 deg bank and 55 ft alti tude
loss.
3.
Single Engine Operations:
a.
o
z~
dz
Engine
failure
during
aircraft;
perform normal
initial
approach
operation:
engine out procedures.
Retrim
c.
Engine
failure
during
aircraft,
perform normal
climb,
engine
Retrim
d.
Maintain
aircraft
operations,
either
application.
<;
r-
manually.
b.
w
o
w
Engine failure during final approach
operation:
Disengage
autopilot,
conduct remainder
of approach
Z
cruise
or
descent:
out procedures.
~
22nd September
Issue 4
1989
Yaw
Trim
throughout
all
single
by aircraft
rudder
trim or manual
engine
rudder
Section 7
Page 3 of 5
Islander CAA
approved Flight Manual
BN Supp 44 to PM/7
NORMAL OPERATING PROCEDURES
Refer to Section 4 of the Plight Manual for procedures not contained
herein. All operating procedures are detailed in the Autopilot Operators
Manual, which also describes
the pilot
controls,
annunciators
and modes
of operation.
The autopilot
disconnect
the pilots hand wheel.
and cws switches
are
mounted and labelled
on
Enroute
All power
magnitudes
Altitude
changes
particularly
and smoothly applied.
at
I
slow
speeds
1
should
be
of
small
Hold Operation
Por the best results, reduce rate of
before engaging altitude hold mode.
Instrument
climb
or
descent
to
1000
ft/min
Approach Operations
Initial
and/or
intermediate
approach
segments
should be conducted
between 70 - 110 kt IAS with take-off flap selected.
Upon intercepting
the glide path or when passing the final approach fix (PAP) reduce the
power for approximately 65 - 70 kt IAS on the final approach segment.
Lower full flaps after disengaging
autopilot and landing is assured.
Adjust power as necessary
during
remainder
of approach to maintain
correct
airspeed.
Monitor
course
gUidance
information
(raw data)
throughout the approach.
All power changes should be of small magnitude
and smoothly
applied
for
best
tracking
performance.
For optimum
performance do not change aircraft
configuration
during final
approach
whlle autopilot
is engaged.
For approaches without glide path coupling,
adj ust pitch
atti tude in conj unction
with power to maintain
desired
airspeed
and descent
rate.
Proper rudder
trim must be maintained
throughout the approach to ensure maximum tracking quality.
~
Z
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m
o
Z
:1J
Gl
r
~
o
Note ...
The autopilot will not decouple from the GS or localizer in the
event of radio
failure
however,
warnings will
flash
in the
mode appropriate
to the failure.
Monitor course guidance raw
data during the approach to assure signal quality.
I
Section
7
Page 4 of 5
22nd September
1989
Issue 4
Islander CAA approved Flight Manual
BN Supp 44 to FM/7
Instrument Approach Go-Around Manoeuvre
1.
Disconnect the autopilot and manually control the aircraft.
2.
Add take-off power, or power as desired.
3.
Check that correct attitude and a positive
indicated, then raise the flaps.
4.
Set the heading bug to the desired missed approach heading.
5.
Re-engage the autopilot.
rate of
climb is
ADDITIONAL INFORMATION
Coupling to Area Navigation System (if fitted)
The Century 31 Autopilot has the capability to be fully coupled to the
aircraft VOR/ILS radio system. It may also be coupled to an Area
Navigation System, such as Omega, by means of switches external to the
autopilot, located on the instrument panel. These switches allow the
Area Navigation System to supply data to the autopilot and HSI in place
of the VOR/ILS data. When coupled to an Area Navigation System the
autopilot must be operated in NAV mode.
The Century 31 Autopilot does not have the facility for the composite
roll-steer command provided by some Area Navigation Systems. As a
result the Autopilot steering data is derived from the left/right
steering signals obtained from the Area Navigation System. Consequently
in order to progress from one waypoint to another when the Area
Navigation System is coupled to the autopilot, a greater degree of pilot
track monitoring and input is required than with more complex systems.
The Omini Bearing Selector (OBS) on the HSI must be selected to the new
DIRECT TRACK at each waypoint to enable the autopilot to steer by the
deviation bar on the HSI; some mid leg corrections using the OBS may be
necessary to ensure accurate tracking.
An annunciator is fitted with the Area Navigation System to alert the
pilot that the aircraft is nearing a waypoint.
22nd September 1989
Issue 4
Section 7
Page 5 of 5
IoIandllr CAA lIpIJr<M>(l Flight ManqaI
BN Supp 45 to FM/7
SUPPLEMENT
NO. 45 TO SECTION 7
LIMITATIONS AND INFORMATION ASSOCIATED WITH
AERIAL SURVEY CAMERA INSTALLATION
TO MODIFICATION NB/M/1155
INTRODUCTION
This modification introduces a range of fixed and removable fittings
to
enable the aeroplane to undertake aerial photographic survey duties.
A
ventrally positioned camera aperture, together with apertures for two
drift sights and one IRU (camera control unit), forms part of the
modification.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by
stated in Section 2 of this
this supplement
the normal limitations
Flight Manual remain applicable.
Use of Aeroplane
a)
Except when the internal and external hatch covers to Mod NB/M/1155
are in place the aeroplane
must not be used for the purpose
of
Public Transport.
b)
Seating may be provided
for a maximum
of five persons,
the crew, when in the aerial survey role.
NORMAL OPERATING
including
PROCEDURES
Although the capacity of the aeroplane's electrical system is such that
no load shedding
is normally necessary in the event of a single
generator failure, it is recommended
that electrical loads demanded
by
the Zeiss camera are avoided, or shed as soon as is practicable
after
such a failure. If the camera is in operation at the time, filming may
continue for a short time (at the discretion
of the pilot) and the
effect of this will be a reduction in bus bar voltage to a point at which
the undervolt warning lamp may be temporarily lit; in this condition the
aeroplane battery .ill be carrying all loads in excess of 50 amps and
its charge will, therefore, be progressively reduced.
29th May 1987
Issue 1
Section 7
Page 1 of 2
Islander CAA appo-oved Flight Manual
BN Supp 45 to FM/7
PERFORMANCE
(
AMENDMENTS
Due to the additional drag of the camera aperture when in the aerial
photography configuration,
account must be taken of the performance
losses to all affected BN-2A series aircraft by changing the data shown
in Section 5 of this manual as follows:Figure No.
6
Assume airfield altitude is increased by 1000 ft
7
Increase the take-off distance by 5 per cent
9
Assume
airfield altitude is increased
by 1000 ft
10
Assume
airfield altitude is increased
by 1000 ft
11
Assume
airfield altitude is increased
by 1000 ft
12
Reduce rate of climb by 40 ft/min
13
Reduce climb gradient by 0.5 per cent
14
No change
15
Reduce rate of climb by 30 ft/min
(
Note ...
With the aperture
covers fitted,
Transport Operation,
there is no
performance
as required
for Public
degradation
of aircraft
:ll
z....
m
a
Z
(
Section 7
Page 2 of 2
29th May 1987
Issue 1
Issue 2
FM Supplement 54.00
Introduction of 6600 Ib Maximum Landing Weight
This Supplement must be included
Modification NB/M/1669 installed.
in the approved
Flight Manual
when the aircraft
has
The information contained within this Supplement either supplements or, in the case of conflict,
overrides the Flight Manual only in those areas listed in this Supplement.
For Limitations, procedures and performance
consult the approved Flight Manual.
information
not contained
in this Supplement,
Applicability
Aircraft model and type:
BN2A-26/27 and BN2A-20/21 Islander aircraft with Modification
NB/M/1669.
Flight Manual:
FM/7 and FM/9
Aircraft Serial No.:
Registration No.:
Approved
Date
.2:7.:-:.*.-...:::9...'........
This Supplement is prepared and published by the Technical Publications Department
B-N Group Ltd.
Bembridge, Isle of Wight
United Kingdom, P0355PR
CAA Design Approval Number: DAI/9747/00
2001-02-03 Page 1
FM Supplement 54.00
Issue 2
1
1.1
General
Introduction
This supplement gives the changes and additional information to the pilot when the aircraft has
Modification NB/M/1669 installed.
1.2
AssociatedPublications
None.
2
Limitations
Weight Limits
Maximum landing weight is 6600 lb.
3
Emergency Procedures
No change to this Section.
4
Normal Procedures
No change to this Section.
5
5.1
Performance
Variationof LandingSpeedwith AircraftGrossWeight
The variation of landing speed with aircraft gross weight is shown in Fig 1.
5.2
LandingDistanceRequired
The landing distance required is show in Fig 2 for different air temperatures,
weights, forecast wind conditions and uniform runway slopes.
airfield altitudes,
Associated Conditions
Engines
RPM controls at MAX RPM, power to maintain
approach gradient of 5 % to the threshold. This
equals a giideslope of 30•
Wing flaps
DOWN.
Technique
Approach at the appropriate threshold speed.
Apply maximum wheel braking immediately after
touchdown.
Runway
Dry hard runway.
Note 1
The landing distance required includes the Air Navigation Regulation (ANR) field length factor
of 10000. This means that the distance obtained from Fig 2 may be equal to the landing
distance available.
Note 2
For operations from dry grass runways with freshly cut grass and firm subsoil the distance for
a dry hard runway should be increased by 10%.
Effectivity:
All
2001-02-03 Page 2
FM Supplement
Note 3
Refer to Section 4 for recommended
54.00
Issue 2
airfield landing approach procedures.
Note 4
The wind grids are factored so that 50 % of headwinds and 150 % of tailwinds are obtained.
Example
Airfield altitude
2000 It
Air temperature
11 °C (ISA conditions)
Weight
6000lb
Wind
6 kt headwind
Runway slope
0.8 % downhill
Landing
1365 It
MPH IAS
distance
ktlAS
,,
,,
80
70'~emmBI_mm
:t-
-I --++
75
70
65
: :.j:.-,::n:
,,
60
I
~f-
-LL _
,
+
I
50'
~~;....j-
-t-
1- :.f':: - 4-t--
-j---r-
"-:t.
--I=-J:~-' - - I,
60
55
"
--
,
--~- -=-1'='
t-+-
-l
-·H-,
I
I I
I
1"
...
I I I
I I
j
: 1+ -1" - ~+l....-
+
J~t-~+
w- - --. -= --++-=1- +' ..
,--I=1-
L
=:
"I
--;11
-r-
-=
~=t·i:
-. L"t
50
-,-
=- -
~~--1_
-
~
-- +
..~
t ......
-0
4000
4500
5000
5500
6000
Weight (Ib)
.
i
6500
6600
?C·A-1
S7000·A-UOO2S-00002.A.Q1·1
Fig 1 Variation of Landing Speed with Aeroplane Gross Weight
6
Weight and Balance
No change to this Section.
Effectivity:
All
2001-02-03
Page 3
FM Supplement
D
54.00
Issue 2
Landing Distance (Feet)
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l'
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t't
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tt·-:· t
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PC-A-15700o-A-U0625
OOOo:l_A.o1.1
Fig 2 Landing Distance Required
Effectivity:
End of Supplement
All
2001-02-03
Page 4