ANNEXURE - 1

TECHNICAL SPECIFICATION FOR

HAL-DORNIER-228-202 AIRCRAFT SYSTEM

HINDUSTAN AERONAUTICS LIMITED

TRANSPORT AIRCRAFT DIVISION
POST CHAKERI
KANPUR
INDIA

This document is the property of HAL and should

Be treated in strict confidence for the
intended purpose. The information
contained in this document
should not be divulged
to any third
party.
 CONTENTS

CHAPTERS DESCRIPTION

1 HAL-DO-228 Aircraft: General Description……………………………….3

2 Standard HAL-DO-228 Aircraft: Equipment Fit…………………………10
3 Aircraft Performance………………………………………………………………20
4 Aircraft Cabin and Seat Rail details.............................................22
5 Aircraft Antenna Layout...............................................................25

Page 2 of 25
 CHAPTER-1

1 HAL-DO-228 AIRCRAFT: GENERAL DESCRIPTION

1.1 The HAL-DO-228 aircraft is a high wing monoplane with a cantilevered wing and two
turboprop engines in wing-mounted pod designed for multipurpose utility and
commuter services. Characteristics like low fuel consumption, short take off and
landing capabilities, operation from semi prepared runways, comfortable air-
conditioned cabin and long range make this aircraft ideally suitated for such
applications. The leading particulars of the aircraft are:

Type HAL-DO-228 AIRCRAFT

No. of Crew 2
Maximum Take-off Weight 6400 Kg
Maximum Landing Weight 5900 Kg
Power Plant 2 Garrett TPE 331-5-252D Turboprops
Propellers 2 four bladed reversible pitch Hartzell propellers
– HC-B4TN-5ML/LT10574FS
Overall Length 16.56 M (54 ft, 4 in)
Wing Span 16.97 M (55 ft, 8 in)
Maximum Height 4.86 M (15 ft, 11 in)
Landing Gears Hydraulically actuated fully retractable
Electrical systems 28V, 300 amps DC

Page 3 of 25
1.2 Design philosophy

1.2.1 The aircraft is designed to meet normal category requirement of FAA/FAR23. The
standard aircraft and associated equipment conform to the certification
requirements of LBA and FAA.

1.2.2 The design features include

Functional multiplicity – easily and quickly convertible for various roles and
missions.

Minimum dependence on ground equipment.

Operation from short, semi-prepared airfields.

Glass cockpit layout.

Low internal and external noise level.

Open architecture to ensure easy and economical upgradations and long service
life.

1.3 Operating Condition

1.3.1 The HAL-DO-228 aircraft has been designed and time tested to operate in all
weather conditions (day and night), in tropical (high temperature and high humidity)
and other adverse environmental conditions such as low level flight in marine
condition.

1.3.2 The aircraft will function satisfactorily within the temperature range of -40 deg C to
+55 deg C.

1.4 STOL Capability

Specially designed wing airfoil and platform shape coupled with single-slotted Fowler
Flap system provide short Take-off and Landing capability to HAL-DO-228 aircraft.

1.5 Rough Field characteristics

The sturdy retractable landing gear, a wide wheel base and turboprop engines
mounted well clear off the ground on the high wing, permit HAL-DO-228 a/c
operation from short strips and semi-prepared airfields. The fuselage mounted main
gear retracts into fairings on the fuselage sides.

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1.6 Power Plant

The aircraft is powered by two Garrett TPE-331-5-252D engines each driving a four
bladed Hartzell HC-B4TN-5ML/LT 10574 constant speed, fully feathering , reversible
pitch propellers of dia. 2.69 m & rpm 1591. Nominal engine power is 715 SHP (flat
rated at ISA +18 deg C, sea level). The engine is manufactured under licence from
Honeywell at HAL Engine Division and is featured by

Propeller Control system.

Anti-icing and Foreign Object damage resistance.

Reverse thrust.

Negative torque sensing.

Low emission, low noise.

Page 5 of 25
1.7 Wing

The main wing is made of three principal sections: a constant chord centre section
extending just outboard of the engines ; and outer wing panels left and right
incorporating taper and twist (nose down). Each wing embodies two integral fuel
tanks between front and rear spars. The external dimensions of wing are –

Span 16.97 M
Area 32.00 Sq. M.
Airfoil DO A5
Aspect ratio 9.0
Taper ratio 0.7
Sweep back (Leading Edges)
• Inboard 0 deg.
• Outboard 8 deg.

1.8 Fuselage

The HAL-DO-228 features a rectangular non-pressurised fuselage which allows

economical and trouble free structural maintenance with minimum down time as
compared to pressurised aircraft. The flight openable roller door located behind the
wing contributes to the ease of operations and adds to versatility in such utility
applications. Easily accessible baggage areas are available in the aircraft’s nose
section and aft of the cabin area.

The external dimensions of fuselage are:

Length 16.56 M
Max. Height 1.90 M
Max. Width 1.50 M

1.9 Air Conditioning System

The aircraft is equipped with an air-conditioning system which is capable of

maintaining the flight compartment temperatures at comfortable levels.

Temperatures in the cabin and flight compartment is maintained between +18 deg
C and +28 deg C and is selected and controlled automatically. Manual regulation of
temperature is also provided.

Flow limited bleed air from both engines passes through a venturi and a heat
exchanger to a cold air unit. In the mixing chamber, cold air and warm bleed air is
mixed according to the control panel settings. After dehydration, the conditioned air

Page 6 of 25
 is routed to the fixed floor level outlets, the adjustable individual outlets in the
cabin ceiling and the equivalent outlets in the cockpit.

If required, the air duct system can be fed with ram air. The air-conditioning system
is then automatically shut off.

On the ground the air-conditioning system can be actuated only when both RPM-
levers are at a setting below 96%. In the region above 96% with the landing gear
lowered, either on the ground or in the air, the system is deactivated automatically.
The seat area is furnished with an array of adjustable air outlets. The air outlets
provide individual control of flow rate and direction of the heating, cooling or ram air
stream. The outlets are installed in the side ceiling panels and are accessible from
the passenger seats.

1.10 Flight Deck/Cockpit

The cockpit accommodates two crew members. The aircraft has dual controls and is
normally flown by two pilots. Access to the cockpit is either through the cabin or
through a separate cockpit door. Excellent visibility is provided for both the pilots.
The wind shield provided is capable of absorbing impact energies and incorporates
heating arrangements for de-icing. Flight instruments and indicators are provided on
front panel while navigation and communication controls on central pedestal and
switches on two overhead panels. Cockpit has a separate entry/exit door for the
pilot and is equipped with a bad weather window. The seats and pedals are of
adjustable type.

1.11 Hydraulic System

The hydraulic system operates the landing gear, brakes and nose wheel steering.
Hydraulic power is generated by a self regulating pump driven by a DC powered
electrical motor. Nominal system pressure is 206 bar (3000 psi). The normal
hydraulic power supply system consists of:

An electrically driven hydraulic pump.

A hydraulic reservoir with a maximum filling volume of 2.6 litres.

A pressure gauge.

A pneumatic emergency blow down system caters for emergency extension of

landing gears. The blow down bottle is filled with nitrogen at a pressure of 170 bars
at 20 deg C. The charging pressure of the bottle is indicated by a pressure indicator
which can be checked from the outside through an inspection window in the
fuselage.

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1.12 Landing Gear

The hydraulically operated landing gear consists of a forward retracting twin wheel
nose leg and sideways retracting single wheel main legs.

The main landing gear consists of two oleo-pneumatic shock absorbers which are
integrated in the gear structure. The main wheels retract sideways below the
fuselage from attachment points at the side of the fuselage. The landing gear
actuators are secured by an internal mechanical lock at the extended position.

The twin wheel nose landing gear consists of a steerable oleo-pneumatic shock
absorber which is integrated in the gear strut. Extension and retraction of the main
gear and nose gear is powered by the hydraulic system.

1.13 Fuel System

The fuel system consists of two independent systems which can be connected by
cross feed. The LH fuel system is identical to the RH fuel system. During normal
operation, each fuel system feeds the corresponding engine. Each system comprises
of:

Fuel tanks.

Fuel Booster Pumps.

Jet pumps.

Fire Cock.

Crossfeed System.

Indicating System.

Three integral tanks are fitted in each wing. The total useable fuel capacity is 2850
litres (2250 kgs). The tanks in each wing are interconnected. Fuel transfer to the
feeder tanks is made by jet pumps. Fuel system includes a Fuel Dumping System
which allows for discharge of additional fuel to maintain maximum admissible
landing weight in the event of an emergency immediately after take off. The system
consists of a fuel dump valve controlled from an overhead panel in cockpit.

1.14 Wing Hard points

The wings are fitted with hard points to provide for mounting of four external stores.
The inboard and outboard hard points have load carrying capacity of 295 kgs and
220 kgs each respectively. The total load capacity of hard points is 1030 kgs.

Page 8 of 25
1.15 Electrical System

The electric system is a 28V DC single wire installation with the airframe used as
ground return. The primary DC power is supplied by two engine-driven starter
generators and two nickel-cadmium batteries for ground or emergency operation.
For external 28V DC power supply a ground power connection is installed in the nose
section.

The AC electrical system employs two 1000VA static inverters which convert 28
volts DC power supply (output from Engine driven Starter Generator) to 115 and 26
volts single phase AC 400 Hz power. If one of the inverter becomes inoperative, the
entire AC load automatically gets transferred to the other healthy inverter.

Electrical power distribution to the mission equipment additionally installed on the

aircraft is also provided. Protection by means of automatic circuit breakers which in
case of an emergency can also be interrupted by Pilot, is ensured. Loads on non-
essential bus, get interrupted automatically in case of emergency.

Page 9 of 25
 CHAPTER-2

2 HAL-DO-228 AIRCRAFT COMMUTER / VIP TRANSPORT: EQUIPMENT FIT

The aircraft defined in Chapter-1 and comprising of equipment listed in Standard

Equipment List at Annexure-1 represents the “Commuter / Transport Aircraft”. The
technical details of major equipment are given below:

2.1 Communication System

The HAL-DO-228 aircraft is equipped with state-of-art avionics. The basic

communication system consists of two Selex’s SRT-651 V/UHF COM systems, one
Honeywell’s KHF-1050 HF COM system and Becker’s DVCS6100 Digital Interphone
System. SELCAL AVTEC CSD714 also forms the part of standard equipment. Salient
features of major communication systems are described below:

2.1.1 V/UHF COM SRT-651 System

The SRT-651 V/UHF Multimode Radio, referred to as radio system, provide normal
two-way voice communications over 30.000 MHz to 399.975 MHz frequency range
using Radio Receiver-Transmitter. The RT may transmit and receive voice on 8.33KHz
channels in the ATC band (118 to 136.991 MHz)

In both design and performance, the radio system meets the heightened
communications requirements in the modern and fast-moving tactical environment.
The radio system provides effective and reliable communication.

The SRT-651 V/UHF COM system consists of following main components:

• Receiver-Transmitter RT-651/N-G
• Remote Control Unit CP-9000/G
• V/UHF Antenna 12-200P3 (Chelton make)

2.1.2 HF COM KHF-1050 System

The KHF 1050 HF communication system is a solid state design with 200W (PEP) of
output power, operating at 28 V DC. Frequency of operation will range b/w 2.0 and
29.9999MHz with 100Hz resolution. Simplex channels or semi-duplex channels can
be selected and stored in 100 programmable channels. Six separate emergency
channels are also provided in which five channels can be re programmed. Selection
of upper and lower sidebands or AM emission modes may also be preset and stored.

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 KHF 1050 consists of the following parts/units:

• Receiver/Exciter
• Power Amplifier
• Antenna Coupler
• Controller
• HF Antenna.

2.1.3 Becker Interphone System (DVCS 6100)

The Digital Voice Communication System (DVCS 6100) provides communication

between pilot & copilot and controls the output of the communications (V/UHF1,
V/UHF2, HF) and navigation receivers (NAV1 & 2, ADF1 & 2, DME) into the flight crew
& cabin crew headsets and the output of the flight crew & cabin crew microphones
into the communication transmitters.

Integration of Digital Voice Communication System (DVCS 6100) consists of: -:

• Audio Control Units (PLT, COPLT) in the center pedestal.
• PTT switch on the control wheel PLT and COPLT.
• Headset jacks (mic, phone) PLT and COPLT.
• Remote Electronic Unit (REU) in the LH avionic rack.
• Cabin Interphone jacks on the upper section of left and right cabin wall between
frames LH 14/15 & RH 22/23.

2.1.4 SELCAL CSD 714 System

The SELCAL system is selective calling decoder that permits ground stations,
equipped with tone encoding equipment, to call individual aircraft by transmitting
two pairs of selected audio tones. These encoded audio tones will only activate a
“SELCAL" decoder unit set to respond to that particular combination of tones. When
proper tones are received, decoder operates a light, signalling that there is a
message intended for that particular aircraft. This selective calling eliminates the
need to continuously monitor the HF communication frequencies by the flight crew.
.
System consists of

• SELCAL Decoder
• SWITCH and LAMP.

2.1.5 Solid State Flight data recorder (SSFDR)/ Cockpit Voice Recorder (CVR)

SSFDR/ CVR are designed to record 25 hours of aircraft Data & 2 hours of Audio (4-
channel) during flight for crash or incident investigation. Apart from having
advantage of Solid State technology, SSFDR/ CVR also provide high reliability & large
data storage capacity.
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2.2 Navigation System

The Navigation System of the Standard Aircraft consists of following navigational

equipment:

• Two Collins NAV-4000 VHF NAV/ADF Receivers.

• One Collins DME-4000 DME Transceiver.
• Two Primary Flight Displays (PFD).
• Two Multi-Function Displays (MFD)/ Engine Indication & Crew Alerting System
(EICAS)
• Single Flight management System (FMS) alongwith two Radio Control Units
(RCUs) OR dual Flight management Systems with integrated NAV/COM Radio
control.
• Single Integrated Standby Instrument System (ISIS)
• Dual Attitude & Heading Reference System (AHRS, LITEF LCR-100)
• Radar Altimeter, Collins ALT-4000
• Standby Magnetic Compass-Ludolph
• Digital Autopilot
• TCAS II of ACSS
• EGPWS Mk VIII of Honeywell
• RDR 2100 Weather Radar of Honeywell

The major Navigation Systems are described below:

2.2.1 Pitot Static System

Two pitot heads are fitted on the nose. Two pairs of balanced static vents are located
on either side of the fuselage. The left system supplies the pilot’s instrument; the
right system supplies the co-pilot and other miscellaneous equipment. A heating
element is incorporated in the pitot tubes to ensure protection against pitot tube
icing.

2.2.2 Attitude and Heading Reference System (AHRS) LCR-100

Attitude and Heading Reference system - LCR-100 combines the functions of a

vertical gyro, a gyro stabilized magnetic compass, 3 rate gyros and 3 accelerometers
within one single unit. AHRS is a strap down system in which the sensors – fiber optic
gyros (FOG) and accelerometers –are literally “strapped” to the aircraft structure.
LCR-100 is an all attitude sensor system which provides aircraft attitude, heading and
flight dynamics (body rates and acceleration) information, which is used for flight
control and pilot display.

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 The AHRS system consist of the following main components

 AHRU in equipment rack frame 26/27

 Compass Control Unit on the MIP
 Magnetic Sensor Unit (MSU)on the Rudder Fin
 Air Data Computer(ADC) in the avionics rack frame 11/12

2.2.3 Marker System

The marker system provides visual and audio indications of airway beacons and the
approach beacons (outer, middle, inner marker). The system consists of:

• Marker receiver system

• Marker Hi/Low test switch on the pedestal.

2.2.4 VHF NAV/ADF- 1 & 2, Collins NAV-4000

NAV-4000 belongs to Collins’ latest Proline-21 series of equipment. It is a combined

VOR/LOC/GS/MB/ADF Receiver. It provides VOR, localizer, Glideslope and Marker
Beacon functions. The VOR function provides position fix and course track the
navaids on established airways. The ILS function provides aircraft approach to a
runway and the correct course and altitude for landing. ADF portion of the receiver
provides pilot with bearing information to selected stations. These stations are
generally low- and medium-frequency non-directional beacons (190 to 850 kHz and
1615 to 1799 kHz) or standard AM broadcast stations. Non-directional beacons are
identified by a CW 1020-Hz tone keyed to transmit a three-letter identification code
with the exception of breaks for voice transmissions. The information is displayed on
the PFDs & MFDs.

VOR: 160 channels, 108.00 to 117.95 MHz with 50 KHz spacing

LOC receiver : 40 channels, 108.100 MHz to 111.950 MHz with 50 KHz

spacing

Glideslope receiver: 40 channels, 329.150 MHz to 335.000 MHz with 150 KHz
spacing automatically paired to ILS Localizer frequencies.

ADF receiver: 190.0 kHz to 1799.5 kHz and 2088.0 kHz to 2094.0 kHz
2179.0 kHz to 2185.0 kHz (distress frequencies), Channel
spacing: 500 Hz

Two NAV-4000 systems are installed in the standard aircraft, thus duplicating the
system capability.

Page 13 of 25
2.2.5 Distance Measuring Equipment (DME), Collins DME-4000

DME-4000 belongs to Collins’ latest Proline-21 series of equipment. The DME-4000 is

used with a frequency control unit, antenna and the aircraft audio system to provide
line-of- sight distance between the aircraft and a selected ground/DME/TACAN
station. The DME-4000 computes line-of-sight distance from the airplane to a ground
station, relative closure rate and station identification. The transmitter operates in
the UHF frequency band from 1025 to 1150 MHz and the receiver from 962 to 1213
MHz. There are an additional 52 unpaired channels which may be selected by
tuning the VHF NAV control of VHF NAV 1/2 unit to frequencies between 113.30
and 135.95 MHz.

The DME-4000 Transceiver can monitor three ground stations at a time. The DME
system also supplies ground station identification. DME-4000 Transceiver operates in
the range of 960 to 1215 MHz. There are 252 DME frequency-channels related to the
VHF navigation frequency-channels. The DME is a 3-channel transceiver that
measures slant range (line-of-sight) distance from the aircraft to a ground station,
computes relative closure rate and time-to-station, and decodes the station
identifier. The DME audio output is applied to the aircraft audio system, and digital
bus outputs are applied to other systems.

The DME utilizes the DME portion of a VOR/DME station. By combining the distance
information derived from the ground station with the bearing information obtained
from the VOR station, the pilot can fix his position. The DME provides an audio
output for the international morse code signal by which the ground station identifies
itself at approximately half-minute intervals. The DME system is operated by the VHF
NAV control units and the DME indicator. The DME antenna is located on the
underside of the fuselage.

2.2.6 Radar Altimeter Collins ALT-4000

The ALT4000 radio altimeter system provides the pilot with altitude indication during
the low altitude phase of flight. The system consists of the ALT4000 radio altimeter
receiver transmitter, and the antennae, one for transmitting and one for receiving.
The system is supplied with 28V DC and protected by RAD ALT/BUS1 on the AC/DC
circuit breaker panel. The scale of the indicator displays altitude between –20 and
+2500 feet.

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2.2.7 Digital Auto-pilot

The Digital Autopilot is a complete 3-axes integrated system with Flight Command
and PFD. An all digital flight computer provides computed flight director commands
alongwith complete 3-axes autopilot control. The system provides all standard
operating modes plus an optional altitude preselects capability. The Flight computer
computes pitch and roll steering commands. These two commands are routed to the
pilot’s/co-pilot’s PFD where they are displayed by the V-bar as visual steering
commands. These steering commands are also fed to the autopilot computation
circuits contained in the flight computer where the steering commands and airplane
yaw rate information are combined to generate the aileron, elevator, trim and
rudder drive commands for the autopilot.

2.2.8 Emergency Locator Transmitter ELT-503

The ELT-503 system from M/s H.R.Smith transmits distress signals on satellite
frequency of 406 Hz in addition to international distress frequencies of 121.5 and
243.0 MHz and enables faster detection of aircraft in distress as compared to other
conventional systems. The ELT transmitter is located on the LH cabin wall adjacent to
the passenger door. The system contains an impact "G" switch which will
automatically activate the transmitter in case of impact. The ELT may be manually
activated by a switch on the transmitter itself or by ON/OFF/ARM switch in Cockpit.
When activated, the transmitter will radiate an omni directional distress signal.

2.2.9 Traffic Collision and Avoidance System (TCAS II)–ACSS

The TCAS II is an on board collision avoidance and traffic situation display system
with computer processing to identify and display intruding and threatening collision
aircraft and issue resolution advisories in form of vertical manoeuvres guidance on
pilot and co-pilot’s displays. From the transponder replies, TCAS II determines
relative altitude, range and bearing of any Mode S equipped aircraft with altitude
reporting. From this, TCAS II will determine the level of advisory using standardised
algorithms. The TCAS II will resolve multiple aircraft encounter.

The system consists of following main component:

• TCAS II Receiver /Transmitter
• 2 Mode S Transponders
• Encoding Altimeter
• TCAS II Transponder Control
• TCAS II Directional Antenna
• 2 Mode S Antennae
• TCAS omni-directional Antenna

Page 15 of 25
2.2.10 EGPWS, Honeywell, Mk VIII

The Mk VIII version of Honeywell's EGPWS is a Class A TAWS that has been optimized
for aircraft serving various markets. Offering many of the features and interfaces of
the Mk V and Mk VII EGPWS, the Mk VIII helps to prevent accidents caused by
Controlled Flight into Terrain (CFIT). The system achieves this by using a number of
aircraft inputs, applying proprietary alerting algorithms, and alerting the crew with
aural messages, and a display of terrain in the event the boundaries of the alerting
envelope have been exceeded. System configuration is controlled via a
programmable module.

2.2.11 Honeywell’s RDR 2100, Forward Looking Weather Radar

Weather Radar system operates by emitting very short intense pulses of microwave
energy, which are reflected by objects within the range of the system. A portion of
the radiated energy, reflected by an object having reflective characteristics, is
returned along the same general path to the aircraft where it is received and
converted into a visible indication of range and azimuth bearing. These indications
are viewed as luminous spots or areas of different colour on the radar indicator.

Various LRUs/modules for the system are approved as per TSO mentioned below:

• ART 2100 (Antnna/Rx/Tx) C63c class 7

• CM 2000 (Config. Module) C63c
• AA2012V (Antenna) C63c

Page 16 of 25
2.2.12 Glass Cockpit

The Glass cockpit shall comprise of Primary Flight Displays, Engine Indication & Crew
Alert System and Multifunction display with Integrated Standby Systems and Flight
Management System.

The architecture for “Glass Cockpit” system shall be as follows:

• Two Primary Flight Displays (PFD) to replace the existing conventional Primary
flight and Navigation instruments.
• Two Engine Indication and Crew Alerting System (EICAS)/Multi Function
Displays (MFD) with following capabilities
- EICAS features to replace the existing conventional Engine Instruments,
other conventional indicators and Central Warning Panel.
- Display of FMS Flight Plan, TCAS, EGPWS, Weather Radar and Surveillance
Radar Video, FLIR Video, ESM System Video etc wherever applicable.
• Single Integrated Standby Instrument System (ISIS) displays to provide critical
flight information to the flight crew in case of failures of Display or total
Electrical failure condition.
• Single or dual Flight Management System (FMS) to increase reliability,
situational awareness and safety and to reduce crew workload.

2.3 Avionic Cooling Fans

Weather condition in hot and humid countries requires forced cooling of the avionic
components in the rear avionic rack. On ground, static temperature of 70 deg. C is
usually encountered in the fuselage tail cone. The majority of the components are
only qualified upto 50 deg C. The installation of the fan facilitates smooth functioning
of the equipment while reducing the temperature.

To cool the rack mounted avionic components, a separate fan is installed for each
avionic rack. Air from the rack compartment is extracted through the glass fibre
ducts beneath the floor where the fans are mounted and blown into the lower
Page 17 of 25
 fuselage. The fans are activated automatically when the main power switch is
thrown. The flow rate is 1.8 cu.m/min.

2.4 Pressure Refuelling System

The Pressure Refuelling System is operated with a refuelling adapter and control
panel located in the leading edge section of the RH wing between the engine nacelle
and the fuselage. The system also allows the transfer of fuel from one wing tank to
the other during ground operations to facilitate maintenance and repair of the fuel
system. The pressure fuel lines lead to the LH and RH inboard tanks. The refuelling
quantity can be controlled from the control panel. The system allows defuelling of
the entire tank capacity.

2.5 Wet outboard Wing

Outboard wings are provided with extended integral fuel tank and dry hard points
with a view to increasing the range and mounting of external wing stores
respectively. The extended fuel tank allows total 2250 kg of fuel to be carried in
wing for various missions.

Dry Hard Points: The hard points provide for mounting of four external stores. The
inboard and outboard hard points have load carrying capacity of 295 kgs and 220 kgs
each respectively. The total load capacity of hard points is 1030 kgs.

2.6 Fuel Dumping System

Fuel Dumping System allows for discharging additional fuel to maintain maximum
admissible landing weight in the event of an emergency immediately after take off.
The system consists of a fuel dump valve controlled from an overhead panel in
cockpit.

2.7 Second Taxi Light

To provide better vision during taxi operations, a second taxi light is installed in the
RH main landing gear fairing, powered by 28 V DC and is controlled by a switch
installed on the pilot’s overhead panel in cockpit. It has the same performance as
the standard LH taxi light.

Page 18 of 25
2.7.1 Oxygen system for crew
 Supplies oxygen to crew on a continuous flow basis during operations
above 10000 ft..
 Oxygen cylinder located in the FWD baggage compartment.
 Minimum 150 minutes supply for both pilots assured.

2.7.2 Deicing system

 Leading edge deicing done by expansion of rubber boots utilizing engine
bleed
 Wind shield made of glass, with heating elements Sandwiched, has following
features.
- Maintains temperature between 410 c to 490 c anti icing & deicing.
- Windshield heating by D.C.

Page 19 of 25
 CHAPTER - 3

3 AIRCRAFT PERFORMANCE

3.1 The weight breakdown for the HAL-Dornier-228-202 aircraft is indicated below:
Utility Version
(Weight in KG)
Max. Take-off Weight 6400
Max. Ramp Weight 6430
Max. Zero Fuel Weight 5400
Max. Landing Weight 6100

3.2 The performance parameter of the Standard Aircraft at ISA and ISA+15 °C are:

Sl. Characteristics ISA ISA+15°° C

No.
1. TAKE OFF DISTANCE
♦ SEA LEVEL
♦ MTOW 6400 Kg.
♦ OBSTACLE CLEARANCE 50 Ft 3100+/- 100 FT 3400+/-150 FT
♦ NIL WIND.
♦ FLAPS POS. 1
♦ MAX POWER
♦ HARD DRY SURFACE
2. LANDING DISTANCE
♦ SEA LEVEL
♦ MLW 6100 Kg.
♦ OBSTACLE CLEARANCE 50 Ft
♦ FLAPS POS. 2 1720 +/- 100 FT 1780 +/-100 FT
♦ POWER 11-12 %
♦ WITHOUT REVERSE THRUST
♦ HARD DRY SURFACE
3. TWO ENGINE CLIMB
♦ SEA LEVEL
♦ MTOW 6400 Kg. 1700 +/-100 FPM 1550+/-100FPM
♦ FLAP & U/C UP
♦ MAX CONT. POWER
♦ BEST R/C SPEED
4. SINGLE ENGINE CLIMB
♦ SEA LEVEL
♦ MTOW 6400 Kg. 380 +/-70 FPM 340+/-70 FPM
♦ FLAPS & U/C UP
♦ MAX CONT. POWER ON LIVE ENGINE
♦ PROP FEATHERED
♦ S/E BEST R/C SPEED
5. SINGLE ENGINE SERVICE CEILING

Page 20 of 25
 ♦ MTOW 6400 Kg. 13000 +/-500 FT 10200 +/-500 FT
♦ FLAPS & U/C UP
♦ MAX CONT. POWER ON LIVE ENGINE
♦ PROP. FEATHERED
6. MAX CRUISE SPEED
♦ MTOW 6400 Kg 215 KTAS 222 KTAS
♦ 10,000 Ft ALTITUDE
♦ TWO ENGINES 96% RPM
♦ MAX CONT. POWER
7. SPECIFIC AIR RANGE PER 100 LBS OF FUEL
♦ MTOW 6400 Kg 38.75 +/-2 NM 41.32 +/-2 NM
♦ 10000 FT ALT.
♦ TWO ENGINES 96% RPM
♦ MAX RANGE SETTING
8. CLIMB IN T/O CONFIG. ONE ENGINE
INOPERATIVE CLIMB GRAD. U/C RETR. 2.25 +/- 0.2 % 1.8 +/- 0.2 %
♦ MTOW 6400 Kg.
♦ SEA LEVEL
♦ FLAP POSITION 1
♦ CLIMB SPEED V2
♦ MAX. CONT. POWER ON LIVE ENGINE
♦ PROP. FEATHERED
9. ACCELERATE STOP DISTANCE (ASD)
♦ MTOW 6400 Kg. 2700 +/-150 FT 2900+/-150 FT
♦ SEA LEVEL
♦ MAX POWER ON BOTH ENGINES
BEFORE BRAKE RELEASE
♦ FLAP POS. 1
♦ ENGINE FAILURE AT VR
♦ 3 SECONDS REACTION TIME
♦ ROTATING SPEED VR
♦ NIL WIND
♦ RUN WAY HARD & DRY

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 CHAPTER - 4

4 AIRCRAFT CABIN & SEAT RAIL DETAILS

4.1 The standard cabin is shown below in the figure. The entrance is at the rear section
of the cabin on the left side. Main dimensions of cabin interior are

Length 7.08m
Width 1.35m
Height 1.55m
Floor Area 9.56 sq m
Volume 14.70 cu m
Seat Pitch 0.71m
Entrance Door 1.34 x 0.64 m
Cargo Door 1.34 x 1.60 m

Doors, Cabin and Baggage compartment for HAL DO-228 Aircraft

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4.2 The seat rail profile and cabin seat rail configuration is shown below in the figure.
The ultimate loads are

For/rearward ± 17.800 N
sideward ± 4.890 N
upward ± 15.120 N
downward ± 8.000 N

Note: All Dimensions are in MM

Seat Rail Profile for HAL DO-228 Aircraft

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Note: All Dimensions are in MM

Cabin Seat Rail configuration for HAL DO-228 Aircraft

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Antennae Layout for HAL DO-228 Aircraft

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