Pn | os | CAA approved Doc.No.HS. 1.9 Con. Now SECTION 2 LIMITATIONS CONTENTS Weight Limitations Maximum taxying weight Maximum take-off weight Maximum Landing weight Zero fuel weight Performance limitations Take-off weight Landing weight Take-off field lengths Operational Limits Aeroplane configurations Compartment loading limitations Fuel loading Fuel system management Centre of gravity limitations Figure 2-1 Weight and centre of gravity diagram Power plant Limitations Engine type Fuel Automatic performance reserve (APR) oi Fuel computer Engine synchroniser Starting and relighting Maximum take-off power conditions Maximum continuous power conditions Maximum overspeed conditions Maximun over-temperature conditions Tarust ratings Cabin pressurisation Ice prevention systen Engine instrument markings Airspeed Limitations Maximun operating speed (Vyo/Myy) Manoeuvring speed (V4) Wing flaps extended {(Vp,.) Procedural use of 15° flaps for descent and holding Landing gear operating speed (Vy, and Vz_) Flight Control Systen limitations General, Coupled approach 1? Page 1 Section 2 PAGE NO, WMOVADAU FE PEE EUW70043 P/40 | CAA approved Doc. No. HS.1.9 LIMITATIONS ConTENTS (Continued) Miscellaneous limitations ‘Type of operation Manoeuvres Minimum flight crev Crew seats Number of occupants Smoking Maximum permissible altitude Pressure cabin Electrical system Windshield heating DV window Wheel brakes Pressure refuelling Air brakes Lift dumpers Rudder bias Page 2 Section 2GAA approved Doc.No-HS.1.9 on.No.. SECTION 2 EDEETATIONS THE OBSERVANCE OF THE LIMITATIONS CONTAINED IN ‘THIS SECTION IS REQUIRED BY LAW THE AEROPLANE IS TO BE LOADED AND OPERATED IN ACCORDANCE WITH THE APPROVED LOADING SCHEDULE MBIGHT LIMITATIONS MAXIMUM TAXYING WETGHT ps | ‘The maximum permissible taxying (ramp) weight is 25,500 1b (11567 kg). MAXIMUM TAKE-OFF WEIGHT ws | The weight at the start of the take-off run shall not exceed 25,500 1b (11567 kg) and shall not exceed the weight at which the performance limit- ations given on page 4 Section 2 can be couplied with. MAXIMUM LANDING WEIGHT The landing weight shall not exceed 22,000 1b (9979 kg) and shall not exceed that at which the performance limitations given on page + Section 2 can be complied with, ERO FUEL WEIGH? ‘The zero fuel weight is defined as the loaded weight of the aeroplane less the weight of usable fuel carried and it shall be within the limits: minimum 13,100 1b (5942 kg) /26 | maximum 16,300 1b (7394 kg) B Page 3 Section 2 G/1CAA approved Doc.NosHS. 1.9) PERFORMANCE LIMITATIONS o/3 | TAKE-OFF WETSHT The take-off weight shall not exceed that specified by Figures 5-14 or 5-15 as appropriate to whichever flap setting is assumed when complying with the take-off field lengths limitations stated below; the use of the engine bleeds; the altitude of the airport and for the air temperature existing at the time of take-off. LANDING WEIGHT The take-off weight shall be auch that, allowing for normal consumption of fuel and oil in flight to the airport of destination or to the alternate airport, the weight on arrival will not exceed that epecified by Figure 5-40 appropriate to the use of engine bleeds and the altitude and anticipated air temperature of each of the airports involved. TAKE-OFF FIELD LENGTHS The take-off Weight shall not exceed the maximum permitted by field length considerations as calculated by the method described on pages 4? and 48 Section 5 and the use of Figures 5-19 through 5-27 as appropriate to whichever fap setting is intended to be used for the take-off; the use of anticing for the altitudes of the airport; the runway to be used; the effective runway slope; the wind component along the runway and the air temperature existing at the tine of take-off. When complying with the above the following conditions shall be met:- 1 The accelerate-stop distance available used in the graphe shall not ) be greater than the length of runvay plue the length of the stopway if present. The take-off distance used in the graphs chall not be greater than the length of runway plus the length of clearway if present, except that the length of clearway shall not be greater than one half of the length of the runway. 3 The take-off run used in the graphs shall not be greater than the length of the runway. OPERATIONAL LIMITS Altitude The maximum and minimum airport altitudes for take-off or for landing are 9000 and =2000 feet. Performance appropriate to sea level shall be used when the airport altitude is below sea level. Aix temperature The maximum air temperature for all flight regimes is Ish 435°C. The mininum air temperature for take-off and lending is ~40°C and for en-route flight is -75°C. when the temperature is below the lowest scheduled, performance appropriate to the lowest scheduled temperature shall be uaed. Wind components The maximum tailwind component for take-off and landing appropriate to a height of 33 feet is 10 knote. Runway slope The maximum effective runway slopes for take-off are 2% uphill and 2€ downhill, S AUHOPLANE CONFIGURATIONS J The aeroplane configurations as stated on page 6 Section 5 aust be observed. Page 4 Section 2 edCAA approved DoceNoeHS.1.9 Con.No. COMPARTMENT LOADING LIMTTATIONS ‘The maximum permissible loads and intensity of floor loading for the various compartments are shown in the table below. ‘These compartment loading limitations apply to the standard aeroplane as defined in the Weight and Balance Manual which is supplied with each particular aeroplane. If equipment is installed in addition to the standard items, the Weight of all such equipment mst be taken as load for the purpose of comply ing with the following limitations:~ MAXIMUM PERMISSIBLE conParewent wenn ramwassrois | teray of FLOOR LOADING Ww ke w/t? g/t’ “FORWARD BAGGAGE COMPART= 30 aM 100 45 MENT See Note 1 PASSENGER CABIN Side floors 50 22 Centre floor peeieteie 60 20 NOTES: 1 The maximum load for the forward baggage compertment is quoted for an aeroplane having the forvard cabin bulkhead situated in the standard position at station 241.6 inches. On aeroplanes having the forward cabin bulkhead situated in a position other than station 241.6 inches, a revision to the maximum permissible capacity for the forward baggage compartment is necessary. Reference should be made to the Weight and Balance Manual for limitations appropriate to each particular aeroplane. 2 The maximum cabin load forward of the front spar frame datum is 1,550 Ib (699 kg). ‘The maximum cabin losd aft of the front spar frane datum is 1,680 Ye (762 kg). When loads are carried forward and aft of the front spar frame datum, the total combined weight of the loads mst not exceed 3,050 1b (1383 ke). Loads which straddle the front spar frame datum should be proportion~ ed according to their extension forward and aft of the datum and the respective component loads included in the total loads fore and aft of the front spar frame datum. The maximum load forward or aft of the front spar datum includes the loads of seats and their occupants and of the appropriate luggage compartments. The front spar frame datum is 49.19 inches forward of the centre of gravity datum. 4 To ensure that the centre of gravity of the aeroplane is within the permissible limits (see Figure 2-1) it may be necessary to reduce loads to less than the maxima stated above. * A placard summarising these limitations shall be displayed in the compartment concerned. a Page 5 Section 2CAA approved Doc.No.HS.1.9 FUEL LOADING Fuel tanks may be replenished in any sequence provided that the sppro- priate refuel instructions are observed and that the following pre-flight fuel loading conditions are achieved: 1 Fuel loaded into the wing tanks shall be equally disposed between the two wing tanke. 2 Fuel must not be carried in the ventral tank unless each main wing tank contains at least 3,600 lb (1633 kg) of fuel. 3 Fuel must not be carried in the dorsal tank unless the ventral tank is full and each wing tank is full. 4 Before flights on which they are to be utilized, the ventral tank and the dorsal tank must be filled completely. For other flights they must be empty. NOTE: When replenishing these tanks it is recommended that the ventral tank is refulled before filling the dorsal tank. EVEL SYSTEM MANAGEMENT During flight, including take-off and landing, the inequality of fuel distribution between the two wing tanks must not exceed 500 Ib (227 kg). Fuel carried in the dorsal tank and/or ventral fuel tank shall be trans- ferred into the wing tanks when the fuel level in the wing tanks falls to 3,300 Ib (1500 kg) per side. ‘The aeroplane must not be landed with fuel in the dorsal and/or ventral, fuel tank except in an emergency. The procedures on page 14 Section 4 under the heading "Fuel Systen"" must be used for correct operation of the system. CENTRE OF GRAVITY LIMITATTONS The centre of gravity shall always lie between the forward and aft limits defined in Figure 2-1. ‘The limits apply with the landing gear retracted. The effect of extend- ing the landing gear is negligible. The centre of gravity datum referred to is eleven feet forward of the reference point on the fuselage. The reference point is defined by an eye bolt on the fuselage skin located beneath the starboard engine pod. Page 6 Section 2 feCAA approved Doc.No.HS.1-9 POWER PLANT LIMITA'TIONS ENGINE TYPE p/n | ‘hese Limitations apply to Garrett AiResearch TFS 731-3R-1H turbo-fan power units. FUEL ‘The following fuels and additives are approved for use with this engine installation. Aviation Kerosene to the current approved issue of specifications Britioh DeingsR-D.2053 T56~3 Ame? DiBngsReD.2u9h Tes.7 Am.2 Anerican AST D1655~74 JET A Bete meee ae eenae Canadien 3aGPAP 3h ToheTeAe Kerosene Dece 1975 Aviation Wide-cut fuel to the current approved isoue of the following specifications vhen both engines embody British Aerospace modifiestion 252738, British D.Bng.R.D.2N86 and D.Bng-R.D.2654 American ASIN D. 1655 Jet B o/s MIL-T-5624 JP4 Grade Canadian 3-GP-22 Wide~cut type TeAeToAe Wide-cut fuel Fuel Additives Anti-static ‘Shell ASA 3 additive may be used in concentrations not exceeding 0-75 parte per million and at a conductivity maxinun of 36 pichons per metre at point and tine of delivery into the aircraft. Ant! ng and biocidal \dditives For anti-ieing and preventative continuous Biccidal treatment D.Bng.R.D.2451 Issue 1 and Issue 2 NIL-1-27686E may be used in concentrations not exceeding 0.15% by volumes For biocidal shock treatment DafingsR-D.2451 Issue 2 NIL-1-276868 nay be used in concentrations not exceeding 0.25% by volume. NCTE: The above additives should not be added to fuels to specifications Diing.R.D.2453 and MIL-T-562h os they are already present in these fuels. Page 8 Section 2 5eerie FAA Approved Doc. No, HS.1.9 ADVANCE AMENDMENT BULLETIN NO. 10 ISSUE: 1 Approved: June 10, 1997 REASON FOR ISSUE: Addition of fuel additive MIL-1-85470 as a replacement for fuel additive MIL-I-27686E which is becoming obsolete. ACTION: Insert this page to face Page 8 Section 2, Limitations. ‘SECTION 2 - LIMITATIONS POWER PLANT LIMITATIONS Euel Additives Anti-static Shell ASA 3 additive may be used in concentrations not exceeding 0.75 parts per million and at a conductivity maximum of 36 picohms per meter at point and time of delivery into the aircraft. Anti-icing and biocidal additives For anti-icing and preventative continuous Biocidal treatment D.Eng.R.D.2451 Issue 1 and Issue 2 MIL--27686E MIL-1-85470 may be used in concentration not exceeding 0.15% by volume. For biocidal shock treatment D.Eng.R.D.2451 Issue 2 MIL-1-27686E MIL+1-85470 may be used in concentrations not exceeding 0.25% by volume. NOTE: The above additives should not be added to fuels to specifications D.Eng.R.D.2453 and MIL-T-5624 as they are already present in these fuels. Approved By: L221 Everett W. Pittman, Manager Aircratt Certification Office Federal Aviation Administration Wichita, Kansas USA Page 1 of 1CAA approved Doc.No.H8.1.9 Con.No. POWER PLANE LINITATTONS FUEL Biocidal Additives (Continued) Biobor J F may be used at concentrations not exceeding 270 parts per million (20 ppm boron). Anti-corrosive Additive HITEC E515 (formerly Santolene C) MIL~T-25017 may be used in concentra- tions not exceeding 4 1b per 35,000 Imp. gallons, and phosphorus content of 0.06 parts per million, in fuel supplied from the installation. NOPE: Fuel to specification D,Eng.R.D.2455 already includes HITEC 8515. Minimum Fuel Temperature fo avoid the possibility of fuel freezing the indicated fuel temperature must not be allowed to fall below the following minimum permissible values. Fuel Fuel. Temperature D.Eng.R.D.2494, 2453) ASTH.D.1655 Jet At} 50° 3-GP-23 Kerosene i ce Other approved fucle Nore: A fuel anti-icing addigive is required for fuel temperatures below 40°C. Maximum fuel temperature ‘The maximum permissible fuel temperature is 57°C. /3 Page 9 Section 2CAA approved Doc.No.HS.1-9 POWER PLANT LIMITATIONS (Continued) cit} PALL om the oils approved for the engines are Aeroshell 500 and 560, Castrol 5000, Fxxon 2380 and Mobil Jet II. Gil Temperature* ‘The maximum oil temperature is,127°C at sea level and up to 30,000 feet. Above 30,000 feet it is 140°C. ‘Transient oi] temperatures up to 149°C at any altitude are permissible provided that the duration above maximum does not exceed two minutes. Minimum oil temperature engine starting is -40°C Minimum oi2 temperature for opening up is +30°C Minimum oil temperature to ensure adequate fuel filter de-icing at take-off fuel flow? O31 Temp. % Fuel Temp. % 430 “15 and above +40 20 +62 30 +83 -40 Oil Pressure (gauge) Teke-off, maximum continuous and climb powers 38 to 46 1b/in?g Tale 25 lb/in®g minimum Maximum transient for up to three 2 minutes : 95 Ib/in®e 01 Consumption ‘he maximum permissible oil consumption rate of an engine during any flight is 0.042 Imp gallons per hour. ENGINE FUBL COMPUTER Flight must not be initiated with an engine fuel computer unserviceable. ENGINE SYNCHRONISER The ING SYNCH switch mst be selected OFF for take-off. AUTOMATIC PERFORMANCE RESERVE (APR) The automatic performance reserve systom (APR) must be serviceable ond must be armed for take-off except for crew training only when it need not be armed. For operation of the aeroplane with the APR syeten unserviceable see CAN Supplement no. 5 to this manual. * & placard or appropriately marked instruments are to be provided. Page 10 Section 2 /8Pst ys Ah spproved Doc. No.H8.1.9 Con. No. POWER PLANT LIMITATIONS (Continued) STARTING & RELIGHTING™ ‘Time Lisit 907 Unrestricted Start or Relight 927 10 seconde hove 927 ut MAKIMIM TAKE-OFF POWER CONDITIONS= an ‘Tine Limit | Maximum take-off 101.5 5 minutes (APR) power io seconds Momentary Initiol Maxima 201.5 5 minutes take-off power (APR 10’ seconds not operating) Wonentary Initial maximum take-off power is,selected by the pilot on take-off. when the Automatic Performance Reserve (APR) System is operative, maximum take~ off (APR) power will be obtained automatically on one engine if the other engine faile during the take-off. The five minute limit of maxiqum APR power must include the duration of operation at initial maximum teke-off power prior to the operation of APR. Any exceedance during AFR operation of the normal maximum take-off limitations must be recorded in the technical log. MAXIMUM CONTINUOUS POWER CONDITIONS* Maximum continuous Unreatricted (Use only when operationally necessary) 1 Maximum overspeed * A placard or appropriately marked instruments are to be provided. Page 11 Section 2 6/2oft CAA approved Doc.No-HS.1.9 POWER PLANT LIMITATIONS (Continued) ‘THRUST RATINGS Take-off static thrust, standard day, sea level conditions (five minute limit) + 3,700 Ib. Maximum continuous thrust, standard day, sea level conditions (unrestricted) + 3,700 Ib. CABIN PRESSURISATION ‘The ENVIRONMENTAL MAIN AIR VALVES must be CLOSED when maximum engine power is required for take-off or for a balked lending manoeuvre but at other times the valves may be OPENed at maximum engine power. IGE PREVENTION SYSTEM When not in icing conditions the engine anti~icing gust not be used for more than ten seconds in ambient air temperature above 5°C when dome type fen spinners are fitted or 10°C when conical spinners to BAe modification 252718 are fitted. ‘The ENGine ANTICE witches for the engine and intake ice prevention system may be selected ON at any engine speed including the use of maximum take-off power for take-off and baulked landing. ENGINE INSTRUMENT MARKINGS When markings are made on the engine instruments, they have the follow- ing meanings. Red radial mark ' Maximum or minimum limit Yellow are Cautionary range permissible for short duration or in special circumstances Green are Normal operating range Page 12 Section 2 /Untitled Page L of 1 89-18-13 BRITISH AEROSPACE: Amendment 39-6309, (Docket No. 89-NM-24-AD) Applicability: Model DH/HS/BH/BAe 125 series airplanes certificated in any category, equipped with Sundstrand ‘Turbomach Titan Gas Turbine Auxiliary Power (APU) Unit, Model T-627 Series, mstalled in the aft equipment compartment of the airplane, NOTE: Installation of the subject APU's bas been in eocordance with, but are not limited to, the following Supplemental ‘Type Certificates (STC): SAGTHCE SALIBA SANI76BA SAIIGEA — SAMAONE——SAIIT3EA SAsTIOSW —SA19238W ‘This AD applies to all Sundstrand Turbomach Titan APU installations in the aft equipment compartment Compliance: Required as indicated unless previously accomplished. ‘To prevent a fire in the afl equipment compartment, puncture of the aft pressure bulkhead, and severance of the control cables, due to an uncontsined APU rotor failure, accomplish the following A. Within the next 10 days after the effective date of this AD: 1. Revise the Limitations Section in the FAA-approved Aigplane Flight Manual (AFM) Supplement to include the following slatement, This may be accomplished by inserting @ copy ofthis AD in the AFM Supplement Limitations Section “OPERATION OF THE APU DURING FLIGHT IS PROHIBITED, EXCEPT DURING AN EMERGENCY.” 2. Install a placard next to the APU start switeh in the cockpit to state: “OPERATION OF THE APU DURING FLIGHT IS PROHIBITED, EXCEPT DURING AN EMERGENCY." B, An altemate means of compliance or adjustinent of the compliance time, which provides an acceptable level of safety, may be used when epproved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region, ‘Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMD, who will either eoncur or ‘comment and then send it to the Manager, Standardization Branch, ANM-113, C. Special flight permits may be issued in accordance with FAR 21,197 and 21,199 to operate sirplanes to a base for the ‘accomplishment of modifications required by this AD. ‘This amendment (39-6309, AD 89-18-13) becomes effective on September 28, 1989. http:/Avww.tc.gc.ca/aviation/applications/AWD-CN/documents/US89-18-13.htm 14/05/2007CAA approved Doc.No.HS.1.9 Con.No. AIRSPEED LIMITATIONS MAXIMUM OPERATING SPEED (V\o/Myo) ‘The maximum operating limit speed and mach number as given in para~ graphs 1 and 2 below shall not be deliberately exceeded in any regine’ of flight (climb, cruise or descent) except for the purpose of pilot train- ing in accordance with the instructions given on page 54 Section 4 of this manual, If the limits are inadvertently exceeded, speed shall be reduced to or below the limiting value as quickly as possible. 1 Maximum Operating Speed (Vqq)* (a) When the dorsal and/or ventral fuel tank contains fuel, Vyo i# 280 knots IAS. a (b) Pre modification HSA 252648 When the dorsal and the ventral tanks are empty, is’ 320 knots IAS up to 11,700 feet, less one knot per 600 feet to 292 knots at 28,500 feet. Yo Post modification HSA 252648 When the dorsal and ventral tanks are enpty, Vio is 320 knots IAS up to 10,600 feet less one P/26 | knot per 600 feet to 288 knots IAS at 29,800 feet. Airspeed must not exceed 220 knots IAS below 6,000 feet unless Windshield heat is operative and is known to have been selected on cogtinuously for at least ten minutes in ambient temperatures above . 15°C or for at least thirty minutes in ambient temperatures below 15°C. 2 Maximum Operating Mach Nunber (M,,)* Myo is 0.77 indicated pre modification HSA 252648, and 0.78 when modification HSA 252648 is fitted. - P/26 is not applicable to aircraft preemod 252648. MANOBUVRING SPEED (V,) Manoeuvring involving approach to the dynamic stall, application of full aileron control, or the steady application of full rudder control shall not be undertaken when the air speed is greater than 192 knots IAS. Although the aeroplane is strong enough for steady application of rudder at this speed, it is possible for a violent yawing manoeuvre particularly if euddenly checked, to overstress it. ne Page 13 Section 2 6/5G/5 CAA approved Doc.No-HS.1.9 AIRSPEED LIMITATIONS continued WING FLAPS EXTENDED (V,,.) ‘The maximum permissible air speeds for extending the wing flaps and for flights with the flaps extended are given below for various control lever gate positions. Gate Marking Maximum Speed Knots IAS 150 220 25 195 45 160 PROCEDURAL USE OF 15° FLAPS FOR DESCENT AND HOLDING Wing flaps may be extended to not more than 15° for the purposes, of descent ond holding provided that altitude does not exceed 15,000 feet and air speed does not exceed 220 knots IAS. Such use of wing flaps is not permitted in icing conditions. LANDING GEAR OPERATING SPEED* (V,,. AND V1) LE ‘The maximum permiesible air epeed for extending or retracting the lending gear and for flight with the gear extended is 220 knots IAS. A placard or appropriately marked instruments are to be provided. Page 14 Section 2 6/5 BG2 Ge GAA approved Doc.No-HS. 1.9 Con.No. FLIGHT CONTROL SYSTEM LIMITATIONS ‘The following limitations apply to the Collins FCS 80 flight control ‘The autopilot and yaw damper must not be engaged for take-off. The autopilot must not be engaged during any flight when the autotria is known to be unserviceable before take-off. The gerviceability of tie autotria must be checked as detailed in Section 4 NORMAL PROCEDURES pre- flight checks. For actions following autotrim failures en-route see Section 4 ABNORMAL PROCEDURES ELEVATOR aistrim varning. The electric pitch trim must not be used if only one helf of either trim switch will operate the systom. The serviceability of tne electr: pitch trim must be checked as detailed on page 39 Section 4 of thio manus. If the autopilot remains engaged in severe atmospheric turbulenc the manometric locks must be disengaged and the TURBulence mode selected. Except in accordance with the conditions given below, the autopilot shall be disengaged when the aircraft is lover than 1,000 feet above the terrain. The yaw damper, if used, must be disconnected before touchdown. COUPLED APPROACH Autopilot Provided that the decision height (see NOTE) is not less than 200 feet above the runway threshold elevation (ARTE), the autopilot may remain engaged down to 100 feet ARTE provided also that: (a) At is coupled to an ILS glide slope and localisi (b) if it disengages or is disengaged below 1,000 feet, it must remain disengaged for that approach but the yaw damper may be engaged: (c) if a single engine approach 1e made, the landing weight does not exceed that permitted by the flaps 25° lending weight = altitude ~ temperature curve (Figures 5-40 and 5-41 Section 5). If a single engine approach is made the autopilot must be dicengage at 200 feet before selecting the flaps to 45°. The autopilot may also remain engaged down to 400 feet ARTE where no ILS glide slope is available (e.g. localieer back beam or VOR approach) provided also that a) the lateral chennel is coupled to a localieer or VOR. b) The decision height (see NOTE) is not less than 400 feet ARTE. ©) The pitch channel is used in the basic pitch attitude mode and adjustments are made to the flight path using the AP SYNC facility. Page 15 Section 2CAA approved Doc-No-HS.1.9 FLIGHT CONTROL SYSTEM LIMITATIONS COUPLED APPROACH Autopilot (Continued) NOTE: Tho decision height is the wheel height ARTE by vhich an overshoot must be initiated unless adequate visual reference has been established and the aeroplane's position and approach path have been visually assessed as satisfactory to continue ‘the approach to landing. Flight Director The flight director shall not be used for the approach, unless the G2 decision height {s not less than 200 feet above the runway thre elevation (ARTE): Page 16 Section 2 G/2CAA approved Doc.No-HS. 1.9 Con.No. INTENTIONALLY BLANK an Page 17 Section 2CAA approved Doc.No.HS.1.9 MISCELLANEOUS LIMETATTONS, ‘TYPE OF OPERATION ‘The aeroplane is certificated in the Transport Category and is eligible for the following types of operation when the required equipment is installed. 1 Might flight. 2 Instrument (IFR) flight. 3 Plight in feing conditions. MANOBUVRES Operation is limited to normal flying manceuvres. Aerobatic manoeuvres are not permitted. The maximun positive normal accelerations (i.e+ load factors) which the structure has been designed to withstand without perma- nent distortion are 2.0 g with flaps extended and 2.79 g with flaps fully retracted. Intentional manoeuvres shall be confined to those with load factors below these values. MINIMUM FLIGHT CREW ‘The minimum crew is two pilots. OREW SEATS Both crew seats shall be locked in the fore and aft position during take-off and landing. When fitted and in use the third crew member's seat shall be locked in position; when not in use it shall be folded to the stowed position. NUMBER OF OCCUPANTS The total number of persons carried including the minimum crew must not exceed the lesser of the following: (a) 17 or (b) the number for which approved accommodation is provided. ‘SMOKING Smoking is prohibited in lavatory compartments equipped with paper or linen waste receptacles. This prohibition must be placarded on both sides of lavatory doors. Page 18 Section 2 n1ess Directive - CF-90-04 Page | of 1 Snag Canada No. CF-90-04 AIRWORTHINESS DIRECTIVE “Thelin sri race (0) yb apt oan atte kh our ard cae reget ing name ADs em pro onatan atin Regs ca) Se Pmt 9 xa anther eam CAR Sones eo eget cnPorgsewonace ta tn an seat rene tar See th tse a Fancy eens Abaya “iw Ab hasbeen sro he Cann Aewohiness Ovo (RARDG. Aca Caat Branch, Tap Canc, ew, lane 13) 4524957. GF-90-04 BRITISH AEROSPACE Applies to British Aerospace Model DH/HSIBH/BAe 125 series aircraft equipped with Sundstrand Turbomach Titan Auxiliary Power Unit (APU), Model T-627 series, installed in the aft equipment compartment of the aircraft. Compliance is required within ten (10) days after the effective date of this directive, ‘The subject APU installation represents fire hazard In the aft equipment compartment, and could result in 2 puncture of the aft pressure bulkhead or a severance of the control cables in the event of an uncontained APU rotor failure. To prevent the above hazardous situation in the case of an uncontained APU rotor failure, accomplish the following (1) _ Rovise the "Limitations" section in the Transport Canada approved Aircraft Flight Manual to include the following statement: “Operation of the APU during fight is prohibited except during an inflight emergency." 2) Inthe fight compartment, next fo the APU start switch, installa placard which states: “OPERATION OF THE APU DURING FLIGHT IS PROHIBITED EXCEPT DURING AN IN-FLIGHT EMERGENCY.” Alternative means of compliance with the requirements of this directive may be used only if approved by the Director, Airworthiness Branch, Transport Canada, Ottawa. Any application should be made to the appropriate regional offic. ‘This directive becomes effective 5 March 1990, uu CAR 2028 to eed anal a Canin oa sa wii seen day rt Mir sig nyo 8 ht an ber eres change ae cst Sern Sts BANC) Pace eV, an, Oa HA Oo 0 0022 (02000) hutp:/!www.te.ge.calaviation/applications/cawis-swimn/awd-display-cs2101-wad.asp?rand... 6/27/2008FAA Approved Doc. No. HS 1.9. ADVANCE AMENDMENT BULLETIN No. 11 ISSUE: 1 Approved: 6 September 2002 REASON FOR ISSUE: To include a limitation prohibiting resetting cirouit breakers in flight unless otherwise directed. ACTION: Insert this page to face Page 19 of Section 2, LIMITATIONS. ‘SECTION 2 - LIMITATIONS ‘Operation Of Electrical Circuit Breakers Uf, during flight, a systems failure is accompanied by a circuit breaker operation, no attempt must bbe made to reset the circuit breaker unless specified in the appropriate Emergency or Abnormal procedure. ‘Approved By: EN. Fee > ponald K Rathgober, Manager ircraft Certification Office Federal Aviation Administration Wichita, Kansas USA Uelee. Approval Date: Page 1 of 1FAA approved Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN No. 1 ISSUE: 3 Approved: August 19, 2008 REASON FOR ISSUE: Additional Ice Protection Limitations prior to takeoff and revised criteria for in-flight icing ACTION: Insert Advance Amendment Bulletin No. 1 (Issue 3), Page 2 of 6 to face Page 19 in Section 2 - LIMITATIONS. Insert Advance Amendment Bulletin No. 1 (Issue 3), Page 4 of 6 to face Page 27 in Section 4 - NORMAL PROCEDURES. Insert page 5 of 6 to face Page 28 in Section 4 - NORMAL PROCEDURES. SECTION 2 - LIMITATIONS MISCELLANEOUS LIMITATIONS (Continued) CLEARANCE OF SNOW, ICE AND FROST (Addition of Ice Protection Limitations prior to takeoff) Refer to Page 2 of 6. ‘Approved ox ed Margaret Aircratt Certification Office Federal Aviation Administration Wichita, Kansas Page 1 of 6FAA approved Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN No. 1 (continued) SECTION 2 - LIMITATIONS MISCELLANEOUS LIMITATIONS (Continued) Read the following information as an addition to MISCELLANEOUS LIMITATIONS: CLEARANCE OF SNOW, ICE AND FROST Icing General Icing conditions exist on the ground, during takeoff and in flight, when Static Air Temperature (SAT) is 10° C or below and visible moisture in any form s present (e.g. clouds, fog with visibility of 1 mile (1600 meters) or less, rain, snow, sleet and ice crystals). Icing conditions also exist when the OAT, on the ground and for takeoff, is 10° C or below when ‘operating on ramps, taxiways, or runways where surface snow, ice, standing water or slush may be ingested by the engines or freeze on the engines, nacelles or engine sensor probes. Airframe Icing Takeoff is prohibited with frost, ice, snow or slush adhering to the wings, control surfaces, engine inlets or other critical surfaces, with the exception of the following areas: * Frost is allowable on the underside of the wings over the general area of the fuel tanks provided that the depth does not exceed 1/8 inch (3 mm) If frost is present in this region, the WAT ted take-off weight must be reduced by 1000 Ib (454 kg) and the net flight path reference and fourth segment climb gradients must be obtained using a weight 1000 Ib (454 kg) higher than the actual weight. ‘+ Frostis allowable on the fuselage provided the layer is thin enough to distinguish the surface features such as paint lines or markings underneath, but all vents, probes and ports must be clear of frost. AA visual and tactile (hand on surface) check of the wing leading edges and the wing upper surface must be performed to ensure the wing is free from frost, ice, snow or slush when the ‘outside air temperature is less than 50° F (10° C) or if it cannot be ascertained that the wing fuel temperature is above 32° F (0° C) and; * There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present; or ‘+ Water is present on the wing; or * The difference between the dew point and the outside air temperature is 5° F (3° C) or less; or * The atmospheric conditions have been conducive to frost formation, Page 2 of 6FAA approve Doc. No. HS.1.9 7 ADVANCE AMENDMENT | BULLETIN No.1 (eontinuea) “Intentionally left blank Page 3of6FAA approved Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN No. 1 (continued) ISSUE: 3 Approved: August 19, 2008 REASON FOR ISSUE: Adkdiional Ico Protection Limitations prior to takeoff and revised criteria for in-fight icing. ACTION: Insert Advance Amendment Bulletin No. 1 (Issue 3), Page 2 of 6 to face Page 19 in Section 2 - LIMITATIONS. Insert Advance Amendment Bulletin No. 1 (Issue 3), Page 4 of 6 to face Page 27 in Section 4 - NORMAL PROCEDURES. Insert Page 5 of 6 to face Page 28 in Section 4-NORMAL PROCEDURES. SECTION 4 - NORMAL PROCEDURES. ICE PROTECTION SYSTEMS Read the following as additional information immediately before AIRFRAME: EXTERNAL CHECK BEFORE TAKEOFF All surfaces and wing leading edges must be free from snow, ice and frost before takeoff. See ‘AFM Section 2 - LIMITATIONS. Page 4 of 6FAA approved Doc. No. H8.1.9 ADVANCE AMENDMENT BULLETIN No. 1 (continued) ISSUE: 3 Approved: August 19, 2008 REASON FOR ISSUE: Additional Ice Protection Limitations prior to takeoff and revised criteria for in-flight icing ACTION: Insert Advance Amendment Bulletin No. 1 (Issue 3), Page 2 of 6 to face Page 19 in Section 2 - LIMITATIONS. Insert Advance Amendment Bulletin No. 1 (Issue 3), Page 4 of 6 to face Page 27 in Seetion 4 - NORMAL PROCEDURES. insert Page 5 of 6 to face Page 28 in Section 4 = NORMAL PROCEDURES. SECTION 4 - NORMAL PROCEDURES: ICE PROTECTION SYSTEMS (Continued) NORMAL CONDITIONS Before takeoff Read the following information in place of the existing information under Before takeoff: ‘The airframe anti-icing system should be primed, to ensure the distributors are ready for use, by setting the WING/TAIL ANTICE time switch to run the pump for 3 minutes. Check that the priming is complete before start of takeott. Icing conditions exist on the ground, during takeoff and in flight, when Static Air Temperature (SAT) is 10° C or below and visible moisture in any form is present (e.g. clouds, fog with visibility of 1 mile (1600 meters) or less, rain, snow, sleet and ice crystals). Icing conditions also exist when the OAT, on the ground and for takeoff, is 10° C or below when ‘operating on ramps, taxiways, or runways where surface snow, ice, standing water or slush may be ingested by the engines or freeze on the engines, nacelles or engine sensor probes. Under these conditions, both ENGine ANTICE switches and both ENGine IGNITION switches must be selected ON for takeoff. NOTE: To avoid further throttle adjustments due to a slight rise in interstage Turbine Temperature (ITT), ENGine ANTICE should be selected ON before setting takeoff power. When takeoff is made with ENGine ANTICE in use, the ITT must be monitored during takeoft and initial climb and an allowance must be made for the effect on take-off performance. If necessary, the airframe anti-icing system may be switched on for takeott, After takeoff, switch both ENGine ANTICE and ENGine IGNITION switches OFF when conditions permit. Whether icing conditions are present or not, switches for both panels of the WINDSHIELD HEAT and both PITOT HEAT switches should be selected ON. The ICE DET switch, normally selected to AUTO, should be selected ON before taxiing in icing conditions. Page 5 of 6FAR approved Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN No. 1 (continued) Intentionally left bankFAA Approved Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN NO. 9 ISSUE: 1 Approved: March 11, 1997 REASON FOR ISSUE: ‘Adoption of Limitations/Procedures for operating in Severe Icing Conditions. NOTE: These are the same Limitations/Procedures that have been mandated by the FAA on turbo-prop airplanes (reference AD No. 96-09-13). ACTION: Insert this page to face Page 19 of Section 2, Limitations. es SE SEATS SECTION 2 - LIMITATIONS MISCELLANEOUS LIMITATIONS Severe Icing Conditions WARNING: Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controilability of the airplane. During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an alti- tude change to exit the icing conditions: 4. Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice. 2. Accumulation of ice on the wing aft of the protected area. Since the autopilot may mask tactile cues that indicate adverse changes in handling char- acteristics, use of the autopilot is prohibited when any of the visual cues specified above ‘exist, of when unusual lateral trim requirements or autopilot trim wamings are encountered wile the airplane is in icing conditions, All icing detection light(s) must be operative prior to flight into icing conditions at night. NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL). Page 1 of 3 4 : iFAA approved Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN No. 1 ISSUE: 2 Approved: March 2, 2006 REASON FOR ISSUE: Addition of Ice Protection Limitations prior to takeoff. ACTION: Remove and destroy Advance Amendment Bulletin No. 1, Issue 1 dated Dec 7, 1989 in Section 2 - LIMITATIONS, facing Page 19. Insert Advance Amendment Bulletin No. 1 (Issue 2), Page 1 of 4 to face Page 18 in Section 2 - LIMITATIONS. Page 2 of 4 will face Page 19 in Section 2 - LIMITATIONS. Insert Advance Amendment Bulletin No. 1 (Issue 2) Page 3 of 4 to face Page 27 in Section 4 - NORMAL PROCEDURES. Page 4 of 4 will face Page 28 in Section 4 - NORMAL PROCEDURES. SECTION 2 - LIMITATIONS. NI LIMITATIONS CLEARANCE OF SNOW, ICE AND FROST (Addition of Ice Protection ions prior to takeoff) Refer to Page 2 of 4 Approved By: tedbleaem foF Margaret Kline, Manager Aircraft Certification Office Federal Aviation Administration Wichita, Kansas USA Page 10f 4FAA approved. Doc. No. HS.1.9 ADVANCE AMENDMENT BULLETIN No. 1 (Issue 2) continued ———$_————————— SECTION 2 - LIMITATIONS MI LIMITATIONS (Continued) Read the following information as an addition to MISCELLANEOUS LIMITATIONS: CLEARANCE OF SNOW, ICE AND FROST Icing General Icing conditions exist when Outside Air Temperature (OAT), on the ground and during takeoff, is 10° C Static Air Temperature (SAT) or below and visible moisture in any form is present (@.9. clouds, fog with visibility of 1 mile (1600 meters) or less, rain, snow, sleet and ice crystals) Icing conditions also exist when the OAT, on the ground and for takeoff, is 10°C or below when ‘operating on ramps, taxiways, or runways where surface snow, ice, standing water or slush may bbe ingested by the engines or freeze on the engines, nacelles or engine sensor probes. Airframe Icing Takeoff is prohibited with frost, ice, snow or slush adhering to the wings, contro! surfaces, engine inlets or other critical surfaces, with the exception of the following areas: * Frost is allowable on the underside of the wings over the general area of the fuel tanks provided that the depth does not exceed 1/8 inch (3 mm). If frost is present in this region, the WAT limited take-off weight must be reduced by 1000 Ib (454 kg) and the net flight path reference and fourth segment climb gradients must be ‘obtained using a weight 1000 tb (454 kg) higher than the actual weight. * Frost is allowable on the fuselage provided the layer is thin enough to distinguish the surface features such as paint lines or markings underneath, but all vents, probes and ports must be clear of frost. A visual and tactile (hand on surface) check of the wing leading edges and the wing upper surface must be performed to ensure the wing is free from frost, ice, snow or slush when the outside air temperature is less than 50° F (10° C) or if it cannot be ascertained that the wing fuel temperature is above 32° F (0° C) and; * There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present: or ‘+ Water is present on the wing; or + The difference between the dew point and the outside air temperature is 5° F (3° C) or less; or * The atmospheric conditions have been conducive to frost formation. Page 2of 42 CAA approved Doc.No.HS.1-9 Gon.No- MISCELLANEOUS LIMITATIONS (Continued) MAXIMUM PERMISSIBLE ALTITUDE ‘The maximum permissible altitude is 41,000 feet, limited by cabin differential pressure. PRESSURE CABIN ‘The cabin shall not be pressurised during take-off and landigg. The maximum pressure differential for normal operations is 8.35 Ib/in". NOTE: The safety valve is eet to operate at 8.35 + 0.2 2b/in’ ELECTRICAL SYSTEN ‘The load on each generator as indicated by the ammeter shall not exceed 300 amperes. ‘The "Before Starting" engines and "When both engines have been started" checks given on pages 5 and ? Section 4 of this manual must be completed before take-off. WINDSHIELD HEATING If the windshield heating is serviceable, it shall alvays be switched ON before take-off and shall remain on throughout the flight. (See Section 4 Windshield and page 13 Section 2 for associated airspeed limitation). If the windshield heating has been inoperative in flight it mist not be evitched ON again at indicated outside air temperature lover than -30°C. ‘The life of the outer laminations of the windshield panels will otherwise be adversely affected. DV WINDOW ‘The maximum speed at which it has beon demonstrated that the direct vision (DV) window can be opened in flight when unpressurised, without detriment to the crew compartment environment, is 160 knots TAS. WEEEL BRAKES ‘The waiting period given on pages 36 and 37 Section 4 of this manual for wheel brake cooling must be observed. PRESSURE REFUELLING Take-off must not be initiated if the amber FUEL annunciator on the MWS panel and the amber REFUEL ON annunciator on the roof panel, are illuminated. Page 19 Section 2CAA approved Doc.No-HS.1.9 MISCELLANEOUS LIMETATIONS (Continued) AIR BRAKES In flight, when the flape are extended to any position, the airbrakes must not be extended. ‘LIF? DUMPERS ‘The lift dumper is to be used only wien the aeroplane is on the ground. RUDDER BIAS ‘The rudder bias switches must be ON and the systems operative during each take-off. Page 20 Section 2 “A