AT-802A Flight Manual

AIR TRACTOR, INC.
Olney, Texas
TRA~1\\"®
FAA APPROVED
AIRPLANE FLIGHT MANUAL
FOR
AIR TRACTOR MODEL AT-802A
RESTRICTED CATEGORY ONLY
THIS DOCUMENT MUST BE CARRIED IN THE
AIRPLANE AT ALL TIMES
SERIAL NO. ?/fJdlf) - 04 /P3

REGISTRATION NO. _ _ _ _ _ _ __
FAA APPROVED: tliJJe rvl (laJr=

Michele M. Owsley
Manager, Airplane Certification Office,
Federal Aviation Administration
Fort Worth, Texas 76193-0150
AIR TRACTOR, INC.
Olney, Texas
LIST OF EFFECTIVE PAGES
PAGES AFFECTED DATE SUBJECT FAA APPROVED*

o thru 34 12/17/92 Original Issue Michele M. Owsley
01,1,2,5,6,7,8,9,16,17,
18, 26,28, 30, 31, 32, 33, 34 3/2/93 Revised for 16000 lbs Michele M. Owsley
01,3,4,5,7, 11, 12, 15, 17,
27,31,32,33 5/5/93 Revised for -67R/ -67F Michele M. Owsley
01, 7 5/24/93 Revised Richard L. Vaughn

01,7,9,10,22A,22B,22C,
220,33, 33A, 34,34A 9/1/93 Revised Michele M. Owsley
01,3A,3B,3C,5A,5B,5C,6,
16,17,27, 31A, 31B, 32A, Revised for -65B / -65R,
33B, 33C, 34, 34A 2/7/94 -65AG / -65AR engines Efrain E. Esparza
01,5A,5B,5C 5/31/94 Corrected Efrain E. Esparza
01,3,4,5,31,33,33A 6/16/94 Added -67 AG Engine Efrain E. Esparza
01, 7, 8, 34 8/25/94 Added Opt. 380 Gal Fuel Efrain E. Esparza
01,5C 10/27/94 Corrected Errors Michelle M. Owsley
01,2, 3,3C,3D,5,5A, 5B,5C,
50,6,7,8,9,16,17,19,20,21,
22, 22C, 220, 26, 27, 28, 29,
30,32, 32A,33,33A, 33B, 33C 12/15/94 Revised International Efrain E. Esparza

01,7,21,34 2/25/95 Added Opt. 308 Gal Fuel Brian Hancock
01,6,7,34,34A 5/17/95 Revised Brian Hancock
01,3A,3B,3C, 3D, 5A,5B, 5C
10, 11, 13, 14, 31B, 34, 34A 6/27/95 Revised Brian Hancock
01,02,3,30, 3E, 4, 5, 5C,
5D,5E 8/28/95 Revised Brian Hancock
* For Manager, Airplane Certification Office
NOTE: It is the airplane Owner/Operator responsibility to ensure

that manual is current.
ISSUED: AUGUST 28,1995 AT-802A AIRPLANE FLIGHT MANUAL PAGE 01 OF 34

AIR TRACTOR, INC.
Olney, Texas
DATE FAA APPROVED

PAGES AFFECTED DATE SUBJECT
APPROVED
02, 34, 34A 11/5/95 Revised Brian Hancock
02, 3A, 5A 1/13/96 Revised Brian Hancock
02,3, 3E, 5E 1/26/96 Revised Brian Hancock
02, 5E, 9, 10, 13, 18A, 18B 2/28/97 Revised Brian Hancock
02, 1, 7, 7A, 8, 10, 11, 12, 13, 14,
15, 18B, 34A,34B,34C, 34D,34E,
34F,34G 7(12/97 Revised Ronald L. Filler
02,7,34A,34C 11/26/97 Revised Ronald L. Filler
02, 2, 8, 9, 10, 18B, 20, 22, 24, 27, Revised for S / N
34E,34F,34G 11/29/97 0060 & Subs. 3/5/98 Ronald L. Filler
02, 7A, 9, 10, 11, 12, 16, 17, 18,
19,20,21,22,22A,22B,22C,
22D,22E, 22F,23, 26,26A 7/3/98 Revised 8/10/98 Ronald Filler
02, 7A, 10, 22E, 22F, 23, 27, 33, 33A 7/5/98 Revised 8/10/98 Ronald Filler
02,1O,22D 9/24/98 Revised 9/28/98 Ronald Filler
02, 5, 5A, 5B, 5C, 5D, 5E, 6, 7, 8, 9, Revised for S / N
12, 22D, 23, 27A, 31B,34,34A 1(19/99 0074 & Subs. 3/17/99 Richard L. Vaughn
02, 16, 23, 27A 4/7/99 Revised 4/9/99 Charles D. Porter
02,3,3B,3C,3D,3E,5A,5B,5C,
5D, 5F 6/24/99 Revised 7 (1/99 Michele M. Owsley
02, 3A, 3B,3C, 3D, 7A, 10, 22E, .
22F,22G 10/5/99 Revised 11(17/99 Richard L. Vaughn
02,03,7,9,34A 2/20/01 Revised 2/26/01 Richard L. Vaughn
02,03,7, 7A, 8,9 4/4/01 Revised 5/8/01 Michele M. Owsley

ISSUED: APRIL 4, 2001 AT-802A AIRPLANE FLIGHT MANUAL PAGE 02 of 34

AIR TRACTOR, INC.
Olney, Texas
PAGES AFFECTED DATE

DATE SUBJECT FAA APPROVED'
APPVD
03, 8, 9, 9A, 15, 16, 18 11/6/01 Revised 11/27/01 Richard L. Vaughn
03,7, 7A,8, 9A, 22D,27A, 34A, 348 12/24/01 Revised 2/13/02 Alan W. Wilson
03,10,17,21, 22D,23,27A, 27B,
27C,27D 3/14/02 Revised 4/29/02 Alan W. Wilson
03, 8, 9,9A 6/6/02 Revised 6/19/02 Alan W. Wilson
03,8,9A 3/5/03 Revised 3/13/03 Alan W. Wilson
03, 34 10/1/03 Revised 12/15/03 Michele M. Owsley
03, 12 4/8/04 Revised 8/11/04 Alan W. Wilson
03, 10, 17, 23, 26A 1/13/05 Revised 1/19/05 Michele M. Owsley
03, 5, 5A, 58, 5C, 50, 5E 2/1/05 Revised 3/3/05 Michele M. Owsley
03, 5,5E, 19 5/31/05 Revised 10//12/05 Fred Stellar
03, 8 11/2/05 Revised 11/15/05 Michele M. Owsley
03, 3E, 3F, 5, 5E, 5F, 18, 31,31C,31D 3/27/07 Revised 5/24/07 Michele M. Owsley
03, 32,32A, 328, 32C, 32D,32E,
32F, 32G, 32H, 321 5/28/07 Revised 8/3/07 Michele M. Owsley
03,3, 3G,4, 5G, 18, 31E,33, 33A 5/30/07 Revised 9/28/07 Bruce Remick
03,32, 32A,32B, 32C,32D, 32E,
32F, 32G, 32H, 321 8/16/07 Revised 10/23/07 Monica Merritt

"
03, 9, 27 1/23/08 Revised 5/28/08 Monica Merritt
03, 8, 9A, 10, 13, 22, 22A, 228, 22C,
220, 22E, 22F, 22G,22H,22J, 22K,
22L, 22M, 22N, 220, 22P, 22Q, 22R,
22S, 22T, 23, 26, 27A, 27C, 34 2/19/09 Revised 3/26/09 Michele M. Owsley

ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 03 of 34
AIR TRACTOR, INC.
Olney, Texas
DATE FAA APPROVED*

PAGES AFFECTED DATE SUBJECT
APPVD
04,11,16 4/15/09 Revised 4/27/09 Michele M. Owsley
04, 34A, 34B 4/16/09 Revised 6/1/09 Monica Merritt

04,7A,8, 16, 17 5/26/09 Revised 8/10/09 Al Wilson
04,7A 4/26/10 Revised 5/3/10 Monica Merritt
04, 18
04,8
9/10/10
10/14/10
Revised
Revised
10/1/10 Monjca ~erritt,
It/VJoIO 'rlj1U~LWiA{
/ I
r
1',
,
J
V
=--
I "

ISSUED: OCTOBER 14, 2010 AT -S02A AIRPLANE FLIGHT MANUAL PAGE 04 of 34

AIR TRACTOR, INC
Olney, Texas
TABLE OF CONTENTS
AIR TRACTOR MODEL AT-802A
SECTION TITLE PAGE NO.
COVER -0-
LIST OF EFFECTIVE PAGES 01
1 LIMITATIONS 2-9
2 NORMAL PROCEDURES 10 - 22
3 EMERGENCY PROCEDURES 23 - 27
4 PERFORMANCE 28 - 33
5 WEIGHT AND BALANCE 34
6 MODIFICATIONS REQUIRED 34C

FOR SULPHUR DUSTING
FAA APPROVED
ISSUED: JULY 12, 1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 1 OF34
AIR TRACTOR, INC.
Olney, Texas
SECTION 1 - LIMITATIONS
1.1 GENERAL:
Operations in compliance with the limitations presented in this section are required by the Federal
Aviation Regulations.
1.2 AIRSPEED LIMITATIONS:
SPEED (MPH) CAS lAS KNOTS lAS REMARKS
Maneuver (Va) 167 162 141 No full or abrupt control move-

ments above this speed.
Maximum Flap Extended (V fe ) 142 142 123 Do not exceed with fully ex-
tended flaps.
Maximum Structural Cruising (Vno ) 167 162 141 Do not exceed in turbulent air.
Never Exceed (Vne) (12,500 Ibs. or less}227 222 193 Do not exceed with spray sys-
[5670 kg. or less] tem or clean airplane
(Above 12,500 Ibs.}167 162 141 Do not exceed with spray sys-
[5670 kg.] tem or clean airplane
Maximum Windshield Wiper (Vww) 165 160 139 Do not operate windshield wiper
Maximum Spray Pump Operation 165 160 139 Do not operate spray pump
Maximum Landing Light (VLL) 165 160 139 Do not extend landing lights
Maximum with Dust Spreader 165 160 139 Do not exceed with dust
spreader regardless of weight
1.3 AIRSPEED INDICATOR MARKINGS (MPH):
MARKING lAS VALUE OR RANGE KNOTS lAS SIGNIFICANCE
White Arc 91 to 142 79 to 123 Full flap operating range. Lower limit is
maximum weight stalling speed and
upper limit maximum permissable (with
flaps extended).
Green Arc 107 to 162 93 to 141 Normal Operating Range. Lower limit
is maximum weight stalling speed and
upper limit is maximum structural cruis-
ing (with flaps retracted).
Yellow Arc 162 to 222 141 to 193 Operations must be conducted with
caution and only in smooth air at
weight below 12,500 Ibs. (5670 kg.)
Red Line 222 193 Maximum speed for all operations at

weight below 12,500 Ibs. (5670 kg.)
Yellow Line 162 141 Maximum speed for all operations at

weight above 12,500 Ibs. (5670 kg.)
FAA APPROVED
ISSUED: NOVEMBER 29, 1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE20F34
AIR TRACTOR, INC.
Olney, Texas
1.3 AIRSPEED INDICATOR MARKINGS (CONTINUED)
MARKING lAS VALUE OR RANGE KNOTS lAS SIGNIFICANCE
White Broken Arc 78-91 68-79 Full flap stall speed range. Lower limit
is stall speed at 12,500 Ibs. (5670
kg.) and upper limit is stall speed at
16,000 Ibs. (7257 kg.)
Green Broken Arc 90-107 78-93 Flap retracted stall speed range.
Lower limit is stall speed at 12,500
Ibs. (5670 kg.) and upper limit is stall
speed at 16,000 Ibs. (7257 kg.)
1.4 POWERPLANT LIMITATIONS:
a. Engine - (one) PRATT & WHITNEY PT6A-67R, PT6A-67AF, PT6A-67AG, PT6A-67F,

PT6A-65AR, PT6A-65B, PT6A-65R, OR PT6A-65AG Turboprop Engine
b. Engine Operating Limits (PT6A-67R)
POWER SHP TORQUE NOMINAL MAXIMUM Ng Np OIL OIL

SETTING (4) ITToC OBSERVED RPM% RPM PRESSURE TEMPERATURE
(5) LB.FT ITToC PSIG (6) °C(10)(11)
(13)
Take-Off 1424 4400 835 855 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1220 3770 820 840 104.0 1700 90 to 135 10 to 99
uous
Recom-
1020 3150 725 790 104.0 1700 90 to 135 10 to 99
mended
3350 1600
Climb
3570 1500
Cruise
MIN. Idle 68
755 60 Min. -40 to 99
(Run)
Min. Idle 68
(9)
(Flight)
Starting 700 1000 o to 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 oto 110

(8) (8)
MAX.
900 765 1650 90 to 135 10 to 99
Reverse
FAA APPROVED
ISSUED: MAY 30,2007 AT -802A AIRPLANE FLIGHT MANUAL PAGE 3 OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWER PLANT LIMITATIONS:
b. Engine Operating Limits (PT6A-65AR)

(5) LB.FT ITToC PSIG (6) °C (10)(11)
(13)
Take-Off 1295 4000 820 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1173 3625 810 104.0 1700 90 to 135 10 to 99
uous
Recom-
mended 956 2950 750 104.0 1700 90 to 135 10 to 99
Climb/ 3140 1600
Cruise 3350 1500
MIN. Idle
(Run) 715 56.0 60 Min. -40 to 99
Min. Idle
(Flight) (9) 68.0
Starting 700 1000 o to 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 o to 110

(8) (8)
MAX.
Reverse 900 760 1650 90 to 135 o to 99
FAA APPROVED
ISSUED: OCTOBER 5, 1999 AT-802A AIRPLANE FLIGHT MANUAL PAGE 3A OF 34
AIR TRACTOR, INC.
Olney, Texas
b. Engine Operating Limits (PT6A-65B)

SEDING (4) IDoC OBSERVED RPM% RPM PRESSURE TEMPERATURE
(5) LB.FT IDoC PSIG (6) °C (10)(11)
(13)
Take-Off 1100 3625 820 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1100 3625 810 104.0 1700 90 to 135 10 to 99
uous
Recom-
mended 1000 3090 750 104.0 1700 90 to 135 10 to 99
Climb/ 3285 1600
Cruise 3500 1500
MIN. Idle
(Run) 700 58.0 60 Min. -40 to 99
Min. Idle
(Flight) (9) 68.0
Starting 700 1000 o to 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 o to 110

(8) (8)
MAX.
Reverse 900 760 1650 90 to 135 o to 99
FAA APPROVED
ISSUED: OCTOBER 5, 1999 AT-802A AIRPLANE FLIGHT MANUAL PAGE3B OF34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWERPLANT LIMITATIONS:
b. Engine Operating Limits (PT6A-65R)

SEDING (4) IDoC OBSERVED RPM% RPM PRESSURE TEMPERATURE
(5) LB.FT ITPC PSIG (6) °C (10)(11)
(13)
Take-Off 1295 4000 820 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1173 3625 810 104.0 1700 90 to 135 10 to 99
uous
Recom-
mended 956 2950 750 104.0 1700 90 to 135 10 to 99
Climb/ 3140 1600
Cruise 3350 1500
MIN. Idle
(Run) 715 56.0 60 Min. -40 to 99
Min. Idle
(Flight) (9) 68.0
Starting 700 1000 o to 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 o to 110

(8) (8)
MAX.
Reverse 900 760 1650 90 to 135 o to 99
FAA APPROVED
ISSUED: OCTOBER 5, 1999 AT·802A AIRPLANE FLIGHT MANUAL PAGE 3C OF 34
AIR TRACTOR, INC.
Olney, Texas
b. Engine Operating Limits (PT6A-65AG)
POWER SHP TORQUE NOMINA MAXIMUM Ng Np OIL OIL

SETTING (4) ITT"C OBSERVED RPM% RPM PRESSURE TEMPERATURE
(5) LB.FT ITToC PSIG (6) °C(10)(11)
(13)
Take-Off 1295 4000 820 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1220 3770 810 104.0 1700 90 to 135 10 to 99
uous
Recom-
mended 956 2950 750 104.0 1700 90 to 135 10t099
Climb! 3140 1600
Cruise 3350 1500
MIN. Idle
(Run) 715 58.0 60 Min. -40 to 99
Min. Idle
(Flight) (9) 68.0
Starting 1000 o to 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 -40t0110

(8) (8)
MAX.
Reverse 900 760 1650 90 to 135 o to 99
FAA APPROVED
ISSUED: OCTOBER 5, 1999 AT-802A AIRPLANE FLIGHT MANUAL PAGE 3D OF34
AIR TRACTOR, INC.
Olney, Texas
b. Engine Operating Limits (PT6A·67AG)

(5) LB.FT ITToC PSIG (6) °C (10)(11)
Take·Off 1350 4170 800 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1220 3770 800 104.0 1700 90 to 135 10 to 99
uous
MAX. 1220 3770 800 104.0 1700 90 to 135 10 to 99

Climb/ 4005 1600
Cruise 4170 1535
MIN. Idle 56
(Run) 750 60 Min. -40 to 99
Min. Idle 68
(Flight) (9)
Starting 1000 o to 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 o to 110

(8) (8)
MAX.
Reverse 900 760 1650 90 to 135 10 to 99
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 3EOF34
AIR TRACTOR, INC.
Olney, Texas
b. Engine Operating Limits (PT6A-67AF )

(5) LB.FT ITToC PSIG (6) °C (10)(11)
(13)
Take-Off 1424 4400 855 104.0 1700 90 to 135 10 to 99
MAX.
Contin- 1220 3825 840 104.0 1700 90 to 135 10 to 99
uous
Recom-
mended 1020 3150 725 790 104.0 1700 90 to 135 10 to 99
Climb/ 3350 1600
Cruise 3570 1500
MIN. Idle 750 56.0

(Run) (9) 60 Min. -40 to 99
Starting 1000 oto 200 -40 to 99

(7)
Transient 5100 870 104.0 1870 40 to 200 o to 110

(8) (8)
MAX.
Reverse 900 765 1650 90 to 135 10 to 99
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 3FOF34
AIR TRACTOR, INC.
Olney, Texas
b. Engine Operating Limits (PT6A-67F)

(5) LB.FT ITToC PSIG (6) °c (10)(11)
Take-Off 1424 4400 870 104.0 1700 90t0135 10 to 99
MAX.
Contin- 1220 3770 870 104.0 1700 90 to 135 10 to 99
uous
Recom-
3770 1700
mended
1220 4005 775 815 104.0 1600 90 to 135 10 to 99
MAX.
4135 1550
Climb
Recom-
3770 1700
mended
1220 4005 795 104.0 1600 90 to 135 10t099
MAX.
4135 1550
Cruise
MIN. Idle 56.0

760
(Run)
60 Min. -40 to 99
Min. Idle 68.0
(9)
(Flight)
1000
Starting
(7)
o to 200 -40 to 99
5100 910
Transient 104.0 1870 40 to 200 Oto 110
(8) (8)
MAX.
900 760 1650 90 to 135 10 to 99
Reverse
FAA APPROVED
ISSUED: MAY 30, 2007 AT-B02A AIRPLANE FLIGHT MANUAL PAGE 3G OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWERPLANT LIMITATIONS (Continued):
(1) Refer to Engine Service Bulletin No. 3032845·72-1 (P&WC SB13001) for listing of approved oils.
(3) If fuels conforming to bulletin information are not available, Aviation Gasoline MIL-G-5572, all
grades, may be used for a maximum of 150 hours between overhaul periods. Operating time on
Avgas is computed on the basis of quantity used and average consumption. Avgas is not approved
for use with PT6A-67F engine.
(4) Torque limit applies within a range of 1400 to 1700 RPM propeller shaft; below 1400 RPM, torque is
limited to 2000 Lb. Ft.
(5) Engine inlet conditions limits for engine operation:
Altitude: Sea level to 12,500 feet.
(6) Normal oil pressure is 90 to 135 psig at gas generator speeds above 72%. With engine torque
below 3000 Lb. Ft., minimum oil pressure is 85 psig at normal oil temperatures (60 to 70°C). Oil
pressures under 90 psig are undesireable. Under emergency conditions, to complete a flight, a
lower oil pressure limit of 60 psig is permissible at reduced power level not exceeding 2000 Lb. Ft.
torque. Oil pressures below 60 psig are unsafe and require that either the engine be shut down or
a landing be made as soon as possible using the minimum power required to sustain flight.
(7) These values are time limited to 5 seconds.
(8) These values are time limited to 20 seconds.
(9) Applies over speed range 56% to 68% Ng.
(10) For increased service life of engine oil, an oil temperature between 74 to 80°C (165 to 176°F) is
recommended.
(11) Oil temperature limits are -40°C (-40°F) to 99°C (210°F).
(12) 100% gas generator speed corresponds to 37,468 Ng RPM.
(13) Limit to 5 minutes operation.
c. APPROVED FUELS
FUEL - ASTM 01655-70, JET A, JET A1 (NATO Code F34, F35)
JET B (NATO Code F40)
MIL-T-5624, JP-4 (NATO Code F40), JP-8 (NATO Code F34, F35)
If jet fuel is not available, Aviation gasoline MIL-G-5572, all grades, may be used for maximum of
150 hours between overhauls. Avgas is not approved for use with PT6A-67F engine.
FAA APPROVED
ISSUED: MAY 30, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 4 OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWER PLANT LIMITATIONS (Continued): (PT6A·67R or PT6A-67AF)
d. APPROVED
OILS - MIL-L-7BOB (NATO Spec 0-14B)
MIL-L-23699 (NATO Spec 0-156)
Do not mix types or brands. Aircraft delivered with Exxon 23BO Oil. Use flushing
procedures to drain cooler and all engine points if brand or type is changed.
Capacity: 10.0 Qts. (9.5 Ltrs), 6.0 Qts. (5.7 Ltrs.) usable. It is recommended that the
engine be filled to 1 quart below maximum when hot.
e. PROPELLER - (One) Hartzell HC-B5MA-3D/M11276 (Thru B02A-0073)

Or (One) Hartzell HC-B5MA-3D/M11276N (Thru sIn B02A-0073)
(One) Hartzell HC-B5MA-3D/M11276NS (sIn B02A-0074 & Subs.)
Minimum diameter - 114.7 in. (291.3 cm)
Maximum diameter - 115.2 in. (292.6 cm)
Pitch (42 in. Sta.) (106.7 cm) - 13.90 low, 83.10 Feather, -10.00 Reverse
Or(One) Hartzell HC-B5MA-3D/M11691 NS (sIn 802-0001 & Subs.)
Minimum diameter - 11B.2 in. (300.2 cm)
Maximum diameter - 11B.7 in. (301.5 cm)
Pitch (42 in. Sta.) (106.7 cm) - 13.90 low, 84.00 Feather, -10.0 0 Reverse
f. STARTER LIMITS - Maximum starter duration 30 seconds, to be followed by one minute cool
down. Total of 3 cycles to be followed by 30 minute starter cool down.
1.5 POWER PLANT INSTRUMENT MARKINGS:
The following markings are applicable to the PT6A-67R or PT6A-67AF:
Redline Green Arc Yellow Arc Redline Starting

Instrument Minimum Normal Caution Maximum Red ...
Torque (Lb-Ft.) N/A 0-3770 3770-4400 4400

Tachometer RPM (Ng) N/A 56 - 104 104.0
Tachometer RPM (Np) N/A 0-400 400-900' 1700
900-1050 1050-1200'
1200-1600 1600-1700'
Temperature (ITT) °C N/A 400 - B40 840 - B55 855 1000
Oil Press (PSI) 60 90 - 135 60-90 135
Oil Temp (OC) -40 10 - 99 -40 - 10 99
• Stabilized ground operation is prohibited between 400 and 900 RPM and between 1050 and
1200 RPM. Stabilized ground operation is prohibited above 1600 RPM except when aircraft is
headed into the wind. For downwind takeoffs advance above 1600 RPM only after brake
release.
1.6 WEIGHT LIMITS:
Maximum: 16,000 Ibs. (7257 kg.)

Baggage Compartment: 60 Ibs. (27.2 kg.) (+105.0 in.) (266.7 cm)
Maximum Hopper Load: 8,800 Ibs. (3992 kg.)
(BOO U.S. Gallons (3028 liters) at +20.5 in. (52.1 cm).)
NOTE: It is the responsibility of the airplane owner and operator to insure that the airplane is
properly loaded. See Weight and Balance data for proper loading instructions.
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE50F34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWERPLANT LIMITATIONS (Continued): (PT6A-65AR)
d. APPROVED
OILS - MIL-L-7808 (NATO Spec 0-148)
Do not mix types or brands. Aircraft delivered with Exxon 2380 Oil. Use flushing
Capacity: 10.0 Ots. (9.5 Llrs.), 6.0 Ots. (5.7 Llrs.) usable. It is recommended that
the engine be filled to 1 quart below maximum when hot.
e. PROPELLER - (One) HARTZELL HC-B5MP-3C/M10876AS or HC-B5MP-3C/M10876 ANS

Minimum diameter -110.7 In. (281.2 cm)
Pitch (42 in. Sta.) (106.7 cm) - 16.5' low, 79.0' Feather, -11.0' Reverse
OR: (One) Hartzell HC-B5MP-3F/M11276NS
Minimum diameter - 114.7 In. (291.3 cm)
Pitch (42 in. Sta.) (106.7 cm) -13.9' low, 83.1' Feather, -10.0' Reverse
1.5 POWERPLANT INSTRUMENT MARKINGS:

The following markings are applicable to the PT6A65AR:

Instrument Minimum Normal Caution Maximum Red ..to.
Torque (Lb-F\.) N/A 0-3625 3625-4000 4000

(Note 1) 900-1170 1170-1400'
1400-1700
(Note 2) 900-1050 1050-1200'
1200-1600 1600-1700'
Temperature (ITT) 'c N/A 400 - 810 810-820 820 1000
Oil Press (PSI) 60 90-135 60-90 135
Oil Temp ('C) -40 10 - 99 -40 -10 99
Note 1: 'Stabilized ground operation between 400 and 900 RPM and between 1170 and 1400 RPM is
prohibited. (For HC-B5MP-3C/M1 0876AS or HC-B5MP-3C/M1 0876 ANS propellers)
Note 2: 'Stabilized ground operation is prohibited between 400 and 900 RPM and between 1050 and
headed into wind. For downwind takeoffs advance above 1600 RPM only after brake release.
Stabilized ground operation is prohibited at more than 75% torque in 16 knot rear-quartering
winds and at 100% torque in 12 knot rear-quartering winds. Stalls with flaps extended or
retracted are prohibited with more than 80% torque. Yaw angles for a given aircraft speed
may not be above the curve shown on page 5F.
(For HC-B5MP-3F/M11276NS propeller)
1.6 WEIGHT LIMITS:
Maximum: 16,000 Ibs. (7257 kg.)

Baggage Compartment: 60 Ibs. (27.2 kg.)(+ 105.0 in.) (266.7 cm)
(800 U.S. Gallons (3028 liters) at +20.5 in. (52.1 cm).)
FAA APPROVED
ISSUED: FEBRUARY 1, 2005 AT-802A AIRPLANE FLIGHT MANUAL PAGE 5A OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWER PLANT LIMITATIONS (Continued): (PT6A·65B)
d. APPROVED
OILS • MIL-L-7808 (NATO Spec 0-148)
Capacity: 10.0 Qts. (9.5 Ltrs.), 6.0 Qts. (5.7 Ltrs.) usable. It is recommended that

Pitch (42 in. Sta.) (106.7 cm) - 16.5° low, 79.0° Feather, -11.0° Reverse
OR: (One) Hartzell HC-B5MP-3F/Ml1276NS
Pitch (42 in. Sta.) (106.7 cm) -13.9° low, 83.1° Feather, -10.0° Reverse
1.5 POWER PLANT INSTRUMENT MARKINGS:
The following markings are applicable to the PT6A-65B:

Torque (Lb-Ft.) N/A 0-3625 3625

Tachometer RPM (Np) N/A 0-400 400-900* 1700
(Note 1) 900-1170 1170·1400*
1400-1700
(Note 2) 900-1050 1050-1200*
1200-1600 1600-1700*
Temperature (ITI) °C N/A 400 - 810 810 - 820 820 1000
Oil Press (PSI) 60 90-135 60-90 135
Oil Temp (0C) -40 10 - 99 -40-10 99
Note 1: *Stabilized ground operation between 400 and 900 RPM and between 1170 and 1400 RPM is
prohibited. (For HC-B5MP-3C/M10876AS or HC-B5MP-3C/M10876 ANS propellers)
Note 2: *Stabilized ground operation is prohibited between 400 and 900 RPM and between 1050 and
(For HC-B5MP-3F/Ml1276NS propeller)
1.6 WEIGHT LIMITS:
Maximum: 16,000 Ibs. (7257 kg.)

Baggage Compartment: 60 Ibs. (27.2 kg.)(+105.0 in.) (266.7 cm)
FAA APPROVED
ISSUED: FE8RUARY1, 2005 AT-802A AIRPLANE FLIGHT MANUAL PAGE 58 OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWER PLANT LIMITATIONS (Continued): (PT6A-65R)
d. APPROVED
Capacity: 10.0 Ots. (9.5 Llrs.), 6.0 Ots. (5.7 Llrs.) usable. It is recommended that

Pitch (42 in. Sta.) (106.7 cm) - 13.9° low, 83.1 ° Feather, -10.0° Reverse
The following markings are applicable to the PT6A-65R:

Torque (Lb-Ft.) N/A 0-3625 3625-4000 4000

Tachometer RPM (Ng) N/A 56-104 104.0
(Note 1) 900-1170 1170-1400'
1400-1700
(Note 2) 900-1050 1050-1200-
1200-1600 1600-1700'
Temperature (ITT) °C N/A 400-810 810-820 820 1000
Oil Press (PSI) 60 90-135 60-90 135
Oil Temp (0C) -40 10 - 99 -40-10 99
Note 1: 'Stabilized ground operation between 400 and 900 RPM and between 1170 and 1400 RPM is
1.6 WEIGHT LIMITS:

Maximum: 16,000 Ibs. (7257 kg.)
FAA APPROVED
ISSUED: FEBRUARY 1, 2005 AT-802A AIRPLANE FLIGHT MANUAL PAGE 5C OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWERPLANT LIMITATIONS (Continued): (PT6A·65AG)
d. APPROVED
Capacity: 10.0 Ots. (9.5 Ltrs.), 6.0 Ots. (5.7 Ltrs.) usable. It is recommended that
e. PROPELLER - (One) HARTZELL HC-B5MP-3C/M10876AS or HC-B5MP-3C/M1 0876 ANS

Pitch (42 in. Sta.) (106.7 cm) -13.9° low, 83.1° Feather, -10.0° Reverse
The following markings are applicable to the PT6A-65AG:

Instrument Minimum Normal Caution Maximum Red '"
Torque (Lb-Ft.) N/A 0-3770 3770-4000 4000
(Note 1) 900-1170 1170-1400*
1400-1700
(Note 2) 900-1050 1050-1200*
1200-1600 1600-1700'
Temperature (lIT) °C N/A 400 - 810 810-820 820 1000
Oil Press (PSI) 60 90 - 135 60-90 135
Oil Temp (0C) -40 10 - 99 -40 -10 99
Note 1: *Stabilized ground operation between 400 and 900 RPM and between 1170 and 1400 RPM is
1.6 WEIGHT LIMITS:

Maximum: 16,000 Ibs. (7257 kg.)
FAA APPROVED
ISSUED: FEBRUARY 1, 2005 AT-802A AIRPLANE FLIGHT MANUAL PAGE 50 OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWERPLANT LIMITATIONS (Continued): (PT6A-67AG)
d. APPROVED
OILS - MIL-L-7BOB (NATO Spec 0-14B)
Do not mix types or brands. Aircraft delivered with Exxon 23BO Oil. Use flushing
procedures to drain cooler and all engine points if brand. or type is changed.
e. PROPELLER- (One) Hartzell HC-B5MA-3D/M11276 (Thru sin B02A-0073)

Or (One) Hartzell HC-B5MA-3D/M11276N (Thru sin B02A-0073)
(One) Hartzell HC-B5MA-3D/M11276NS (sin B02A-0074 & Subs.)
Maximum diameter- 115.2 in. (292.6 cm)
Pitch (42 in. Sta.) (106.7 cm) - 13.9° low, B3.1° Feather, _10.0° Reverse
Or (One) Hartzell HC-B5MA-3D/M11691 NS (sin B02A-0001 & Subs.)
Minimum diameter - 11B.2 in. (300.2 cm)
Maximum diameter - 11B.7 in. (301.5 cm)
Pitch (42 in. Sta.) (106.7 cm) - 13.9° low, B4.00 Feather, -10.0° Reverse
The following markings are applicable to the PT6A-67 AG:

Torque (Lb-Ft.) N/A 0-3770 3770-4170 4170

Tachometer RPM (Np) N/A 0-400 400-900· 1700
900-1050 1050-1200·
1200-1600 1600-1700·
Temperature (ITT) °c N/A 400 - BOO BOO 1000
Oil Press (PSI) 60 90 - 135 60 - 90 135
Oil Temp tC) -40 10 - 99 -40 - 10 99
headed into the wind. For downwind takeoffs advance above 1600 RPM only after brake release.
1.6 WEIGHT LIMITS:
Maximum: 16,000 Ibs. (7257 kg.)

Maximum Hopper Load: 8,BOO Ibs. (3992 kg.)
(BOO U.S. Gallons (3028 liters) at +20.5 in. (52.1 cm).)
FAA APPROVED
ISSUED: MARCH 27, 2007 AT -802A AIRPLANE FLIGHT MANUAL PAGE 5E OF 34
AIR TRACTOR, INC.
Olney, Texas
AIRCRAFT SPEED VS. YAW ANGLE
15
OL-__ ~ __ ~ __ ~ __ ~ ______ ~ ____ ~ __ ~ ______ ~_
92 104 115 127 138 150 161 173 184 196 207
(80) (90) (100) (110) (120) (130) (140) (150) (160) (170) (180)
CALIBRATED AIRSPEED MPH (KNOTS)
NOTE: This limitation applies to aircraft equipped with a PT6A-65AR, PT6A-65B, PT6A-65R, or
PT6A-65AG engine only.
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 5F OF 34
AIR TRACTOR, INC.
Olney, Texas
1.4 POWERPLANT LIMITATIONS (Continued): (PT6A-67F)
d. APPROVED
e. PROPELLER - (One) Hartzell HC-B5MA-3D/M11276NS (sin 802A-0001 & Subs.)

Pitch (42 in. Sta.) (106.7 cm) - 13.9° Low, 83.1° Feather, _10.0° Reverse
Or (One) Hartzell HC-B5MA-3D/M11691NS (sin 802A-0001 & Subs.)
Maximum diameter- 118.7 in. (301.5 cm)
Pitch (42 in. Sta.) (106.7 cm) - 13.9° Low, 84.0° Feather, -10.0° Reverse
The following markings are applicable to the PT6A-67F:

Instrument Minimum Normal Caution Maximum Red '"
Torque (Lb-Ft.) N/A 0-3770 3770-4400 4400

Tachometer RPM (Np) N/A 0-400 400-900· 1700
900-1050 1050-1200·
1200-1600 1600-1700·
Temperature (ITT) °c N/A 400-815 815 - 870 870 1000
Oil Press (PSI) 60 90 - 135 60 - 90 135
Oil Temp eC) -40 10 - 99 -40-10 99
headed into the wind. For downwind takeoffs advance above 1600 RPM only after brake release.
1.6 WEIGHT LIMITS:
Maximum: 16,000 Ibs. (7257 kg.)

FAA APPROVED
ISSUED: MAY 30,2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 5G OF 34
AIR TRACTOR, INC.
Olney, Texas
1.7 CENTER OF GRAVITY LIMITS:

(+23.0) (58.4 cm.) to (+27.0 in.) (68.6 cm.) at 16,000 Ibs.(7257 kg.)
(+23.0) (58.4 cm.) to (+30.59 in. (77.7 cm.) at 14,800 Ibs. (6713 kg.)
(+23.0) (58.4 cm.) to (+32.0 in.) (81.3 cm.) at 10,200 Ibs. (4636 kg.) (With Swathmaster)
(+23.0) (58.4 cm.) to (+35.0 in.) (88.9 cm.) at 10,300 Ibs. (4672 kg.)
The pilot is responsible for determining maximum weight.
Straight line variation between points.
Ballast may be required to maintain weight and C.G. within limits.
Datum is wing leading edge.
27 in (68.6 cm)
16,000
(7257) 30.59 in (77.7 em)
15,OOQ 14,8bo
(6804) (6713)
14,00Q
(6.)50)
PIN 54497
Jg8~~~
en'
SWATHMASTER
INSTALLED
;=-~12
00 000
(5443)
B
w 1 1...OO Q
(4)189) 10,300
:;: 10,00Q (4627)
(f) (4::>36)
(f) 9000
~ (4082) CREW SEAT
<.:l 8000 INSTALLED
(3629) I~-~---~-:-
700Q
(3175) I ..
EMPTY WEIGHT / e.G. ENVELo¢i::
L ________ L_J_ ...J
(2~~~~
23 24 25 26 27 28 29 30 31 32 33 34 35
(58.4) (61.0) (63.5) (66.1) (68.6) (71.1) (73.7) (76.2) (78.7) 81.3) (83.8) (86.4) (88.9)
C.G. POSITION in
(em)
1.8 MANEUVER LIMITS:
No acrobatic maneuvers, including spins, are approved.
1.9 FLIGHT LOAD FACTOR LIMITS:
Flaps Retracted Flaps Extended

Maximum Positive (12,500 Ibs.)(5670 kg.) +3.25 +2.0
(16,000 Ibs.)(7257 kg.) +2.54 +2.0
Maximum Negative (12,500 Ibs.)(5670 kg.) -1.3 0.0
(16,000 Ibs.)(7257 kg. -1.2 0.0
2.0 FLIGHT CREW LIMITS:

One Pilot (+84.0 in.) (213.4 cm)
One Crew (+123.0) (312.4 cm) when optional Crew Seat is installed in accordance with
Dwg 11742
FAA APPROVED
ISSUED: JANUARY 19, 1999 AT·802A AIRPLANE FLIGHT MANUAL PAGE 6 OF 34
AIR TRACTOR, INC.
Olney, Texas
2.1 KINDS OF OPERATION:
This airplane is certificated in the RESTRICTED CATEGORY for Agricultural and ForestIWildlife
Conservation special purposes and is eligible for the following kinds of operations when the
appropriate instruments and equipment required by the airworthiness and/or operating regula·
tions are installed, approved, and are in operable condition.
a. DAYVFR
b. NIGHT VFR (Only if Strobe lights, instrument, flap and dome lights are installed)
c. Flight into icing conditions is prohibited.
d. Night work operations are prohibited unless appropriate working lights are installed and
operable.
e. Flight in vicinity of thunderstorms prohibited except when the requirements of Air Tractor
Drawing 11615, "Installation - Lightning Protection - 802" are incorporated.
f. The following equipment must be installed:
(1) Stall warning system (3) Slip indicator

(2) 24-volt electrical system (4) Fire Extinguisher
g. The following equipment is optional:
(1 ) Light package of strobe, instrument, (20) Automatic Direction Finder

dome, flap lights. (21) Loran -C
(2) Standard Spray System (22) King DME
(3) Dust Spreader (23) King HSl/Slaved Compass
(4) Air Conditioning System (24) Vertical Speed Indicator
(5) Micronair Spray System (25) Garmin or King or NAT Audio Control
(6) Automatic Flagger Console
(7) Drift Finder Smoker (26) Directional Gyro
(8) Cockpit Heater (27) Turn Indicator
(9) Conventional Fire Bomber Gate (28) Garmin or Trimble or King GPS
(10) Computerized Fire Bomber Gate (29) S-Tec Autopilot
(11) Attitude Gyro (30) Public Address/Siren
(12) Turn Coordinator (31 ) King NAV KN53
(13) COM radio or NAV/COM radio. (32) King High Frequency Radio
(14) Transponder (33) King Radar Altimeter KRA 10A or
(15) Fire Gate Spray System KRA405B
(16) Night Work Lights (34) King KLX-135 GPS/COM
(17) Foam Tank or Rinse Tank (35) Crew Seat
(18) Commercial Band Radio (36) Garmin GPS NAV/COM Radio
(19) Emergency Locator Transmitter
FAA APPROVED
ISSUED: DECEMBER 24, 2001 AT-802A AIRPLANE FLIGHT MANUAL PAGE 7 OF 34
AIR TRACTOR, INC.
Olney, Texas
2.2 FUEL LIMITATIONS:
One 127 gallon capacity tank in each wing

Maximum capacity (Standard) - 256 U.S. Gallons(969 Liters) (+33.0 in.)(83.8 cm)
250 U.S. Gallons (946 Liters) Usable
OPTIONAL
One 153 gallon capacity tank in each wing.
Maximum capacity (optional) 308 U.S. Gallons (1166 Liters) (+33.0 in) (83.8 cm)
OPTIONAL
One 189 gallon capacity tank in each wing.
Maximum capacity (optional) - 380 U.S. Gallons (1438 Liters)(+33.0 in)(83.8 cm)
Use of fuel flowmeter must not be used as a primary means of gauging fuel.
2.3 OPERATING LIMITATIONS:
a. Outside Air Temperatures for Airplane Operation

(1) Maximum: ISA +61.2° F. (49.0°C)
(2) Minimum: +0°F(-17.8°C) (+40°F (4.4°C) in visible moisture)
b. Do not operate engine above 1500 Ft-Lbs torque on ground run-up or tail will come up.
c. Do not move power lever into reverse position with the engine stopped or controls will be
damaged.
d. Maximum operating altitude: 12,500 feet MSL.
e. A D.O.T. Approved or Mil-Spec crash helmet must be worn when operating aircraft.
f. Maximum crosswind velocity during landing 23 mph (20 kts).
g. Use Prist when operating below 40° F (4.4° C).
h. For SIN 802-0066 and subsequent, with optional fire gate pneumatic emergency dump system
installed; NO TAKEOFF with hopper load and less than 50 psi emergency dump system pressure.
i. Noise abatement: This airplane has not been shown to comply with the noise limits in FAR
Part 36 and must be operated in accordance with the noise operating limitation prescribed
under FAR § 91.815.
FAA APPROVED
ISSUED: APRIL 26, 2010 AT-802A AIRPLANE FLIGHT MANUAL PAGE 7A OF 34
AIR TRACTOR, INC.
Olney, Texas
2.4 PLACARDS AND MARKINGS:
The following information on placards pertaining to flight and operating limitations must be displayed: For
Australian or Canadian Aircraft use values in "[ ]".
(a) On Canopy Doors: RESTRICTED
(b) Attached to skin of aircraft:
(1) Next to fuel filler caps:
FUEL 127* U.S. GAL. [473 LITERS] JET A. FUEL TANKS ARE INTERCONNECTED.
• 189 [715] (when optional 189 gallon (715 Liter) tanks are installed) (Canada only)
• 189 [708] (when optional 189 gallon (708 Liter) tanks are installed) (Australia only)
• 153 [579] (when optional 153 gallon (579 Liter) tanks are installed)
(2) Next to Oil Filler Cap: OIL TANK 10.0 QT. [9.5 LITER] CAP.
(3) Next to pitot static buttons: STATIC AIR - KEEP CLEAN
(4) On side of engine air scoop: LEVELING POINT. Planes with nose-mounted ram air engine inlet
have placard above left hand gear leg that reads LEVELING POINT IS TOP OF GEAR LEG 5"
TAIL DOWN.
(5) On Baggage Door: 60 POUNDS [27.2 KG.] MAXIMUM BAGGAGE.
(6) Aft of fuel tank Placard: CAUTION BEFORE REFUELING AIRCRAFT CONNECT GROUNDING
CONNECTION TO LANDING GEAR TOW RING. FOR OPERATION BELOW 40"F [4.4"C]
ANTI-ICING ADDITIVE PER MIL-I-27686 OR PHILLIPS PFA-55MB MUST BE BLENDED INTO
THE AIRCRAFT FUEL IN CONCENTRATIONS NOT LESS THAN 0.06% OR MORE THAN
0.15% BY VOLUME.
(7) On inboard fuel tank side: WARNING: IF A PRESSURE FUELING SYSTEM IS
INSTALLED THE CHECK VALVE MUST BE REMOVED FROM THE VENT LINE
(8) On hopper lid: FOR AGRICULTURAL PURPOSES: MAX. HOPPER LOAD 8,800
(9) Below Hopper Rinse Fill: HOPPER RINSE TANK FILL
(10) Below Windshield Wash Fill: WINDSHIELD WASHER FILL
(11) On Canopy Doors: EMERGENCY EXIT OPEN
(12) In loader seat compartment (if installed): OCCUPANT MUST ATTACH SEATBEL T
AND SHOULDER HARNESS AND WEAR A D.O.T. APPROVED OR MIL-SPEC
(13) Above canopy door handles: OPEN
(14) On top of engine cowl when computerized firebomber gate and vent is installed:
HYD. FLUID 2.6 GAL. CAP. [9.8 LJ
(c) In full view of the pilot:
(1) THIS AIRPLANE MUST BE OPERATED IN RESTRICTED CATEGORY IN ACCOR-

DANCE WITH THE AIRPLANE FLIGHT MANUAL. NO ACROBATIC MANEUVERS,
INCLUDING SPINS. DESIGN MANEUVERING SPEED 162 MPH. [141 KNOTS] MAX
FLAP DOWNSPEED 142 MpH. [123 KNOTS] MAX CROSSWIND VELOCITY LANDING
23 MPH. [20 KNOTS] ALT. LOSS FROM STALL 280 FT.
(2) THE OPERATION OF THIS AIRPLANE IS LIMITED TO DAY AND NIGHT' VFR
CONDITIONS. FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED.
'Delete the words "AND NIGHT' unless aircraft is equipped with operable lighting
package. (See page 7)
(3) PUSH STICK FORWARD TO UNLOCK TAILWHEEL. (NOTE 2)
(4) PARK BRAKE OPERATION: ON: DEPRESS PEDALS AND PULL LEVER
OFF: DEPRESS PEDALS.
(5) DO NOT OPERATE ENGINE ABOVE 1500 FT-LBS TORQUE ON GROUND
RUN-UP.
FLIGHT IN VICINITY OF THUNDERSTORMS PROHIBITED. (NOTE 1)
FLIGHT IN VISIBLE MOISTURE BELOW 40"F [4.4"C] PROHIBITED.
FLIGHT BELOW O"F [-17.8"C] PROHIBITED.
USE PRIST WHEN OPERATING BELOW 40°F [4.4"C].
MAXIMUM OPERATIONAL ALTITUDE 12,500 FT. MSL.
ISSUED: OCTOBER 14, 2010 AT-B02A AIRPLANE FLIGHT MANUAL PAGE B of 34

AIR TRACTOR, INC.
Olney, Texas
2.4 PLACARDS AND MARKINGS (Continued):
(6) WARNING DO NOT MOVE POWER LEVER INTO REVERSE POSITION WITH EN-
GINE STOPPED OR CONTROLS WILL BE DAMAGED.
(7) DO NOT OPERATE PUMP ABOVE 160 MPH [139 KNOTS).
(8) WARNING: SULFUR DUSTING IS PROHIBITED UNLESS SPECIAL FIRE PREVEN-

TION MEASURES ARE INCORPORATED IN AIRCRAFT.*
*For Canadian Aircraft: SULFUR DUSTING REQUIRES MODIFICATIONS TO THE

AIRCRAFT DESCRIBED IN THE FLIGHT MANUAL.
(9) On engine Control Quadrant at respective HI and LO Idle positions: FLIGHT and RUN.
On Start Control Lever: S.
(10) On aft end of Engine Control Quadrant next to Power Lever: REV. At the stop detent:
IDLE. On power Control Lever: POWER.
(11) On Prop Control Lever: P and on aft end of travel: F
(12) On Canopy Doors: DO NOT OPEN DOORS IN FLIGHT

IF DOORS WILL NOT OPEN AFTER OVERTURN
KICK OUT WINDOW WITH KNEES OR FEET.
(13) Below Caution Lights on Upper Panel: LOW FUEL, FUEL FILTER, CHIP DETECT,
AIR FILTER, PROP IN BETA, RINSE PUMP, GENERATOR OUT
(14) Next to Airspeed Indicator: MANEUVERING SPEED 162 MPH [141 KNOTS] lAS
(15) Next to Compass Card: COMPASS CORRECTIONS WITH RADIOS OFF
(16) On UH cockpit Sidewall: NO SMOKING
(17) A D.O.T. APPROVED OR MIL-SPEC CRASH HELMET MUST BE WORN WHEN OP-
ERATING THIS AIRCRAFT.
(18) WARNING TURN OFF STROBE LIGHTS WHEN TAXIING IN VICINITY OF OTHER
AIRCRAFT OR DURING FLIGHT THROUGH CLOUD, FOG, OR HAZE, STANDARD
POSITION LIGHTS TO BE ON FOR ALL NIGHT OPERATIONS.
(19) On floornextto Emergency Engine Induction door lever (If Installed): TURN TO UNLOCK.
PULL UP FOR EMERGENCY ENGINE INDUCTION SYSTEM
(20) Below green light at top of upper instrument panel (If Installed): FIRE GATE "ARMED"
(21) Below yellow caution light at top of upper instrument panel (If Installed):
LOW HYDR PRESSURE
(22) On upper Instrument Panel on aircraft configured per drawing 11615: THIS AIRCRAFT
COMPLIES WITH THE REQUIREMENTS OF AIR TRACTOR DRAWING 11615
FAA APPROVED
ISSUED: JANUARY 23, 2008 AT-802A AIRPLANE FLIGHT MANUAL PAGE90F34
AIR TRACTOR, INC.
Olney, Texas
2.4 PLACARDS AND MARKINGS (Continued):
(23) On instrument panel: A STALL DURING SKIDDING TURNS WILL CAUSE THE NOSE TO
PITCH DOWN SHARPLY AND RESULT IN A SIGNIFICANT LOSS OF ALTITUDE.
MAINTAIN COORDINATED FLIGHT AT ALL TIMES
(24) On the emergency dump pressure gauge bracket forward of the power lever:
E-DUMP PRESSURE - MIN 50 PSI *
"Rre bombing models with pneumatic E-dump systems only.
(25) On instrument panel if loader seat is installed: LOADER SEAT MUST NOT BE OCCUPIED
DURING CHEMICAL APPLICATION OR WHEN PIN 54497 SWATH MASTER
SPREADER IS INSTALLED.
(26) On instrument panel: AVOID SKIDDING TURNS WHICH MAY RESULT IN FUEL
MIGRATION FROM ONE TANK TO THE OTHER. THE ENGINE MAY QUIT WHEN
EITHER TANK BECOMES EMPTY. MONITOR THE FUEL LEVEL IN EACH TANK
FREQUENTLY WHEN FUEL LEVEL IS LESS THAN 1/2 TANK.
(27) On boom pressure gauge: BOOM PRESSURE
(28) On the Tail wheel Lock Lever on aircraft having the manual tail wheel lock system:
TAIL WHEEL
(29) On the pilat's console on aircraft having the manual tail wheel lock system:
TAIL WHEEL UNLOCKED and TAIL WHEEL LOCKED and CAUTION: DO NOT
UNLOCK TAIL WHEEL IN FLIGHT
(30) For Canadian aircraft only: FLIGHT OVER POPULATED OR BUILT UP AREAS
SHALL BE AVOIDED. .
(31) For Canadian aircraft only: DEMONSTRATED SAFE SPEED RANGE FOR HOPPER
LOAD JETTISON - 120 - 130 MPH (lAS) or DEMONSTRATED SAFE SPEED RANGE
FOR HOPPER LOAD JETTISON 104 -113 KTS (lAS)
(32) On top of FCU override lever (if installed): CAUTION FCU OVERRIDE UNLOCK-
PUSH FOR POWER
Note 1: Thunderstorm placard may be deleted when FAA Approved Ughtning-Safe modificatons
have been incorporated per drawing 11615.
Note 2: This placard is not installed on aircraft having the manual tail wheel lock system.
CAUTION: DO NOT UNLOCK TAIL WHEEL IN FUGHT
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE9AOF34
AIR TRACTOR, INC.
Olney, Texas
SECTION 2 NORMAL PROCEDURES
CONTENTS PAGE NO_
Preflight, Walk-Around Inspection 11
Safety Precautions Before Starting 12
Ground Start Procedure 14
Dry Motoring Run 15
Taxi 15
Before Takeoff 16
Takeoff (Normal-Up to 12,500 Pounds (5670 KG) Gross Weight) 17
Takeoff (Full Hopper Load Or Above 12,500 Pounds (5670 KG) Gross Weight) 17
Fuel Management 17
Elevator Controls Friction Damper 17
Cruise 18
Glide and Approach (Before Landing) 18
After Landing 18
Engine Shut-Down Procedure 19
Night Operating Procedures 19
Propeller Overs peed Check Procedure 19

Agricultural Rying 20
Fire Retardant Delivery System (FRDS) 22

The Foam System 220
Fire Control Operations (Fire Bombing) 22P
Windshield WasherlWiper Operation 22Q
Hopper Quantity Indicating System 22Q
Low Fuel Warning Ught System 22Q
Ferry Fuel System 22Q

Fuel Flowmeter Operation 22R
Fuel Boost Pump Description 22T
FAA APPROVED
AIR TRACTOR, INC.
Olney, Texas
PREFLIGHT, WALK-AROUND INSPECTION:

Visual inspection of the exterior of your AT-802A should become an important routine procedure. A
suggested path would be to start at the baggage door location and walk clockwise around the aircraft.
The following items should be checked:
1. Cockpit Check - Control Lock - OFF.

2. See that the baggage door is closed and fastened.
3. Check booms and fittings for leaks. Check mounting brackets.
4. Lift up on trailing edge of flap to see that it is secure.
5. Move left-hand aileron briskly up and down to check for looseness.
6. Check aileron counterweight for security..
7. Inspect tip and leading edge for damage.
8. Inspect fuel vent tube.
9. Lift cover from pitot tube and inspect.
10. Visually check to see that UH fuel cap is secure.
11. Drain left wing fuel sump, drain header tank sump and valve sump.
12. Drain E-Dump sump on lower aft fire gate box fairing. *
13. Check spray plumbing and valve for leaks and loose connections.
14. Inspect left-hand gear leg.
15. Inspect left-hand wheel, brake condition, and tire inflation (62 PSI).
16. Open door in top cowl and check engine oil level. Should not be more than 2 quarts below "Full" mark.
17. For FRDS equipped models check hydraulic oil level. Should be 2 3/4 - 3 inches from the top of
the filler neck. Service FRDS Gen II system (sIn 802-0307 and subsequent, and any
airplane retrofitted with the FRDS Gen II) with Dextron III (ATF). Service Gen I Systems (up
to sIn 802-0307) with Conoco Super Hydraulic Oil 6 or equivalent. Ref. FRDS Owner's Manual
for more detail on servicing.
18. Remove tether from prop.
19. Rotate prop briskly and listen for any unusual rubbing noise.
20. Check cowling for any unfastened Camlocs.
21. Check air intake for foreign objects.
22. Remove exhaust covers.
23. Inspect right-hand gear leg.
24. Inspect right-hand wheel and brake and check tire inflation (62 psi).
25. Visually check to see that RlH fuel cap is secure.
26. Drain right-hand wing fuel sump.
27. Inspect right hand wing leading edge and tip for damage.
28. Inspect right-hand wing tank vent.
29. Inspect right-hand aileron same as left-hand.
* Fire bombing models with pneumatic E-dump system only.
FAA APPROVED
ISSUED: APRIL 15, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 11 OF34
AIR TRACTOR, INC.
Olney, Texas
PREFLIGHT, WALK-AROUND INSPECTION (Continued):
30. Check right-hand boom for leaks and security.

31. Check right-hand flap by lifting up on trailing edge.
32. Inspect fuselage skins for any unfastened Camlocs. Static port - clear of obstruction.
33. Inspect right-hand stabilizer and strut.
34. Test stabilizer for security by lifting up on leading edge.
35. Inspect R/H finlet for security.
36. Check forward end of tail spring for security.
37. Inspect right-hand elevator and move up and down to check security.
38. Check right-hand and left-hand elevator trim tabs for security and check linkage.
39. Inspect rudder on both sides and move from stop to stop to check security. Check for visable
signs of chafing of the rudder cables and cable attachments and proper servo tab movement.
40. Inspect tail spring attachment to fuselage.
41. Inspect tail wheel fork housing and attachments to spring.
42. Check for proper tail wheel tire inflation (60 PSI).
43. Check for broken centering sprintls.
44. Check tail wheel lock by lifting plunger by hand.
45. Check left-hand elevator by moving up and down to test security.
46. Inspect left-hand stabilizer and strut and check for security by lifting up on stabilizer leading
edge.
47. Inspect UH finlet for security.
48. Inspect for unfastened Camlocs on UH side of aircraft. Static port - clear of obstruction.
49. Be sure tie-down ropes have been untied and wheel chocks removed.
50. Note wind velocity. If a strong wind is blowing directly into exhaust pipes, lift up on tail wheel
lock pin and position aircraft with nose into the wind.
51. Check ground under propeller for loose rocks or material that could damage propeller blades
when starting.
52. Check behind aircraft to see that path is clear.
53: Hopper Lid - CLOSED. Windshield Wiper - SECURE.
54. If crew member is to be carried in optional loader seat, before entering the cockpit check to see
that crew member has attached seat belt and shoulder harness, adjusted them properly, and is
wearing a D.O.T. approved or Mil:Spec crash helmet.
SAFETY PRECAUTIONS BEFORE STARTING:
1. Test brakes and set parking brake: ON: (Depress Pedals and Pull Lever).
2. Position trim wheels in green arc.
3. Set altimeter.
4. Check rudder pedal position for a comfortable setting.
FAA APPROVED
ISSUED: APRIL 8, 2004 AT-802A AIRPLANE FLIGHT MANUAL PAGE 12 OF34
AIR TRACTOR, INC.
Olney, Texas
SAFETY PRECAUTIONS BEFORE STARTING (Continued):
5. Move all flight contmls through the normal operating range and check for unusual noises,
6. Turn ON master SWitch. Check fuel quantity in each tank on gauge,
7. Fuel valve Lever· ON.
8. Fuel Boost Pump Switch - ON (Until 5 psi min.fuel pressure is noted) - OFF.
9. Actuate flaps to full range of travel. With flaps in fully lowered position the flap markings should
align perfectly with wing trailing edge. II flap down travel has exceeded this mark do not fly the
aircraft as the flap actuator down micro-switch could be malfunctioning. During flap cycle listen
for any unusual rubbing noises,
10. Program fuel flowmeter per instructions on pages Q2R, 22S, and 22T.
11. Push to test Caution Ughts.
12. Check voltage on voltmeter. This must be at least 24 volts in order to start engine. Turn OFF
master switch and close doors.
13. Fasten seatbelt and Harness.
14. Check all circuit breakers -IN.
FAA APPROVED
AIR TRACTOR, INC
Olney, Texas
GROUND START PROCEDURE:
1. PARKING BRAKE - SET

2. FUEL VALVE LEVER - ON
3. POWER LEVER - IDLE STOP
4. PROP LEVER "P" - FULL AFT AT FEATHER STOP "F"
5. START CONTROL LEVER "S" - FULL AFT AT FUEL CUT-OFF "C"
6. BATTERY SWITCH (BATT) - ON (MUST BE 24 VOLTS MINIMUM)
7. IGNITOR SWITCH - OFF (NOTE THIS IS THE CENTER POSITION)
8. GENERATOR SWITCH (GEN) - OFF
9. PROP (OVERSPEED) SWITCH - OFF
10. CAUTION LIGHTS - PUSH TO TEST.
11. FUEL BOOST PUMP SWITCH - ON, WHEN FUEL PRESSURE NOTED - OFF
12. CLEAR PROP
13. (START) SWITCH - HOLD "ON" UNTIL ENGINE IS RUNNING AT LO IDLE SPEED (APPROX.
56-58% Ng), THEN RELEASE
14. IGNITOR SWITCH - MOVE UP TO "START" POSITION WHEN 12% Ng IS REACHED.
NOTE: IGNITION IS ONLY PROVIDED WHILE START SWITCH IS ON EXCEPT WHEN
SWITCH IS IN DOWN "CONTINUOUS" POSITION.
STARTER IS THERMAL LIMITED TO THREE ABORTED STARTS PER HOUR.
15. AFTER 12% Ng IS REACHED ALLOW 5 SECONDS FOR Ng TO STABILIZE ABOVE 18%.
16. START CONTROL LEVER "S" - MOVE FORWARD TO "RUN" POSITION.
17. OBSERVE THAT THE ENGINE ACCELERATES NORMALLY TO LO IDLE SPEED (56-58%
Ng) AND THAT THE MAXIMUM ALLOWABLE INTER-TURBINE TEMPERATURE (ITT)
STARTING LIMIT IS NOT EXCEEDED.
CAUTION' WHENEVER THE GAS GENERATOR FAILS TO LIGHT UP WITHIN 10 SEC-
ONDS AFTER MOVING THE STARTING CONTROL LEVER TO THE "RUN" POSI-
TION, SHUT OFF FUEL (PULL START LEVER FULL AFT TO "C" STOP) AND RE-
LEASE START SWITCH. ALLOW A 30 SECOND FUEL DRAINING PERIOD PLUS 5
MINUTES FOR STARTER COOL DOWN. CONDUCT A 15 SECOND DRY MOTOR-
ING RUN (SEE FOLLOWING SECTION) AND ALLOW 10 MINUTES FOR STARTER
COOL DOWN BEFORE ATTEMPTING ANOTHER START. IF FOR ANY REASON, A
STARTING ATTEMPT IS DISCONTINUED, ALLOW THE ENGINE TO COME TO A
COMPLETE STOP AND THEN ACCOMPLISH A DRY MOTORING RUN. REPEAT
THE COMPLETE SEQUENCE, OBSERVING THE STARTER LIMITS.
18. OIL PRESSURE AND TEMPERATURE - CHECK IN GREEN RANGE
19. PROP LEVER "P" - MOVE FULL FORWARD TO HIGH RPM POSITION
20. GENERATOR SWITCH - ON (GENERATOR OUT LIGHT - EXTINGUISHED)
NOTE: IF Ng SPEED DROPS BELOW 56% WITH GENERATOR ON ADVANCE START
LEVER "S" UNTIL 56% IS REACHED.
21. START LEVER - ADVANCE TO FLIGHT
22. IGNITOR SWITCH - LEAVE IN "START" POSITION (IGNITION IS ONLY PROVIDED WHEN
START SWITCH IS ON)
NOTE: "CONTINUOUS" POSITION FOR IGNITOR SWITCH IS USED ONLY WHEN FLYING
IN EXTREME TURBULENCE AND POSSIBILITY OF A TEMPORARY FUEL INTER-
RUPTION EXISTS.
FAA APPROVED
ISSUED: JULY 12, 1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 140F34
AIR TRACTOR, INC.
Olney, Texas
DRY MOTORING RUN:
THE FOLLOWING PROCEDURE IS USED TO CLEAR AN ENGINE AT ANY TIME WHEN IT IS

DEEMED NECESSARY TO REMOVE INTERNALLY TRAPPED FUEL AND VAPOR, OR IF
THERE IS EVIDENCE OF A FIRE WITHIN THE ENGINE. AIR PASSING THROUGH THE
ENGINE SERVES TO PURGE FUEL, VAPOR OR FIRE, FROM THE COMBUSTION SEC-
TION, GAS GENERATOR TURBINE, POWER TURBINE AND EXHAUST SYSTEM.
1. START CONTROL LEVER "S" - FULL AFT AT FUEL CUT-OFF "C"

2. IGNITOR SWITCH - OFF
3. BATTERY SWITCH (BATT) - ON
4. FUEL VALVE LEVER - ON
5. (START) SWITCH - ON
WARNING: SHOULD THE FIRE PERSIST AS INDICATED BY SUSTAINED INTER-TURBINE

TEMPERATURE (ITT), CLOSE THE FUEL VALVE TO THE "OFF" POSITION AT THIS POINT
AND CONTINUE MOTORING.
6. MAINTAIN STARTER OPERATION FOR THE DESIRED DURATION. (REFER TO LIMITA-

TIONS SECTION FOR DUTY CYCLES)
7. (START) SWITCH - OFF
8. FUEL VALVE LEVER - OFF (CLOSED)
9. BATTERY SWITCH (BATT) - OFF
10. ALLOW A FIVE MINUTE COOLING PERIOD FOR THE STARTER BEFORE ANY FURTHER
STARTING OPERATION IS ATTEMPTED.
TAXI:
1. Release parking brake OFF (Depress Pedals).

2. Avoid sudden movement of Power Lever.
3. Normal taxi must be accomplished with Start Control Lever "S" in the FLIGHT position to avoid
propeller RPM in yellow caution arc of prop tach. Use Beta range of power lever to slow taxi
speed.
4. Whenever possible leave the tail wheel locked during taxi as this will minimize the need for
brakes.
5. Small changes in direction can be made with the use of rudder and power. For sharp turns on
the ground unlock the tail wheel and use a little brake along with power. Brake forces are light
so do not ride brakes. Unlocking the tail wheel may be accomplished by moving the tail wheel
lock lever aft on aircraft having the manual tail wheel lock system. For aircraft that do not have
the manual tail wheel lock system, push the stick full forward to unlock the tail wheel.
FAA APPROVED
ISSUED: NOVEMBER 6 , 2001 AT-802A AIRPLANE FLIGHT MANUAL PAGE 15 OF34
AIR TRACTOR, INC.
Olney, Texas
BEFORE TAKEOFF:
1. Re-check free and correct movement of flight controls.

2. If Spray equipment is installed, fan brake control should be "ON".
3. Set rudder trim in green band and check elevator trim wheel for proper position. With empty
hopper trim wheel should be in green band. With a full hopper load the trim wheel should be
slightly aft of the green band.
4. Flaps should be retracted for take-ofts below 12,500 Ibs. (5670 kg.) and set 10° for take-offs
above 12,500 Ibs.(5670 kg.}.
5. Prop lever should be full forward.
6. Check canopy door and check latches, (both cockpits).
7. Re-check engine instruments and fuel quantity gauge.
8. Before proceeding with ground run-up, ensure that the propeller control system is purged by
feathering the propeller once or twice with the power lever in the Idle position.
9. For aircraft having the manual tail wheel lock system installed, move the tail wheel lock lever
forward to the locked position and taxi forward until tail wheel lock pin is felt to engage. For
aircraft that do not have the manual tail wheel lock system, taxi forward with the stick back until
tail wheel lock pin is felt to engage. Aircraft should be lined up with runway centerline.
10. Re-check Start Control Lever "S" - Position forward to FLIGHT.
11. Re-check parking brake lever - Full Forward (OFF).
12. Hold brakes and set power at 1500 Lb.-Ft. torque. (Stick full back).
13. Move Prop Lever "P" aft to check propeller RPM decrease. Return to flight position (Full
forward).
14. Turn Air Conditioning OFF.
(For fire bombing models with FRDS computerized firegate installed):
15. Check E-Dump Pressure to be minimum of 50 psi.
16. Set up the Gen II FRDS (sin 802-0307 and subsequent, and any airplane retrofitted with the
Gen II FRDS) for a possible emergency dump during takeoft (Reference the FRDS section of
this manual for further detail):
1. Hydraulic Power Switch - ON

2. Coverage Level - MAX
3. Gallons to Dump - PILOT
4. Armed Switch - OFF
Reference the FRDS section of this manual for "Before Takeoff" set up of the older, Gen I
systems (pre sin 802-0307).
17. Check position of aileron trim tab on UH Wing - NEUTRAL.
FAA APPROVED
ISSUED: MAY 26, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 16 OF 34
AIR TRACTOR, INC.
Olney, Texas
TAKEOFF: (NORMAL-UP TO 12,500 POUNDS (5670 KG.) GROSS WEIGHT)
1. With power still approximately 1500 Lb-Ft. torque, Check Np at 1700 RPM, release brakes and as
aircraft moves forward gradually advance power lever to provide a smooth and continuous accel-
eration of the engine to maximum take·off power.
2. As Power lever is advanced make sure temperature and torque limits are not exceeded.
3. Allow the tail to come up to the desired take-off attitude.
4. Best rate of Climb speed at 12,500 Ibs. (5670 kg.) take·off weight is 115 mph. (100 kts.) (lAS).
5. Adjust trim wheel for climb and check temperature and torque limits. If desired reduce propeller
RPM to approx. 1550 RPM for climb.
CAUTION: Reduction of prop RPM will increase Torque and can cause torque limit to be
exceeded when already operating at max. torque.
TAKEOFF (FULL HOPPER LOAD OR ABOVE 12,500 POUNDS (5670 KG.) GROSS WEIGHT)
Use the same procedure as for normal take-off except as follows:

1. Lower flaps to 100 position (First Mark).
2. Position elevator trim lever slightly nose down from normal flaps up take-off position.
3. After breaking ground do not retract the flaps until at least 120 mph (104 kts.)(IAS) is reached.
4. Best rate of climb speed at 16,000 Ibs. (7257 kg.) take-off weight is 130 mph (113 kts.) (lAS).
FUEL MANAGEMENT
Pay attention to the rudder trim in cruise. The ball in the slip indicator should be centered, otherwise fuel
will transfer from one tank to another. Fuel migrates in the same direction that the ball indicates in the
slip indicator. For instance, if the ball in the slip indicator is to the right of center that means the
fuel is transferring to the right tank.
It's important to keep the fuel equalized in each tank especially when the quantity gets down to one· half
and below. Fuel has a tendency to migrate to the right tank due to torque effects so if you want to
transfer fuel back to the left tank to equalize the tanks, then use the rudder trim so that the ball in the slip
indicator is to the left of the center position. Fuel should transfer from the right tank to the left tank.
Once you have the tanks equalized, then retrim the rudder such that the ball is centered. If you run
either tank completely dry the engine can flame out even if you have a substantial amount of
fuel in the other tank. This is because the header tank is out of fuel and the engine is starting to ingest
air. For more information, read Service Letters 178 and 178A.
ELEVATOR CONTROLS FRICTION DAMPER
A Friction device has been incorporated into the elevator control system to serve as a damper for planes
which may have an oscillation about the pitch axis if rough air is encountered above 140 mph and hands are
off of the control stick. This damper is described on page 1-4A of the OWNERS MANUAL. An AN3C bolt,
that has been necked down, attaches the damper to the fuselage frame. This bolt may be sheared with a
pilot force of 60 to 70 pounds on the control stick in the event that the damper seizes to the elevator control
system idler.
FAA APPROVED
ISSUED:MAY 26,2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 17 OF 34
AIR TRACTOR, INC.
Olney, Texas
CRUISE:
1. Reduce propeller RPM to approximately 1425 RPM. Use higher RPM with heavy loads (Such as
1700 RPM with full hopper).
2. Reduce torque to comfortable setting and check ITT limit does not exceed nominal (700°C).
Nominal is 725°C for PT6A-67AG, -67R, -67AF, and is 795°C for the PT6A-67F.
3. Check that the engine Control Quadrant friction knob is tight enough to prevent creep of Prop and
Start Control levers during Power Lever movements.
4. If severe turbulence is encountered, the ignitor switch should be placed in the "Continuous"
position to preclude a possible flame-out from a temporary fuel interruption.
GLIDE AND APPROACH (Before Landing):
1. Prop Lever "P" - Full forward (Reduce power a little first).

2. Start Lever "S" - Flight position (68 to 70% Ng).
3. Power Lever - Adjust to provide required rate of descent. Do not move power lever below the idle
stop position. Check Beta light - OUT.
4. Flaps - As desired.
5. For aircraft having the manual tail wheel lock system check lock lever position - TAIL WHEEL
LOCKED.
6. Turn Air conditioner OFF.
7. Final Approach - Recommend 103 mph (90 kts.) lAS for full flaps at 12,500 pounds (5670 kg.)
gross weight.
Recommend 120 mph (104 kts.) lAS for full flaps at 16,000 pounds (7257 kg.)
gross weight.
8. Maximum Demonstrated Crosswind Velocity during landing 23 MPH. (20 Kts.)
BALKED LANDING/GO-AROUND:
1. Power Lever - ADVANCE for takeoff power

2. Attitude - Pitch to approximate 7 degrees nose up
3. Wing Flaps - RETRACT to 20°.
4. Climb Speed - 100 mph (87 knots) until obstacles are cleared.
5. Wing Flaps - RETRACT after reaching safe altitude and 115 mph (100 KIAS) climb speed.
AFTER LANDING:
1. Power Control Lever - As desired during landing roll. If reverse thrusting is necessary, the thumb
latch on top of the power lever must be pushed forward and the power lever moved slowly aft until
the Beta Light is observed ON. Reverse thrust may be selected as necessary by continued aft
movement of the power lever (Keep control stick fully aft). Insure Torque and/or ITT limits are not
exceeded.
2. Start Control lever - Leave in FLIGHT position for taxiing to keep prop RPM in the green.
FAA APPROVED
ISSUED: SEPTEMBER 10, 2010 AT-802A AIRPLANE FLIGHT MANUAL PAGE 18 of 34
AIR TRACTOR, INC.
Olney, Texas
ENGINE SHUT-DOWN PROCEDURE:
1. Power Lever - Idle position.

2. Prop Control Lever "P" - Pull aft to Feather stop "F".
3. Allow the engine to stabilize for a minimum of one minute at minimum obtainable ITT. (Start
Control Lever "S" in RUN Position).
4. Start Control Lever "S" - Pull aft to fuel cut-off "C".
5. All switches - OFF
NOTE: During the shutdown ensure that the compressor decelerates freely. Keep record of
coast-down time (seconds).
WARNING: If there is any evidence of fire within the engine after shut-down, proceed imme-
diately as described under "DRY MOTORING RUN".
6. Tether prop to prevent wind milling with zero oil pressure.

7. When exhaust pipes are cool, install covers.
NIGHT OPERATING PROCEDURES:
1. Instrument and Nav lights - ON.

2. Strobe lights - ON.
3. Use dome light as required.
4. Set Rheostat for instrument lights and dome light as desired.
5. For taxi and landing extend wing landing light. Nose and landing lights - ON.
PROPELLER OVERSPEED CHECK PROCEDURE:
The overspeed governor check should be accomplished in flight at 25 hour intervals to assure that the
overspeed governor is operative.
The procedure is as follows:
1. Inflight cruise condition with approx. 1600 ft-Ibs torque.

2. Prop Control Lever "P" - Full forward for 1700 RPM.
3. Prop (Overspeed) Switch - ON.
4. Note drop in prop RPM (Np). Should drop to 1570 ± 60 RPM.
5. Small propeller surges will be noted but should damp out rapidly.
6. Prop (Overspeed) Switch - OFF.
7. Check prop RPM return to 1700.
FAA APPROVED
ISSUED: MAY31 , 2005 AT-802A AIRPLANE FLIGHT MANUAL PAGE 19 OF34
AIR TRACTOR, INC.
Olney, Texas
AGRICULTURAL FLYING:
Since agricultural flying is extremely varied, it is not practical to recommend operating procedures
which in many cases would not fit a particular operation. However, the procedures outlined in this
section are general and may be followed if they apply.
Survey of field:
1. Before entering the field to be treated, fly around the entire perimeter at least once to firmly
establish the location of wires, stand pipes, or other obstacles.
2. Determine direction field will be flown and check position of flagmen if used.
3. Check surrounding area on downwind side for possible drift damage.
4. Make note of houses or areas to avoid during turns.
Entering Field:
1. If practical, make first pass into the wind so that two passes will be made before the first
downwind turn is required. Avoid making first pass into the sun, however.
2. If obstructions border the field reduce speed slightly and make a high approach. When obstruc-
tion is near enough, nose down down smoothly to angle which will clear obstruction and apply
power to prevent high-speed stall on roundout. Avoid flying just above obstruction height and
abruptly pitching over.
Swath: (Spraying)
1. For a full load on a hot day set prop at 1600 RPM and at 2800 ft.llbs .. torque or less,
depending on how well the aircraft is performing.
2. Spray runs may be made at 140 to 150 mph (122 to 130 kts) (lAS) when the aircraft is
heavy, which will provide good penetration as well as adequate speed for pull-ups and
turns.
3. As load diminishes, reduce power and RPM as appropriate.
4. The operator should select a speed which feels comfortable and best fits his particular
operation. In gusty air always use 5 to 7 mph (4 to 6 kts) (lAS) more speed during turns
when loaded.
Pull-Ups:
1. Prior to pull-up apply additional power smoothly.
2. Abrupt pull-ups should be avoided since excessive speed is lost which reduces turn perfor-
mance.
3. When making pull-ups over wires avoid starting to bank too soon.
FAA APPROVED
ISSUED: JULY 3,1998 AT-802A AIRPLANE FLIGHT MANUAL PAGE 20 OF34
AIR TRACTOR, INC.
Olney, Texas
AGRICULTURAL FLYING (Continued)
Turns:
1. The previous training and experience will influence the operator flying the AT-802A. All
conventional types of turns may be performed in the AT .802A.
2. Flaps may be used as a turning aid providing small deflections are used (5 to 8 degrees). The
usual method of using flaps is to make the pull-up and initial bank with flaps retracted. As the
aircraft is being banked to turn back into the field touch the flap switch briefly and let off a little back
pressure on the stick, as the flaps cause a slight pitch up tendency. Continue the turn, and as you
line up for your pass, retract the flaps.
3. Make coordinated turns. Use the slip indicator as a means of determining whether or not you are
carrying bottom rudder. The AT-802A has excellent stall characteristics and if the aircraft is
inadvertently placed in an impending stall situation, it is only necessary to relax some back
pressure on the stick to make recovery, and little altitude is lost, providing the turn is coordinated.
A stall from a skidding turn will result in the nose dropping sharply with a significant loss of altitude.
4. In addition to being hazardous, a skidding turn can transfer fuel from one tank to another, which
will result in flameout if one tank runs dry. Monitor the fuel level in each tank when the fuel level
reaches 1/2 tank. Fuel transfer can occur when flying a racetrack pattern if the turns are not
coordinated.
5. Keep in mind that the 802 is a heavy airplane and you should keep sufficient speed
in the turns. Page 30 lists the stall speeds for varying bank angles. At 16,000 pounds
the stall speed at a 30° bank angle is 114 mph, so you should have at least 130 mph
lAS in the turns to make sure the airplane is flown well above the stall speed.
FAA APPROVED
ISSUED: MARCH 14,2002 AT·802A AIRPLANE FLIGHT MANUAL PAGE 21 OF 34
AIR TRACTOR, INC.
Olney, Texas
FIRE RETARDANT DELIVERY SYSTEM
GENERAL
The Fire Retardant Delivery System or FRDS enhances the capability of the aircraft to fight grass
fires and forest fires by providing computer control over the release of fire retardant agent from
the hopper. The FRDS allows the pilot to select the most effective concentration or coverage of
agent over the ground, which varies with the type and size of fire. It also lets the pilot select the
volume of agent released during a dump. This enables "split load" operations.
There are now two versions of the FRDS being installed in AT-S02/S02A aircraft, the original
FRDS or "GEN I" system and a newer, updated FRDS, or "GEN II" system. This Section gives a
description and lists the operating procedures for each system.
GEN I FIRE RETARDANT DELIVERY SYSTEM

The primary components of the GEN I system are the controller unit, FIRE switch, and
hydraulic system. Two operating modes are available - Automatic or Manual. The automatic
mode is the normal operating mode for the FRDS. The manual mode is provided as a
backup. The controller unit is installed in the cockpit and houses the primary control panel,
system computer, displays, annunciators, and switches.
The FRDS controller unit is powered when the aircraft battery switch is ON. The primary
control panel (shown above) is the front of the controller unit. It has five LED displays and
three rotary knobs that are used for programming the FRDS for a mission. A fourth rotary
knob labeled BRIGHTNESS sets the intensity of the LED displays and annunciator lights. A
column of small annunciator lights indicate FRDS hydraulic system pressure. The POWER
switch selects automatic (AUTO) or manual (MAN) mode of operation and the ARMED switch
readies the system for operation. Two press-to-test annunciator lights indicate when the
system is ARMED for operation and warn when hydraulic pressure is below the normal
operating range.
FAA APPROVED
FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 220F 34
AIR TRACTOR, INC.
Olney, Texas

The POWER switch is a three position switch that connects electrical power to the FRDS
hydraulic pump when placed in either the AUTO or MAN position. In the AUTO position the
FRDS will function in the automatic mode, which is how it is normally operated, and control
the release of hopper agent as programmed. In the MAN position the FRDS will function in
the manual mode, which has been provided so the pilot can control the operation of the
gatebox doors should a malfunction cause the AUTO mode to not operate properly.
COVERAGE LEVEL is the concentration of agent the FRDS will release over a specific area.
Units displayed are gallons per 100 square feet on the ground. The FRDS will control the
gatebox doors to maintain constant flow out of the hopper to achieve the set coverage level.
When the hopper contents drops below 100 gallons, however, the FRDS will continue
constant flow delivery until hopper is empty. Selecting the SALVO position results in the
gatebox doors being opened fully until the selected GALLONS TO DUMP have been
released.
GALLONS TO DUMP is the volume of agent the FRDS will release from the hopper. If set to
PILOT position, the pilot controls the closing of the gatebox doors by releasing the FIRE
switch. If a split load is carried, enter the volume to be dumped over the first dump site. After
this volume of retardant has been released, the FRDS automatically closes the gatebox
doors to hold the remaining contents. The GALLONS TO DUMP should be reset to the
desired value before flying over the next dump site.
GROUND SPEED should be set to the aircraft's anticipated ground speed over the dump site
to ensure the computed GROUND LINE distance is accurate. The selected ground speed
should consider the effect of wind.
GROUND LINE distance is computed by the FRDS. It is the distance along the ground
where retardant will be dumped. Coverage level, gallons to dump, and ground speed are
considered by the FRDS when computing GROUND LINE distance.
The HOPPER display shows the quantity of agent in the hopper and the FOAM display
shows the quantity of agent in the foam tank.
Hydraulic pressure is displayed graphically by the vertical row of small annunciator lights.
When the POWER switch is moved to AUTO or MAN position the hydraulic pump will operate
automatically to maintain approximately 3,000 psi. As shown, there is a normal range of
operating pressure needed to actuate the gatebox doors. Pressure should be between 2,800
and 3,000 psi for accurate delivery. When pressure is below 2600 psi the amber LOW
PRESSURE annunciator will illuminate warning the pilot that door closing will be slower than
normal and volume released will not be accurate. Operation of the FRDS is not
recommended when pressure is 2,200 psi or less.
The ARMED switch (on primary control panel) readies the system for operations in the AUTO
mode. It is a safeguard to keep the system from operating until the pilot is ready to dump the
hopper contents. When ready to dump place the switch in the ARMED position. The green
annunciator should illuminate indicating the system is ready for operation.
• MANUAL CONTROL •
~~g~
Beginning with aircraft serial number 802-0066 a MANUAL CONTROL panel (shown above)
is installed below the primary control panel. It adds features to supplement manual control of
FAA APPROVED
FEBRUARY 19,2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22A OF 34
AIR TRACTOR, INC.
Olney, Texas

the gatebox doors. The features on this panel are only functional when the POWER switch
(on primary control panel) is placed in the MAN position and the MANUAL POWER ON
annunciator is illuminated.
WARNING
BEFORE SELECTING MAN ON THE POWER SWITCH (PRIMARY CONTROL PANEL)
VERIFY THE ARM SWITCH ON MANUAL CONTROL PANEL IS OFF (DOWN) TO
REDUCE THE POSSIBILITY OF INADVERTENTLY OPENING HOPPER DOORS AND
DUMPING HOPPER CONTENTS OR CLOSING HOPPER DOORS AND CAUSING INJURY
TO PERSONNEL.
CAUTION
Pressing SALVO button over-rides all other switch settings and opens hopper gatebox doors.
The MANUAL ARMED switch is a 2 position locking toggle switch that arms the manual
system. This switch is only active when the POWER switch (on primary control panel) is set
to MAN and the green POWER ON annunciator is illuminated. No hydraulic pressure is
applied to the gatebox door control valves unless this switch is set to ARMED. The green
ARMED annunciator will illuminate when the manual system is ready for operation.
The CLOSE GATE / RUN PUMP switch is used to reactivate the hydraulic pump by resetting
any error code detected by the manual control computer. Momentarily moving the switch
down is sufficient to reset error codes. If an error code has been cleared the pump will run
until the accumulator is recharged and hydraulic pressure reaches 3,000 psi or until another
pump error code occurs. The pilot can over-ride pump motor protection/error codes by
holding the switch in the RUN PUMP position, however, do not operate the pump
continuously for more than one minute because it will overheat. Pump motor duty cycle is
limited to 1-minute on and 8-minutes off for cool down.
Moving CLOSE GATE / RUN PUMP switch to CLOSE GATE position activates a directional
valve that causes actuators to close the gatebox doors. The pilot can use this switch to
manually close the gatebox doors.
The amber PUMP FAIL annunciator will illuminate after the FRDS computer detects a
problem with the operation of the hydraulic pump and creates an error code. This will shut off
the pump motor. When the error occurs in the AUTO mode the annunciator will illuminate
steadily. When the error occurs in the MAN mode the annunciator will flash.
The amber GATE OPEN annunciator illuminates when the gatebox doors are not closed
shut. Utilize it to indicate the doors are closed (light out) when using the CLOSE GATE
switch to manually close the doors.
The yellow SALVO button is both an annunciator and a latching push-button switch. It is
used as a backup to the MAN system to open the hopper gatebox doors. Pressing it powers
the hydraulic pump and opens the gatebox doors, regardless of other settings. After being
pressed the internal lamp will flash and the hydraulic pump will run for up to 45 seconds, and
shut off. Neither the AUTO nor MAN system will operate normally when the SALVO button is
depressed. The SALVO button should be in extended position (out) for normal operations.
FAA APPROVED
FEBRUARY 19,2009 AT -S02A AIRPLANE FLIGHT MANUAL PAGE 22B OF 34
AIR TRACTOR, INC.
Olney, Texas

A FIRE switch that opens the gatebox doors when pressed is conveniently located in the gnp
on the flight control stick (see photo below). Releasing the FIRE switch closes the doors only
when PILOT has been set on the GALLONS TO DUMP selector or when operating FRDS in
MAN mode. At all other GALLONS TO DUMP settings the FRDS computer controls the
closing of the doors, which occurs once the selected quantity has been released. Note, the
FRDS must be armed for the FIRE switch to operate.
The hydraulic system consists primarily of an electnc pump, pressure accumulator, pressure
and position sensors, valves, and actuators. It provides the mechanical power necessary to
open and close the hopper gatebox doors. Electncal power is available to the hydraulic
pump when the main electncal bus is powered and the POWER switch on the primary control
panel is positioned to AUTO or MAN. A 120 amp circuit breaker located in the lower right
side of the fuselage connects the pump to the main electrical power distribution bus.
When power is first turned on the pump will run to build up system pressure and then shut off
once the pressure reaches approximately 3,000 psi. The pressure accumulator stores
hydraulic pressure to pressurize the system and reduce pump cycling. It also serves to
dampen pressure transients during system operation.
Electrically controlled hydraulic valves allow the FRDS computer to control the door actuators
and move the gatebox doors as required. Pressure and position sensors provide the FRDS
computer with the monitonng and feedback it needs to control the hydraulic system and
gatebox door position.
An independent pneumatic system or E-DUMP system is provided to open gatebox doors in
the unlikely event that FRDS hydraulic system is inoperative or gatebox doors do not open as
commanded. It consists of an operating lever, valve, pressure gauge, and pneumatic charge
cylinder. The lever and pressure gauge are located in the power quadrant. The lever has a
yellow button labeled E-DUMP. The system can open the gatebox doors just once on a
single charge. A pressure gauge with a marked normal (green) pressure range is located on
the power quadrant.
FAA APPROVED
FEBRUARY 19,2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 22C OF 34
AIR TRACTOR, INC.
Olney, Texas

SYSTEM SUMMARY
PRIMARY CONTROL PANEL
Gallons To Dump:
Selectable amount of fluid
to be dispensed. Ground Line:
Pilot = Pilot controls how Distance covered on
long doors are open at a
Ground Speed:
Selectable aircraft ground
Hydraulic Pressure:
2200 PSI:
Open doors fast & close
doors slowty
2600 PSI:
Open doors fast & close Power (hydraulic):
AUTO- Power on to pump: AUTO system
doors fast
3000 PSI: enabled.
Ideal pressure, accurate MAN- Power on to pump; MANUAL system
enabled.
OFF- All P.'Ne'· ••". hydraulics. Pump
MANUAL CONTROL PANEL
Pump Fail:
Press Run Pump switch
to reset pUlmp ."0'"
Manual Salvo Close Gate/Run

Button: "ump: No pressure to
Salvo button acts to Closes gate In manual hydraulic oc•.uo.orl
~od&
open doors using Runs pump in manual possible until
manual control sys- mode and resets aU
tem anytime it is pump enors fo!" manual
pressed. regardless of PLe
settings.
Flashlin. Indicates the
.,
FAA APPROVED
FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 22D OF 34
AIR TRACTOR, INC.
Olney, Texas

OPERATING PROCEDURES
BEFORE STARTING ENGINE

1. POWER SWiTCH ................................................................................... OFF
2. SALVO BUDON ........................................................................ EXTENDED
3. ARMED SWITCH ................................................................................... OFF
4. POWER SWiTCH .................................................................................AUTO
5. BRIGHTNESS ........................................................................ CHECK & SET
6. LOW PRESSURE ANNUNCiATOR ...................................................... TEST
7. ARMED ANNUNCiATOR ..................................................................... TEST
8. HYDRAULIC PRESSURE ................................................. VERIFY NORMAL
If a MANUAL CONTROL panel is installed:
a. POWER ON ANNUNCIATOR .................................................. TEST
b. ARMED SWiTCH ....................................................................... OFF
c. ARMED ANUNCIATOR ........................................................... TEST
d. CLOSE GATE/RUN PUMP SWiTCH .............................. CENTERED
e. PUMP FAIL ANNUNCIATOR ................................................... TEST
f. GATE OPEN ANNUNCIATOR ................................................. TEST
9. POWER SWiTCH ................. :................................................................. OFF
10. E-DUMP PNEUMATIC PRESSURE .................................. VERIFY NORMAL
11. HOPPER ....................................................................... LOAD WITH AGENT
BEFORE TAKEOFF
These settings prepare the FRDS to allow EMERGENCY DUMP of hopper.
1. POWER SWiTCH ................................................................................. AUTO
2. COVERAGE LEVEL .....................................................SALVO I MAX LEVEL
3. GALLONS TO DUMP ............: ............................................................. PILOT
4. ARMED SWITCH ................................................................................... OFF
EMERGENCY DUMP
Aircraft serial number 0001 thru 0065.
1. E-DUMP LEVER ............................................ PRESS BUDON MOVE FWD
EMERGENCY DUMP
Aircraft serial number 0066 and subsequent with MANUAL CONTROL panel.
1. SALVO BUDON ................................................................ PUSH TO LATCH
If gatebox doors do not open I hopper contents do not dump:
2. E-DUMP LEVER ............................................ PRESS BUDON MOVE FWD
FAA APPROVED
FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22E OF 34
AIR TRACTOR, INC.
Olney, Texas

WARNING
DO NOT FLY UPSLOPE TO DUMP ON A FIRE.
MAINTAIN SUFFICIENT ALTITUDE TO CLIMB AWAY IF DUMP IS ABORTED.
APPROACHING DUMP SITE

1. POWER SWiTCH ................................................................................. AUTO
3. ARMED SWITCH ..................................................................................... UP
4. ARMED ANNUNCIATOR (GREEN) ........................................ ILLUMINATED
5. COVERAGE LEVEL ...................................................................... AS REQ'D
6. GALLONS TO DUMP .................................................................... AS REQ'D
7. GROUND SPEED ......................................................................... AS REQ'D
8. FLAPS ............................................................................ SET 10 DEGRESS
9. AIRSPEED ..................................................................... 125 - 130 MPH lAS
10. OVER DUMP SiTE ..................................................... PRESS FIRE SWITCH
11. AIRCRAFT ATTITUDE ................... MAINTAIN LEVEL FLIGHT & ALTITUDE
If delivering split load:
a. ARMED SWiTCH ....................................................................... OFF
b. GALLON TO DUMP ................................... SELECT FOR 2ND DUMP
c. GROUND SPEED ............................................................. AS REQ'D
d. ARMED SWiTCH ......................................................................... UP
e. HYDRAULIC PRESSURE ..................................... VERIFY NORMAL
f. OVER 2ND DUMP SITE .................................. PRESS FIRE SWITCH
g. AIRCRAFT ATTITUDE ....... MAINTAIN LEVEL FLIGHT & ALTITUDE
12. ARMED SWITCH ................................................................................... OFF
13. POWER SWITCH ......................................................................... AS REQ'D
AUTO MODE INOP - MAN MODE DUMP

1. POWER SWITCH (PRIMARY CONTROL PANEL) ................................. MAN
2. MANUAL POWER ON ANNUNCIATOR ................................. ILLUMINATED
4. MANUAL ARM SWiTCH ........................................................................... UP
5. MANUAL ARMED ANNUNCIATOR ........................................ ILLUMINATED
7. AIRSPEED ..................................................................... 125 - 130 MPH lAS
8. OVER DUMP SiTE ....................................... PRESS & HOLD FIRE SWITCH
10. HOPPER CONTENTS DUMPED ............................ RELEASE FIRE SWITCH
11. GATE BOX DOORS ............................................................VERIFY CLOSED
12. MANUAL ARM SWiTCH ......................................................................... OFF
13. POWER SWITCH (PRIMARY CONTROL PANEL) ................................. OFF
FAA APPROVED
FEBRUARY 19, 2009 AT -S02A AIRPLANE FLIGHT MANUAL PAGE 22F OF 34
AIR TRACTOR, INC.
Olney, Texas

GATEBOX DOORS DO NOT OPEN & SALVO FLASHING

Use this procedure to clear SAL va system error:
2. ARMED SWITCH (PRIMARY CONTROL PANEL) .................................. OFF
3. CLEAR ERROR ........................................... PRESS SALVO (to latch button)
4. RESET SySTEM ....................................... PRESS SALVO (to extend button)
5. CONDUCT PROCEDURE AUTO MODE INOP - MAN MODE DUMP
GATEBOX DOORS DO NOT OPEN

Use this procedure when auto and man modes fail to dump hopper:
1. OVER DUMP SITE ....................................... PRESS SALVO (to latch button)
3. HOPPER DUMP COMPLETED ................. PRESS SALVO (to extend button)
4. CONDUCT PROCEDURE CLOSE GATEBOX DOORS MANUALLY
CLOSE GATEBOX DOORS MANUALLY

Use this procedure to close doors when auto and manual systems are inop and
amber GATE OPEN annunciator is illuminated:
1. POWER SWITCH (PRIMARY CONTROL PANEL) ................................. MAN
2. CLOSE GATE/RUN PUMP SWITCH ......................... SELECT CLOSE GATE
3. GATE OPEN ANNUNCIATOR ........................... NO LONGER ILLUMINATED
4. CLOSE GATE/RUN PUMP SWITCH ........................................ SELECT OFF
FAA APPROVED
FEBRUARY 19, 2009 AT -S02A AIRPLANE FLIGHT MANUAL PAGE 22G OF 34
AIR TRACTOR, INC.
Olney, Texas
GEN II FIRE RETARDANT DELIVERY SYSTEM

A second generation FRDS or GEN II system is now available and is being' installed in AT-
802l802A aircraft. The GEN II system is an advancement of the GEN I FRDS and provides
improved delivery accuracy, increased component reliability, and hydraulic system
refinements.
The GEN II controller unit is powered when the aircraft battery switch is ON. The primary
control panel (shown above) is the front of the controller unit. It has a single blue-green,
three-row display and a single rotary "data" knob that is used for programming the FRDS for
a mission. The display shows COVERAGE LEVEL and GALLONS TO DUMP settings,
quantity of agent in hopper and foam tank, ground line length, and FRDS hydraulic system
pressure. The data knob is used to enter values for COVERAGE LEVEL and GALLONS TO
DUMP in the AUTO mode; and door angle and door open time in the TIMER mode. It has no
function in the MAN mode. The brightness of the display is adjusted by pushing-in the data
knob for 5-seconds to bring up the brightness menu. Annunciators that are not illuminated
can be tested with the LAMP TEST/RUN PUMP switch; moving the switch upward illuminates
all annunciators.
The GEN II system has three modes of operation - AUTO, TIMER. or MAN mode. The
AUTO mode allows the pilot to select COVERAGE LEVEL and GALLONS TO DUMP, and
the computer manages the dump after the pilot initiates it by pressing the FIRE switch. The
TIMER mode is intended for use when a minor sensor malfunction renders the AUTO mode
inoperative. In TIMER mode the pilot manually selects the gatebox door open angle and
door open time, thereby allowing pseudo control of coverage level and gallons to dump. The
dump is initiated with the FIRE switch, same as AUTO mode operations. In the MAN mode
the pilot directly controls the opening and closing of the gatebox doors by pressing and
releasing the FIRE switch, respectively. However, it is recommended that MAN mode be
utilized only when AUTO or TIMER modes are inoperative (as a last resort) because there is
no system redundancy when operating in MAN mode.
The FRDS is armed for operation with a single ARMED switch. Small annunciators above
the switch illuminate to indicate when the respective mode is error free and ready to operate.
During normal operation, both MAN and AUTO annunciators are illuminated. Only the MAN
annunciator is illuminated when operating in the MAN mode. If the AUTO annunciator is
flashing, the computer has detected errors in the AUTO system and is indicating the AUTO
mode may not function properly, however, backup (manual) system will automatically open
gatebox doors.
FAA APPROVED
FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 22H OF 34
AIR TRACTOR, INC.
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GEN" FIRE RETARDANT DELIVERY SYSTEM

A column of small annunciator lights indicate FRDS status. Below is a list of the annunciators
from top to bottom and the status indicated when illuminated:
• GATE CLOSED (2 lights) - Gatebox doors are closed and latched when illuminated.
• PUMP ON - Hydraulic pump motor is operating.
• LOW PRES - Hydraulic pressure is less than 2,600 psi
• PUMP FAIL - Error code created, pump is disabled in AUTO or TIMER mode.
• AUTO SALVO - AUTO system Salvo has been triggered.
• MAN SALVO - MAN system Salvo has been triggered.
CAUTION
If only one GATE CLOSED annunciator is illuminated system redundancy is reduced.
The problem should be corrected before flight.
The HYD POWER switch connects electrical power to the hydraulic pump. When the pump
is initially powered, it will operate until hydraulic pressure reaches approximately 3,000 psi
(normal range is 2,600 to 3,000 psi), and shut off. If the pump is disabled by an operating
error occurring in either AUTO or TIMER mode the PUMP FAIL annunciator will illuminate.
The error code can be cleared to resume operation in the AUTO or TIMER modes by
momentarily moving respective toggle switch to RUN PUMP position. Error codes are not
created when operating in MAN mode so protection of the motor is not provided. However,
this does allow the motor to operate uninterrupted when it is necessary to dump hopper
contents. Therefore, MAN mode operations require the pilot to observe pump operation to
ensure the duty cycle of the pump motor, which is 1 minute on and 8 minutes off, is not
exceeded.
A FIRE switch that opens the gatebox doors when pressed is conveniently located in the grip
on the flight control stick (see photo below). Releasing the FIRE switch closes the doors only
when PILOT has been set in the GALLONS TO DUMP settings or when operating FRDS in
MAN mode. At all other AUTO and TIMER settings the FRDS computer controls the closing
of the doors. Note the FRDS must be armed for the FIRE switch to operate.
An independent pneumatic system or E-DUMP system is provided to open gatebox doors in

the unlikely event that FRDS hydraulic system is inoperative or gatebox doors do not open as
commanded. It consists of an operating lever, valve, pressure gauge, and pneumatic charge
cylinder. The lever and pressure gauge are located in the power quadrant. The lever has a
FAA APPROVED
FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 22J OF 34
AIR TRACTOR, INC.
Olney, Texas

red button labeled E-DUMP. The system can open the gatebox doors just once on a single
charge. A pressure gauge with a marked normal (green) pressure range is located on the
power quadrant.
SYSTEM SUMMARY
AUTO MODE
DataWheM: C~L....,: ,GallOns ,to Dump:
hah to:HIect· Turft to adJ_ s.we.:.bk afllDUlit ot ttOw rat. "' ~bIe amIMmt 01' tIukI to be dbpenn4
(pt/t'll '& fIbkf tor , ~ frt»n g.;ItoMNOO fit on dt. grOllitd PlLot-'PIlot controls IIQW k;ng doort.~
fMriu to «Q1Iit brigtltnHal opel'l at alf'ttrt -Plrlge 1eY,1
_...
Hyd,.ultc P""sun:
.22OOP8:1:
.open '!fOOri. fast
~dOon:fnt&'"
~fnt
.-doM dOoft **"
-.
Ground Line:
OlatHe. eoverH on gfOUnd by
.Plt-
tdNI-~.~Oa~dtH¥trr.
tM.,....
-,
Armed:
"'Arms to auow tIJd1aufiC Gpo
..-.don ",-an mocIft
_......
"lHNtIM' ttydraulk COftlroi of u.. tate-
bolfclocn Ve$INo ~ lItftU: Lamp t ..tlRun-pump: ClOse GattlOpeft GIM:
......
AUTO: ~ ... &WimarY.,mtn fa
MIs the IROde of ~
dOn; AUTO it a1tOwrl ....
... SeIK& V.. for tMtICt .T"~_.~
ftlc«Uort tMlSMs
.. CkIMs oatebo- doofs
-. -
"AccfllMot ofItIoNI ..R¥ftI;pump.nd ..... .. Ope... pttboIC doors
MAN: kIdICatft .... lNidIup ,Ieetfo.
~"""Iil*",,"
menu. from - ' " auto
80th Hgbt. Oa in AUf() tndk.Itn r.dun·
.a..n or MIectS No for
FAA APPROVED
FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22K OF 34
AIR TRACTOR, INC.
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TIMER MODE
,----------, ,-----~
Data Wheel: Controls Doo, Angle: Hopper: Controls Door Open nrM:
Pusb 10 select· Turn to ;ldjull Amount of Itmt doD ... will move Fluid lef' in I.nk How long dool'l _ I n optn (lec:onctIl
(~h & hoM for 5 ..eond. (rom toward tile optn pot,lUon (secondst If PILOT II selected. the door. elon when
"",AU 10 adJIIIII bright". ._) the dump button" Ntnted
Hydrautlc Pressure:
2200 PSI:
Open doors f ..1 & c:lose door. .lowIy
26Q0Pst:
~ doers 1nl & dOH
dooraf'lt
3000 PSI:
tdNI pfft,lure. "ccurale 9i1l1onage delivery.
ImHcators:
Gat.CIoHcl: gatebox doof1. a,.. clo'sotd
Pump On: pump motor "mnlng
Low Pm: hydrau»c lIreuure IHI It.. n 2600
PSI
Pump faU: pump not operating properly;
pump Is dIU".. In AUTO or TIMER mode
Auto s.tvo: AUTO .,.t.m
"1'10 ltig~re-d
Man htva: MAN s}'Stem ulvo tlig90 ....d
AnMd:
.,..tem
,---
.Arms the to allow hydraulk: op-
...atJon In _II mo<IH
.,0iU~ hydraulic C-OIllrot of ttl, g'le-
lIode: YaslNo • Menu: Lamp TestJRun Pump:

AUTO: Ind,"'n thl! prinUIifY s,.tem 1$
-.... Ute ~ of opfi'8'
Uon; TRIER ... shown ...,
"Selects Y" for menu a Tillite 'Imps" commu·
nk:.llon busses
,. Access" oplfO"" ,. Runs pump .nd rHeh
MAN: Ind~ the backup ele1:tro- kom _In auto
menltS pump errors
mocttanlc.l.yS,", i$ afftlflf screen 0, lelects No tor
Both ~hts on In AUTO Indica," fl!dun- menu Item
MAN MODE
a.taWheel:
No func:tloll In MAN mode
Hydraulic Pressure:
2200 PSI;
0 , " doors 'nt & close doors slowly
2SOOP$:
Open dooR tnt & cion
!loon; ' . .t
3000 PSI:
Ideal ",...Uftt, accurate gallonage delivery.
FCNlm:
fo.m'-fttnll"
Indicators:
Gate CIoMd: gateboa d _ .r. closed
P..-, On: pump motor fUnning
low P....: hydr.ulic pm.ure tnl than 2600
PSI
Pvntp FaN: pump nOI optIfaling property:
pump it; diUtM In AUTO or TIM!.R mode
AIItO SatYo: AUTO syst.m salvo trigpred
Man salvo: MAN system salvo triggered Hydraulic Power.
Applin poWM to pvnsp; .,.hIm
buacIti "'' WIle
.,......a...
Armed:
--
"AtmI ONLY the MAN Iystem wtllltin
MAN mode to al$ow hydraulic operatic,"
yDIN.,... hydraulic control of the $I""
lIode: Limp TestiRun Pump: Close GllteIOpen Ga":
to set. (be mode of oper•• II No Function ... CkIHIgatebox 11001$
AUTO: incUcat. . the primaty ,,'111m II tkItt; MAN .. shoWn Ind
,nMd.w\R be OFF In MAN mod. only the backup .. Runs pump ,nd resets
MAN: indicates the backup electro· E~hanlcll pump eflors. MAN
mecMntc.1 syst"" II atmtd syu.. .. aeth<e Iyllem does not Ilop
ONlY MAN light indica". limited redun. pump when errors.re
do..., detected
FAA APPROVED
FEBRUARY 19,2009 AT -S02A AIRPLANE FLIGHT MANUAL PAGE 22L OF 34
AIR TRACTOR, INC.
Olney, Texas

BEFORE STARTING ENGINE

1. HYD POWER SWITCH .......................................................................... OFF
2. SALVO BUTTON ........................................................................ EXTENDED
3. ARMED SWITCH ................................................................................... OFF
4. DISPLAY BRIGHTNESS ........................................................ CHECK & SET
5. ANNUNCiATORS ....................................................................... LAMP TEST
6. MODE SWITCH ...................................................................................AUTO
7. HYD POWER SWITCH ............................................................................ ON
9. ARMED SWITCH ........................................................................ ARMED/UP
10. ARMED ANNUNCIATORS ................................................................ CHECK
11. GATE CLOSED ANNUNCIATORS ......................................... ILLUMINATED
12. AUTO SALVO ANNUNCiATOR ...................................... NOT ILLUMINATED
13. MAN SALVO ANNUNCiATOR ........................................ NOT ILLUMINATED
15. E-DUMP PNEUMATIC PRESSURE .................................. VERIFY NORMAL
16. HOPPER & FOAM TANK .............................................. LOAD WITH AGENT
WARNING
WHEN THE AIRCRAFT IS OPERATED WITH AGENT OF ANY KIND IN THE
HOPPER THE E-DUMP PRESSURE MUST BE IN THE NORMAL RANGE.
BEFORE TAKEOFF
These settings prepare the FRDS to allow EMERGENCY DUMP of hopper.
2. COVERAGE LEVEL ............................................................................... MAX
3. GALLONS TO DUMP .......................................................................... PILOT
4. ARMED SWITCH ................................................................................... OFF
EMERGENCY DUMP
1. SALVO BUTTON ................................................................ PUSH TO LATCH
If gatebox doors do not open I hopper contents do not dump:
2. E-DUMP LEVER. ............................................ PRESS BUTTON MOVE FWD
FAA APPROVED
FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 22M OF 34
AIR TRACTOR, INC.
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WARNING
DO NOT FLY UPSLOPE TO DUMP ON A FIRE.
MAINTAIN SUFFICIENT ALTITUDE TO CLIMB AWAY IF DUMP IS ABORTED.
APPROACHING DUMP SITE - NORMAL DUMP

3. COVERAGE LEVEL ...................................................................... AS REQ'D
4. GALLONS TO DUMP .................................................................... AS REQ'D
5. ARMED SWITCH ..................................................................................... UP
6. ARMED ANNUNCIATORS ..................................................... ILLUMINATED
8. AIRSPEED ...................................................................... 125 - 130 MPH lAS
9. OVER DUMP SiTE ..................................................... PRESS FIRE SWITCH
If delivering split load:
a. ARMED SWiTCH ....................................................................... OFF
b. GALLON TO DUMP ................................... SELECT FOR 2ND DUMP
c. ARMED SWiTCH ......................................................................... UP
d. HYDRAULIC PRESSURE ..................................... VERIFY NORMAL
e. OVER 2ND DUMP SITE .................................. PRESS FIRE SWITCH
f. AIRCRAFT ATTITUDE ....... MAINTAIN LEVEL FLIGHT & ALTITUDE
11. ARMED SWITCH ................................................................................... OFF
12. HYD POWER SWITCH ................................................................. AS REQ'D
AUTO MODE INOP - TIMER MODE DUMP

2. MODE SWITCH ................................................................................. TIMER
3. COVERAGE LEVEL ............. : ....................................... SET DOORS ANGLE
4. GALLONS TO DUMP .............................................. SET DOOR OPEN TIME
6. ARMED SWITCH ..................................................................................... UP
7. ARMED ANNUNCIATORS ..................................................... ILLUMINATED
8. FLAPS ................................•........................................... SET 10 DEGRESS
9. AIRSPEED ..................................................................... 125 - 130 MPH lAS
13. GATEBOX DOORS ............................................................VERIFY CLOSED
14. ARMED SWITCH ................................................................................... OFF
15. HYD POWER SWITCH ................................................................. AS REQ'D
FAA APPROVED
FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22N OF 34
AIR TRACTOR, INC.
Olney, Texas
.-- -'--~-
WARNING
IF MAN ANNUNCIATOR IS NOT ILLUMINATED AND AUTO ANNUNCIATOR IS
FLASHING A CRITICAL SYSTEM FAILURE HAS OCCURRED AND GATE BOX
DOORS MAY NOT OPEN. E-DUMP SYSTEM IS AVAILABLE TO RELEASE HOPPER
CONTENTS BEFORE LANDING.
GATEBOX DOORS DO NOT OPEN & AUTO ARMED ANNUNCIATOR FLASHING

If MAN ARMED annunciator illuminated. Use this procedure to manually dump hopper:
1. MODE SWITCH ..................................................................................... MAN
2. RUN PUMP SWITCH .................................................................... AS REQ'D
4. ARMED SWITCH ........................................................................ VERIFY UP
5. ARMED ANNUNCIATOR. ............................................... MAN ILLUMINATED
7. AIRSPEED ..................................................................... 125 - 130 MPH lAS
9. AIRCRAFT ATIITUDE ................... MAINTAIN LEVEL FLIGHT & ALTITUDE
11. GATE BOX DOORS ............................................................VERIFY CLOSED
12. MANUAL ARM SWiTCH ......................................................................... OFF
GATE BOX DOORS DO NOT CLOSE

1. MODE SWITCH ..................................................................... MAN or AUTO.
2. ARMED SWITCH ................................................................................... OFF
5. ARMED SWITCH ..................................................................................... ON
6. RUN PUMP SWITCH .................................................................... AS REQ'D
7. CLOSE GATE SWiTCH ...... TOGGLE UNTIL GATE CLOSED ILLUMINATED
If procedure fails to close doors a second attempt can be made using other mode
THE FOAM SYSTEM
The optional foam tank holds approximately 18 gallons. The system has an operator's control
panel and a pump that transfers contents of the foam tank to the hopper for mixing. The panel
allows setting the desired amount offoam material to be mixed in the hopper.
FAA APPROVED
FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 220 OF 34
AIR TRACTOR, INC.
Olney, Texas
FIRE CONTROL OPERATIONS (FIRE BOMBING)
During lire control operations when approaching the drop target, aircraft airspeed should be
reduced to between 125 mph (109 kts) and 130 mph (113 kts). The onboard computer, when
properly set, will control the drop according to the set ground speed.
It is recommended that 10" of flap be used during the approach and load release phase, which
creates a very stable approach condition. Note that 10· is the first mark seen on the flap leading
edge as the flaps are being lowered.
Before approaching the fire target area:
1. Turn the ARMED switch to the "OFF" position

2. Turn on power to the system hydral.llics.
3. Verify that hydraulic pressure is present.
4. Set the operating mode for the system.
5. If AUTO or TIMER (GENII systems only) mode is selected, adjust the settings for
Coverage, Gallons to Dump, and Airspeed (GENI systems only).
On approaching the fire target area:
1. Slow the aircraft to 125 to 1$0 mph (109 to 113 kts) and lower the flaps to 10·.
2. Be sure hydraulic pressure is up, "ARM" switch is in ·up" position and that the
"ARMED" light is on. Verify that setting to control drop amount, coverage level, and
groundspeed are correct. (if available)
3. Une up the aircraft for the fire retardant drop.
4. Be aware that during the load release there will be a sudden pitch-Up of the nose of
the aircraft. Begin forward motion on the control slick as soon as the "FIRE" button
has been activated.
5. Keep the aircraft relatively level and at constant altitude during the drop phase.
6. After the drop is completed, the fire gatebox doors will close automatically in AUTO
mode. If the system is operated in manual mode or PILOT is selected for the gallons
to dump, the doors will close as soon as the "FIRE" switch is released by the pilot.
7. Apply appropriate power smoothly to climb away from the fire and smoke.
8. Retract the flaps and re-trim the aircraft for normal flight.
9. Place "ARM" switch to the down (off) position to avoid inadvertent delivery.
10. CAUTION:
(a) Do not fly upslope to make a drop on a fire.
(b) Maintain sufficient airspeed or altitiude to be able to climb away from an
aborted fire drop (doors don't open).
(C) 00 not make sharp pullups aller releasing the hopper contents.
(d) Practice your emergency procedures so that your reaction to an emergency is
rapid and automatic.
(e) Approach the intended drop site with a plan of action to take if the doors do
not open when commanded.
(f) Maintain level flight with constant altitude during and immediately after when
making a drop on a fire.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22P OF 34
AIR TRACTOR, INC.
Olney, Texas
WINDSHIELD WASHERIWIPER OPERATION:
The AT-802A has a windshield washer and wiper to keep the windshield clean. If ag chemicals
get on the windshield from flying through the swath, or overfilling the hopper it is necessary to use the
washer as quickly as possible to prevent chemicals from drying. After holding the washer switch ON a
few seconds, the wiper may be turned to either the Low or High speed position and then turned OFF.
Maximum air speed for use of windshield wiper is 160 mph (139 kts.) lAS.
HOPPER QUANTITY INDICATING SYSTEM:
The hopper quantity gauge is programmed at the factory and does not require additional inputs. If it is
necessary to reprogram, ship the gauge back to the factory.
LOW FUEL WARNING LIGHT SYSTEM:
This aircraft incorporates a low fuel warning system that consists of two float switches, one in each tank,
connected to a red warning light. Either float switch can activate the light independent of the other. The
floats are positioned so that the light is activated with approximately 28 gallons usable quantity remaining,
if the aircraft is in level coordinated flight. Uncoordinated flight or flying all the turns in one direction, such
as a racetrack pattern, may result in fewer than 28 gallons usable at the time of a warning light. The fuel
gauges are the primary instruments for fuel management, and the pilot should not use the warning light
system as a means of determining the quantity of fuel remaining.
TEST FUNCTION:
To test the warning light, turn on the master switch, and depress the light.
CORRECTIVE ACTION:
Fly straight and level and monitor fuel gauges. If necessary allow fuel to transfer from tank that has the
greater quantity or land as soon as possible.
FERRY FUEL SYSTEM:
The ferry fuel system utilizes the hopper as a fuel tank and is not an FAA Certificated fuel system.
However it may be installed in accordance with drawing 50280 providing a logbook entry is made for
both the installation and the removal.
lithe optional ferry fuel system is installed, hopper fuel may be used by turning the fuel selector handle 90°'
counter-clockwise to point towards the left.' All take-oils and landings are to be made on main tank fuel.
A safe altitude should be attained before switching and it is advisable to operate the fuel boost pump for
a few 'seconds prior to switching to hopper fuel. Turn boost pump OFF before switching to hopper fuel.
When switching back to wing fuel turn boost pump ON after valve handle is rotated clockwise to point
straight forward for wing fuel. Leave pump ON for a few seconds and monitor fuel pressure until it is clear
the fuel flow is established.
• For SIN 802A-0102 and subs. For SIN 802A-0003 thru 802A-0101 having the Aero Supply fuel
valve, turn fuel selector handle 180° couner-clockwise to point aft.
Be sure to use the hopper fuel first. Keep in mind that if you run the wing tanks dry and then switch
to hopper fuel, the fuel boost pump is not in the circuit between the hopper fuel and the engine.
Therefore, if you run the wing tanks dry, resulting in an airlock in the system, there is no way to clear
the airlock and restart the engine.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22Q OF 34
AIR TRACTOR, INC.
Olney, Texas
FUEL FLOWMETER OPERATION:
MICRO FLOW and MICROFLO L Dgital Fuel Management System.
WARNING
MICROFLOW/MICROFLO L is a Fuel Flow Measuring System and NOT a quantity
sensing device. Therefore, initial programming of the unit must be accurate and be
based on the total usable fuel for the fuel tank system in use. The system is for
information only.
Initial Programming:
Initial programming involves entering into the MICROFLOW/MICROFLO L memory the total usable
fuel quantity of the fuel tanks in use. The programmed total can then be recalled as needed during
future fueling operations. MICROFLOWIMICROFLO L can be programmed to show luelload in
gallons. liters, or pounds.
Procedure:
1. Power the unit up by tuming the aircraft master switch to ON positi on.
2. Move the ADDIFULL toggle switch to the FULL position and hold for the entire procedure.
3. Simultaneously press the ENTERITEST button and move the USEDIREM. toggle switch to the
REM. position. Hold both. The system will count down lor 15 seconds displaying the count on
the left in the display window.
4. The message "FULL" and the current full fuel value will appear in the display window. Release
the ENTERITEST button and the USEDIREM. TOGGLE SWITCH. Keep holding the ADD/
FULL toggle switch in the FULL pOSition.
5. Move the USED/REM. toggle switch to the REM. posilion to increment the full fuel number or
to the USED position to decrement the number. (The longer you hold the switch in poSition.
the laster the number will be updated).
6. Alter reaching the correct total usable fuel figure press the ENTERITEST button and the
computer will store that number as full fuel. The word "FULL" disappears and the computer
returns to the operating mode. Release the ADD/FULL loggle switch.
7. To verify that the data is stored properly press the ENTERITEST button. The computer will run
the diagnostic check and Ihen display "GOOD". If the test is successful it will then display the
maximum usable fuel value.
NOTE: Do not turn Ihe power off to the computer for approximately one minute.
Pre-flight Check:
Initiate the diagnostic software built into the system by pressing the ENTERITEST button; the program
checks the hardware and the display. If the test is successful the word "GOOD" appears in the display
window.
Move the USEDIREM. toggle switch to the USED position. The system will display the fuel used since
last fuel entry or fuel used since last reset.
Move the USEDIREM. toggle switch to the REM. position. The system will display the fuel remaining
on board.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT -802A AIRPLANE FLIGHT MANUAL PAGE 22R OF 34
AIR TRACTOR, INC.
Olney, Texas
No Fuel Added:
As data is already stored, no action is needed.
Fuel Tanks Full:

1. Move the ADD/FULL toggle switch to the FULL position and hold.
2. Press the ENTERfTEST button. .
3. Release the ADDIFULLtoggle switch so it returns to the center poSition.
4. To verify, move the USEDIREM. toggle switch to the REM. position. Total usable fuel
will be displayed.
Partial Fuel Added:

1. Move the ADD/FULL toggle switch to the ADD position and hold.
2. Move the USEDIREM. toggle switch to the REM. position to increment the fuel added
figure until the amount of fuel added is reached.
3. Press the ENTERfTEST button.
4. Release the ADDIFULL toggle switch so it returns to the center position. The
computer will arithmetically add the added fuel to the fuel remaining and use the total
as the current fuel remaining.
5. To verily, move the USEDIREM. toggle switch to the REM. position. The current
usable fuel remaining will be displayed.
Correcting Fuel On Board Entry Error
In case an error has been made by exceeding the correct amount entering the number for total usable
fuel, move the USEDIREM. toggle switch to the USED position and simultaneously press and hold
ENTERfTEST button. Fuel used will be reset and the fuel remaining figure will appear and pause in
the display window for four seconds. The figure will decrement (the longer you press, the faster the
decrementing). When the correct figure is reached, release both the USED/REM. toggle switch and
the ENTERfTEST button.
To avoid repeating the four-second pause before decrementing. hold the USEDIREM. toggle switch in
the USED position and use the ENTERfTEST button to control the decrementing.
Test Function:
DiagnoStic software is built into the system. To activate it press the ENTEAfTEST button. All of the
display digits will be filled with a checkerboard pattern. This display will flash on and off three times.
Next all digits will be filled with a second checkerboard pattern, the inverse 01 the first. which will also
flash on and off three times. Careful monitoring of these patterns will verify operation of every element
of display unit.
If the test is successful, the word "GOOD" will appear in the display window for three seconds.
NOTE: Using the test function while ",ngil1e is running will cause the computer to los'" 17 s",conds of
fuel count.
IN-FUGHT OPERATING:
Instrument Responses:
1. Fuel flow is continuously displayed on the left side of the display window.
2. Endurance in hours and minutes is continuouSly displayed on the right side of the display
window except when viewing fuel remaining or fuel used information.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22S OF 34
AIR TRACTOR, INC.
Olney, Texas
Instrument Responses (Continued):
3. Fuel remaining is displayed by moving the USED/REM. toggle switch to the REM. position; the
information Is shown on the right side of the display window as long as the switch is held In the
REM. position and for three seconds after it is released.
4. Fuel used is displayed by moving the USEDIREM. toggle sWitch to the USED position; the
information is shown on the right side of the display window as long as the switch is held in the
USED position and for three seconds after the switch is released.
5. The display brightness is controlled by the BRIGHT/DIM toggle switch. Moving the BRIGHT!
DIM toggle switch to BRIGHT repeatedly will make the display brighter and moving it to DIM
repeatedly will dim the display. The default brightness after power up is full brightness.
FOR GREATER DETAIL, READ MICROFLO OPERATING MANUAL
FUEL BOOST PUMP DESCRIPTION:
The AT-802A incorporates an engine-driven airframe fuel boost pump and an electric fuel boost pump
located below the cockpit. Either of these pumps will deliver fuel at a minimum pressure of 15 psi to the
fuel control pump which is part of the engine.
The airframe fuel boost pump operates continuously while the electric fuel boost pump is used only to fill
the fuel lines prior to starting and as a back-up to the airframe boost pump.
FAA APPROVED
ISSUED: FEBRUARY 19,2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 22T OF 34
AIR TRACTOR, INC.
Olney, Texas
SECTION3-EMERGENCYPROCEPURES
CONTENTS PAGE NO.
Ground Engine Fire 24
In-Flight Engine Fire 24
Electrical Fire In Flight 24
Engine Failure 25
Engine Flame-Out 25
Air-Starts 25
Immediate Re-Lights 26
Emergency Hopper Dump 26
Aborted Takeoff 26
Forced Landing (Engine Power Remains) 26
Forced landing (Engine Failure) 26A
Elevator Control System Seizes Due To Friction Damper Lockup 26A
Airframe Fuel Boost Pump Failure 27
Illumination of Caution Lights 27
Emergency Fuel Control Override 27A
Spins 27A
Runaway Aileron Trim Tab 27A
Cockpit Door Opens in Flight 27A
Flight Over Water 27A
Engine Failure Over Water 27A
Engine Flame-Out Over Water 27B
Ditching 27C
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802AAIRPLANE FUGHT MANUAL PAGE 23 OF 34
AIR TRACTOR, INC.
Olney, Texas
SECTION 3 - EMERGENCY PROCEDURES
GROUND ENGINE FIRE
See "DRY MOTORING RUN" on page 15.
IN-FLIGHT ENGINE FIRE:
1. Reduce power to minimum level to sustain flight.

2. Dump hopper load.
3. Look for suitable landing spot.
4. Monitor ITT and torque to determine if engine is stabilized and producing power.
5. Try to determine source of fire and if it is of minor or major proportions.
6. If fire is still of minor proportions, choose a suitable field or road and land while power is still
available. Stop as soon as possible and before engine shut-down swing tail of aircraft into wind.
Shut off fuel valve first. Then proceed as follows:
(a) Power Lever - Idle pOSition.

(b) Prop Control Lever "P" - Pull aft to feather stop "F".
(c) Start Control Lever "S" - Pull aft to fuel cut-off "C".
(d) Monitor ITT to determine if fire exists in engine. If ITT is rising, proceed with "DRY
MOTORING RUN" but leave fuel OFF.
(e) If ITT is falling, turn OFF all switches. Use screwdriver to remove R/H side engine cowl
and use fire extinguisher to put out fire.
7. If fire is of major proportions the following procedures are used:
(a) Fuel valve lever - OFF.

(b) Prop Control Lever "P" - Pull aft to feather stop "F".
(c) Start Control Lever "S" - Pull aft to fuel cut-off "C".
(d) Power Lever - Idle position.
(e) All switches - OFF.
(f) Prepare for forced landing and if terrain is rough turn on Battery Switch "Batt" and
extend flaps as desired, then turn off "Batt" switch.
(g) Side-slip to prevent fire from reaching cockpit.
ELECTRICAL FIRE IN FLIGHT:
1. Battery and Generator switches - OFF.

2. All other electrical switches - OFF.
3. Circuit breakers - Check to identify faulty circuit if possible.
4. Land as soon as possible.
FAA APPROVED
ISSUED: NOVEMBER 29, 1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 24 OF 34
AIR TRACTOR, INC.
Olney, Texas
ENGINE FAILURE:
An engine failure has different symptoms than the case of engine flame-out. Engine failure
symptoms could include any or all of the following indications:
(a) Loud noises followed by heavy vibrations and loss of power.

(b) Rapid loss of power with unusual noises, vibrations, or sudden increase in ITT.
(c) Loss of power following drop in oil pressure below redline or increase in oil tempera-
ture above redline or both.
(d) Loss of power following overspeed of gas generator (Ng).
(e) Engine explosion.
If H is clearly perceptible that the engine has failed, proceed as follows:
1. Prop Control Lever "P" - Pull aft to feather stop "F".

2. Start Control Lever "S" - Pull aft to fuel cut-off "C".
3. Power Lever - Idle Position.
4. Fuel valve lever - OFF
5. All swHches - OFF
6. Prepare for a forced landing and if terrain is rough tum battery Switch "Batf' ON and extend
flaps as desired, then turn "Batt" swHch OFF.
WARNING: Caution is mandatory during a suspected engine failure on take-off or landing in

order to avoid shutting down the engine un-necessarily. Do not attempt to restart an
engine which is definitely known to have failed.
ENGINE FLAME-OUT:
The symptoms of an engine flame-out will be the same as those of an engine failure only as
regards a drop in ITT, Torque pressure, and Ng speed. The flame-out may resutt from the engine
running out of fuel, or possibly may be caused by unstable engine operation. Severe turbulence can
cause a flame-out by creating a temporary fuel interruption. Once the fuel supply has been restored to
the engine or the cause of unstable operations eliminated, the engine may be restarted in the manner
described under AIR STARTS.
CAUTION: Do not attempt a re-light if the Ng tachometer indicates zero rpm.
AIR STARTS:
The best air-start technique is to initiate the re-light procedure immediately after a flame-out
occurs, providing the pilot is certain that the flame-out was not the result of some malfunction which
might make it dangerous to attempt are-light.
Air Starts are to be conducted in the same manner as Ground Starts.
FAA APPROVED
ISSUED: DECEMBER 17, 1992 AT-B02A AIRPLANE FLIGHT MANUAL PAGE 25 OF 34
AIR TRACTOR, INC.
Olney, Texas
AIR STARTS (Continued):
Successful air starts may be achieved at all altitudes and airspeeds normally flown. However,
with the gas generator rpm (Ng) below 10%, starting temperatures tend to be higher and caution is
required ..
IMMEDIATE RE·L1GHTS:
There is always the chance that the engine may light up successfully just as soon as the ignitor
is turned ON. In an emergency, turn ON the ignitor (Move Ignitor Switch down to "Continuous" position)
just as soon as possible after flame-out, provided the generator speed (Ng) has not dropped below
500k. Under these conditions it is not necessary to shut off the fuel or feather the prop. The Power
Lever, however, should be retarded to the Idle position. Fuel Boost Pump switch - ON.
NOTE: Propeller feathering is dependent on circumstances and is at the descretion of the

pilot. However, a minimum engine oil pressure of 15 psi should be registered if propel-
ler is windmilling.
EMERGENCY HOPPER DUMP (All models except SIN 802-0066 and subs. with FRDS system
installed):
Push release button on dump lever and move lever full forward.
EMERGENCY HOPPER DUMP (SIN 802·0066 and subs. with FRDS system Installed):
1. Push yellow "SALVO" button on "MANUAL CONTROL" panel or on LIH cockpit wall
adjacent to the power quadrant.
2. Push release button on dump lever and move lever full forward.
3. Push control stick forward quickly to control nose pitch-Up.
ABORTED TAKEOFF (Sufficient Runway Remains Ahead):
. 1. Power Control Lever - Idle or Reverse as necesssry.

2. Brakes - Apply as permitted by aircraft atlitude and directional control.
3. Hopper Load - Consider dumping hopper if necessary to shorten braking roll. Push stick
forward, if necessary, to prevent nose pitch-up during hopper dump.
ABORTED TAKEOFF (Insufficient Runway Remains)

1. Power Control Lever- Full Reverse
2. Brakes-Apply full braking
3. Hopper Load- Consider dumping as speed slows below 50 mph 40(kts) to reduce weight
and improve braking.
WARNING: DO NOT DUMP HOPPER ABOVE 50 MPH (44 KTS) lAS OR AIRCRAFT MAY
BECOME AIRBORNE. DUMPING HOPPER LOAD MAY REDUCE BRAKING
EFFECTIVENESS.
FORCED LANDING: (Engine Power Remains)
1. Maintain 125 to 130 mph (109 to 113 kts) airspeed with approximately 10' flaps.
2. Select a safe dump area if possible.
3. Dump the hopper load and move the control stick forward as the dump is made to control
nose pitch-up.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT- 802A AIRPLANE FLIGHT MANUAL PAGE 26 OF 34
AIR TRACTOR, INC.
Olney, Texas
FORCED LANDING: (Engine Failure - Proceed as time and altitude permit)
IF CARRYING LIQUID IN HOPPER PROCEED AS FOLLOWS:

1. Dump hopper load. Feather prop to extend glide.
2. If a re-start is to be attempted, proceed with AIR-START Procedures as described earlier.
3. Maintain 90 to 100 mph (78 to 87 kts) (lAS) and look for suitable landing area.
4. Tighten seat belt and shoulder harness.
5. If landing is to be made on road with a strong cross-wind, leave flaps retracted.
6. If landing in open field extend flaps and maintain at least 80 mph (70 kts) (lAS) until flare for
landing.
7. Turn OFF fuel valve once air-start procedure is abandoned.
8. Pull Start Control Lever "S" aft to fuel cut-off position "C".
9. All switches OFF.
1O. Open both canopy doors during approach.
IF CARRYING SOLIDS IN HOPPER PROCEED AS FOLLOWS:

1. Open hopper gate to reduce weight as much as possible.
2. Feather prop to extend glide.
3. Lower flaps to approx. one-half position (15°).
4. Maintain 130 mph (113 kts) (lAS) if gross weight is above 12,500 Ibs. (5670 kg.)
5. Tighten seat belt and shoulder harness.
6. All Switches OFF.
7. Open both canopy doors during approach.
8. Ex1end full flaps during flare for landing.
ELEVATOR CONTROL SYSTEM SEIZES DUE TO FRICTION DAMPER LOCKUP
1. Pull or push control stick to break away seized Friction Damper. In the event the elevator
control system seizes due to a problem with the friction damper, 60 to 70 Ibs of forward or aft
force on the control stick will break away the damper. Normal elevator system control will be
restored following the break away of the damper.
2. Continue flight and land as soon as practical. Investigate the cause of the elevator control
system seizure.
FAA APPROVED
ISSUED: JANUARY 13, 2005 AT- 802A AIRPLANE FLIGHT MANUAL PAGE 26A OF 34
AIR TRACTOR, INC.
Olney, Texas
AIRFRAME FUEL BOOST PUMP FAILURE:
If the airframe fuel boost pump becomes inoperative, the electric fuel boost pump should be switched
to ON.
If the electric fuel boost pump should also fail, the fuel control pump is adequate for unrestricted engine
operations up to the maximum altitude of 12,500 ft. Continued flight should be below this altitude.
ILLUMINATION OF CAUTION LIGHTS (AMBER):

CAUTION ACTION
Prop in Beta Range Indicates propeller blade pitch angle is at or below the minimum fine
pitch that is safe for continued in-flight control. During ground
operations it indicates that propeller is properly positioned for
application of reverse thrusting power.
Air Filter Indicates that the normal air flow to the engine inlet is being
restricted from flow through the filter (Check for possible icing or
foreign object blockage. Open engine alternate air door if installed
and monitor available power and ITT indications.) Land as soon as
practical. Service air filter system and close alternate air door.
Chip Detector Indicates that a metal particle is in contact with the detector
terminals and there is the possibility of other metal particles in the
engine oil. Land as soon as possible and service chip detector.
Fuel Filter Indicates that the fuel filter is partially blocked and the electric fuel
boost pump should be turned ON. Land as soon as possible and
service fuel filter.
Low Oil Pressure (If Installed) Indicates oil pressure has dropped to 60 psig and further flight
should be at reduced power not exceeding 2000 lb. ft. torque. Land
as soon as possible and service engine oil system.
ILLUMINATION OF CAUTION LIGHT (RED):
Generator Out Indicates generator is not charging normally.

Monitor Volt Meter and check charging system.
Low Fuel (If Equipped) Indicates a low fuel condition in either or both tanks. Fly straight
and level and monitor fuel gauges. If necessary allow fuel to
transfer from tank that has the greater quantity or land as soon as
possible.
FAA APPROVED
ISSUED: JANUARY 23, 2008 AT-802A AIRPLANE FLIGHT MANUAL PAGE270F34
AIR TRACTOR, INC.
Olney, Texas
EMERGENCY FUEL CONTROL OVERRIDE (IF INSTALLED):
PT6A engines may have a manual FeU Override feature as a means of restoring and controlling engine
power in case of power loss due to P-3 system malfunctions in the FeU. If installed, see the FeU override
AFM supplement.
SPINS:
The spinning characteristics of this aircraft have not been fully investigated and spin recovery techniques
have not been established. In the event of an inadvertent spin the following procedure is suggested:
1. Reduce POWER to idle - The torque of an engine producing power will make spin recovery more
difficult.
2. AILERONS neutral - Attempting to level the wings with aileron input can actually make the spin
worse.
3. Apply FULL OPPOSITE RUDDER to stop the rotation - Apply rudder opposite the rotation of the
spin. If you have trouble determining which way the airplane is spinning, look at your turn coordinator
or turn needle. It will indicate the direction of rotation.
4. Apply FORWARD ELEVATOR to break the stall - Immediately after applying opposite rudder, apply
a quick forward motion on the control stick and hold anti-spin controls until the aircraft starts to
recover.
5. RECOVER from the dive - Once you have completed the four previous steps, and the rotation stops,
recover from the dive. The descent rate may be high and the airspeed can rapidly exceed redline.
Remember to neutralize the rudder after the rotation stops.
RUNAWAY AILERON TRIM TAB:

1. Reduce airspeed to 140 mph (122 kts) lAS or less.
2. Land as soon as possible.
COCKPIT DOOR OPENS IN FLIGHT:

1. Do not attempt to close door.
2. Gently maneuver aircraft avoiding abrupt control inputs, stall speed may have increased.
3. For firefighting mission - dump hopper over a suitable location.
For agricultural mission - land at a safe location or dump hopper over a suitable location.
4. Land as soon as practical.
FLIGHT OVER WATER:
Generally over-water flights are made with the ferry fuel system installed so that hopper fuel is available.
The flight manual procedures for using hopper fuel should be followed.
Use hopper fuel first. Switch to main tank fuel while there is still fuel in the hopper and turn fuel boost pump
ON for a minute or two, then OFF.
All over-water flights should be at an altitude that will provide ample time to receive a response to a Mayday
call, or to restart the engine should a flame-out occur.
ENGINE FAILURE OVER WATER:
Page 25 describes the conditions for engine failure as basically mechanical failure. These conditions would
include loud noises followed by heavy vibrations, loss of power, sudden increase in ITT, or engine explosion.
For these conditions follow the flight manual procedures and prepare for ditching.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 27A OF 34
AIR TRACTOR, INC.
Olney, Texas
ENGINE FLAME-OUT OVER WATER:
Page 25 also describes the conditions for engine flame-out as running out of fuel, or a temporary fuel
interruption caused by severe turbulence. If the flight is in visible moisture below 40°F there is also the
possibility that the engine air filters are icing over.
If you have been flying on hopper fuel switch to wing tanks and turn fuel boost pump ON. Pull power
lever back to stop and turn ignitor switch down to CONTINUOUS. If Gas generator speed is less than
56% hold start switch ON. Monitor fuel pressure gauge. Check position of Start Control Lever: RUN
position.
If there is the possibility that the engine air filters have iced over, OPEN the engine alternate air door
and monitor available power and lIT if the engine starts. Once the air door is open, there is no provi-
sion for closing it and power is limited.
If, after attempting a restart for a reasonable length of time without success, prepare for ditching.
FAA APPROVED
ISSUED: MARCH 14, 2002 AT-802A AIRPLANE FLIGHT MANUAL PAGE 27B OF 34
AIR TRACTOR, INC.
Olney, Texas
CHECK UST: DITCHING
INITIAL: (Engine has failed or flamed out)
1. Feather the prop and establish glide.

2. Transmit Mayday call. Remember to transmit slowly. This gives the recipient time to write down
your position report. Airliners always maintain a listening watch on last assigned frequency and
being in contact is a sure way to actively participate in your rescue.
CHECK YOUR SAFETY EQUIPMENT:
1. Gather up your portable Emergency equipment and stow it on your person. Take the prop tether
with you as you may have a use for it when in the raft.
2. Stow those extra packs of batteries on your person.
3. Zip up your immersion suit.
4. Secure your life vest tightly. Note how to inflate the vest.
5. Get your life raft in poSition and readily accessible.
6. Remember to continue to fly the aircraft after water contact.
7. Do a final check on your equipment for items that may entangle you and stow.
8. Pull your seat belt and hamess tight and make a mental note on how to release it.
9. Talk your way through. running your hand up your knee along your waist to the seat belt latch and
through the releasing action. Make a mental note to remove your lap strap and shoulder harness
and place clear of your person. Repeat this action several times.
10. Then talk your way through. while firmly grasping the lap belt, lowering your arms and extending
them outwards, feel for the power quadrant, then feel for the airframe, gripping it firmly. You will
then roll over and slide out through the door.
11. Visualizing this maneuver is essential to prepairing to exit the aircraft.
12. Make a special note of your helmetlheadset cord. This will be the last disconnection you will make.
13. Special attention will be given to stowing this cord and or unplugging it from your helmet's pigtail.
14. Transmit for one last time then announce ·off communications".
PREPARE YOUR AIRCRAFT:
1. Begin a slow dump of your ferry fuel. The oil slick will be an important trail laid down for rescuers.
Close the hopper gate making sure the dump handle over centers, snapping shut. This will provide
buoyancy to the aircraft in the water.
2. Note the swell direction and plan to land along or parallel to it.
3. Extend full flaps and establish glide 85 - 90 mph.
4. It is about to get very windy. All loose objects may fly out the airplane.
5. Push the emergency door handle as placarded. Then open the door latch and jettison the door.
Push the upper door out and it should "fly" up and open.
6. Repeat the procedure for the second door.
7. AVOid rounding out over the water too soon. You must contact the water in a tail low attitude
before the airplane is completely stalled. Bank hard to the left or right to contact the water aggres-
sively with the wingtip. This is an attempt to water loop the airplane to cause it to travel tail first across
the water. The airplane is likely to go upside down if a conventional landing is attempted.
8. Fly the airplane until it has stopped. Maintain control at all times. Keep stick full back.
FAA APPROVED
ISSUED: FEBRUARY 19, 2009 AT-802A AIRPLANE FUGHT MANUAL PAGE 27C OF 34
AIR TRACTOR, INC.
Olney, Texas
NTHEWATER:
1. If the aircraft has gone upside down, follow the procedure given under Egress.
2. If the aircraft is floating right side up with no indication that it is about to sink, you may want to
remain in your seat, as leaving the cockpit may cause the aircraft to tip. over if it is floating in
a steep nose down attitude.
3. Unbuckle your seat belt and harness and have your life raft within easy reach if the aircraft starts to
sink. Do not inflate your life raft until you are convinced that the plane is sinking. If this is the case,
inflate your life vest as you climb out on to the wing with your life raft in one hand.
4. Inflate your life raft while on the wing but stay with the aircraft until there is no longer any dout that it
is sinking.
EGRESS (If your aircraft is upside down):
1. Do not release the lap belt until you are ready to egress.
2. To find it, slap your leg with your hand, then follow your leg up to your waist along the belt and to the
buckle.
3. Reach for your reference point, the power quadrant, proceeding as visualized earlier. Do not
release your belt without having a firm grip on your reference point. Never let go with both hands.
Do not let go of one until you have the other firmly gripped.
4. Maintain your reference points, grab your life raft, and egress out the door. If submerged, swim clear
and inflate your life vest.
5. As you rise, swimming or propelled by the vest inflation, exhale slowly and reach your hand above
your head. When you reach the surface inflate your life vest.
6. Play an active part in your rescue.
7. While in the raft, stay close to the aircraft if it is floating. If you managed to leave the aircraft with
the prop tether, you may tie one end to part of the aircraft, and hold the leather loop with one hand,
so that you can release it if the aircraft starts to sink.
8. Wait for rescue.
FAA APPROVED
ISSUED: MARCH 14,2002 AT-802A AIRPLANE FLIGHT MANUAL PAGE 27D OF 34
AIR TRACTOR, INC.
Olney, Texas
SECTION 4 - PERFORMANCE
GENERAL:
Take-off and climb performance has been demonstrated at 16,000 Ibs. (7257 kg.) gross weight
from a dry smooth hard runway and under special conditions for RESTRICTED CATEGORY
operations. Density altitude, runway surface, weather conditions and airplane condition must be given
special consideration during all RESTRICTED CATEGORY operations. The maximum weights as
shown on page 33 assure climb performance of at least 300 feet per minute or 2.5 percent gradient,
whichever is greater, using maximum continuous power, flaps at 10°, 120 mph (104 kts) lAS climb
speed.
AIRSPEED DEFINITIONS:
The airspeed terminology is presented below in what is called the normal airspeed sequence.
This sequence begins with the airspeed actually seen by the pilot and progresses through the several
airspeeds which can be derived from the airspeed indicator and other information. All airspeed values
presented in terms of indicated airspeed assume a zero instrument error.
1. Indicated airspeed (lAS) is the number actually read from the airspeed indicator which has a
zero instrument error.
2. Calibrated airspeed (CAS) is the result of further correcting the indicated airspeed for error of
the pressure inputs to the airspeed indicator, which are termed position error.
AIRSPEED CALIBRATION:
The variation of calibrated airspeed with indicated airspeed is shown on the next page.
ASSOCIATED CONDITIONS:
Power: Sufficient for level flight (Nominal)

Configuration: Clean Landing
Wing Flaps: o Deg. 30 Deg.
POWER AVAILABLE:
The following equation may be used to calculate horsepower (SHP) desired with various com-
binations of Torque and propeller RPM
SHP = Propeller RPM X TORQUE FT.-LBS.
5252
FAA APPROVED
ISSUED: DECEMBER 15,1994 AT-802A AIRPLANE FLIGHT MANUAL PAGE 28 OF 34
AIR TRACTOR, INC.
Olney, Texas
AIRSPEED SYSTEMS CALIBRATION:
Read the airspeed indicator and determine the calibrated airspeed from the chart. Note that this
technique assumes zero instrument error for the airspeed indicator.
AIRSPEED SYSTEM CALIBRATION
220 L
(191 ) /'
/'
/'
200 ,f'
(j)
f-
(174 )
W
a /
z
'"
I
/
0..
:2:
180 j
(156 )
Cl
w /
W
0..
(f"!
/
IT /
<t
Cl 160 /
w (139 )
!;;: ./
IT
()) ./
:::;
<{ #
u 140 # ';,/
(122 )
~ /
FU PS U ~ '/
2, 00 LB S ( 67 K 3.) ~~ 'f"
120 GR pS plJl EI( HT /. V
(104)
/. V
/-, IT Fl I\P D bw ~
/.. ~ 12 50 LE S. 56 OK G.)
100 // ~ GF m S~ EI H
(87) #~ ~ FL I\P U
f V 16 00 LE S. 72, 7K ~.)
/ / GF m S~ EI 3H
80 '/
(70) 80 00 120 140 160 1 0 200 220
(70) (87) (104) (122) (139) (156) (174) (191)
INDICATED AIRSPEED MPH (KNOTS)
FAA APPROVED
AIR TRACTOR, INC.
Olney, Texas
STALL SPEEDS
Stall Speeds at 12,500 Ibs. (5670 kg.)gross weight, power idle are as follows:
Angle of Bank (Degrees) Q 15. an § 2Q
Stall Speed (MPH·CAS) Flaps Up 93 95 100 111 132

Stall Speed (KNOTS-CAS) FLAPS UP 81 83 87 96 115
Stall Speed (MPH-CAS) Flaps Down 82 83 88 98 116

Stall Speed (KNOTS-CAS) Flaps Down 71 72 76 85 101
Stall Speeds at 16,000 Ibs. (7357 kg.)gross weight, power idle are as follows:
Angle of Bank (Degrees) Q 15. an § 2Q
Stall Speed (MPH-CAS) Flaps Up 106 108 114 126 150

Stall Seed (KNOTS-CAS) Flaps Up 92 94 99 109 130
Stall Speed (MPH-CAS) Flaps Down 93 95 100 111 132

Stall Speed (KNOTS-CAS) Flaps Down 81 83 87 96 115
ALTITUDE LOSS DURING STALL RECOVERY:
The maximum altitude lost in the wings level stall recovery is 280 fl.
FAA APPROVED
AIR TRACTOR, INC.
Olney, Texas
POWER CHART
AT-S02A MINIMUM INSTALLED TAKE-OFF POWER

P&W PT6A-67R @ 1700 RPM
GENERATOR LOAD 25 AMP
.wxI \.S.FT UNIT FOR TAKEOFF

«OO~--------------~~~~~~~~~~-r-----------------'
4300
4200
4100
4000
3900
3800
3700 .................................. .
3600 ..................................... .
3500
3400
3300
~ . . . . . . . . . . . . ~~.
: : : : : : : : : : : \~O.;.:
3100 .. : .... : .... : .... : .... : .... : .... : .... : .... : .... : .... : .. ~...,..... : ....
3000 .................................................................. .
2900 .................................................................. .
2800~~--~--~--~--~--~--~--~--~--~--~~~-;---4
-18-15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
(0) (5) (14) (23) (32) (41) (50) (59) (68) (77) (86) (95) (104) (113) (122)
TEMPERATURE °C
(oF)
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-S02A AIRPLANE FLIGHT MANUAL PAGE 31 OF 34
AIR TRACTOR, INC.
Olney, Texas
POWER CHART
AT-802A MINIMUM INSTALLED TAKE-OFF POWER

P&W PT6A-65B@ 1700 RPM
=0 ·
....... _. ........ .
3400 .. ; .....: .... .;..... ; ..
J.300 .. , ............ .
3200 · ...... _ .....:..... : .... ~ ..... :'
3100 · . ; .....: .... '.' .... : ....

~
1i1
g .3000 . : ; ..•..: ..... ;..... ~ ...•.: .•... :..... : .....: ....
2900 · . ·: .... ~ .... . : ....

.....
'"
. .:..... : .... _....... .
~ .....
2800 .. ·: .... ','. ... .'.' .... '.' .....: ..... :.... .
. '..... '.'. ... -: .....: ..... :......... .
'
2700 .. , .... ,' .... .:..... ~ .... ............ :

'.' . .... ,'.....
,' : .... ,', ... ,' ..... , ....
. . . . -'. ... "-. ..... .... -' ..... ..... . . .. .: ..... :..... : ....
JL-··~·-·-·-··'-~·-·-··-·~··-·-··-·~·--~;---~--~--~--~~-:~~3:5--~~:---:~;--:50
'
:::
-18 -15 -10 -5
o 5 10 15 20 25 (~~) (95) (104) (113) (122)
(0) (5) (14) (23) (32) (41) (50) (59) (68) (77)
FAA APPROVED
ISSUED: FEBRUARY 7, 1994
AT-802A AIRPLANE FLIGHT MANUAL
PAGE 31A OF 34
AIR TRACTOR, INC.
Olney, Texas
POWER CHART
AT-B02A MINIMUM INSTALLED MAX CONTINUOUS POWER

P&W PT6A -65AG/-65R/-65AR @ 1700 RPM
3900
3800
3700
3600
3500 .............. .
3400
t;:
a>
.J
3300
w
::>
oc:::
o 3200
>-
3100
3000
. . . .
2900 ..............................................
. . .
2800-r-,---,---,----r---r---~--~--~--~--~--~--~--~---
-18 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
(0) (5) (14) (23) (32) (41) (50) (59) (68) (77) (86) (95) (104) (113) (122)
TEMPERATURE 'C
('r)
FAA APPROVED
ISSUED: JANUARY 19, 1999 AT-B02A AIRPLANE FLIGHT MANUAL PAGE 318 OF 34
AIR TRACTOR, INC.
Olney, Texas
POWER CHART
AT-802A MINIMUM INSTALLED POWER

P&W PT6A -67AG @ 1700 RPM
4,300 .,--r----r--,--,--,--r----r--,--,--,--,-----,--,
+:.:lo;:::j:i ::::~~~~'::::~'p\.
1s;i;/:::4I\~::h::ml!tB.FTtttNiliiTRtRi~llFFl-i
i
4,200
I- \ \ \ \ 4170 ILB.FT l(IMIT f( R TAK' OFF
1---'f---+~--1
i-I
4,100 I .
:: \ \ \/:~ \
J\ \ ' \
l! l
lL \1 I ! I
3,800 V 'I"371 0 LB·fT LlMljT FOR
'\ __.Ii--\-\-.+-_\¥-__+-:r'/"-+'\r---\~""'AX",-"C'iCd>N"-,TC'.'.IN,,,Uf'bIU,,,S,--\__ --1
t - - - I-
3,700 i-"---l--t--"l-
3,600 I \ I \ \ / >( ~J I I !
3,500 t--i-'-+1 --+_\--'\._-i'-'I\~6,-\-'''\)+--'I--\I--
\_\~I%~I--+I-----+I_I
t: 3,400
iii i\ X 'i I~o ~S
-j--t-----j---+--++..y~.i-----+\-_+~+~+--+--·-f-_i
I
..J
gJ I i \1 1\ I\'b" \~i ~:
3,300 -j---t-----t---+--+-*-·-k·'\<.",...;~.~.:r:4--"<-+----\c+,--+---+---I
o I I 1\ ,J \1' \1 \ i '
~ ::::: :==~===:===:==:===:~~:'a;~A:~:f\:.,A:=:'JY:::K=~:/:1\:::'==_1+-' ----1-

3,000 -+-I---+---+K_,\-If7")(~\"'_?~~!_\-\l-I-\l-
-r----t_+--1
l
\---ll,-----j
I \ \f\ 1\ 1\ 1\
2,900 +--+\--t-+--+--+--+-~I\-~:\--+1~\-I-\-\-+\-!\-+1---1
2,800 -j--j----j---+--+----+--+----+i---\\j~+--'\\+--'1,\-1-\\\-+--\\+1---I
II
2,700
2,600 -!--I--" --j_-+--+I_+---'!i--~_-+I\~-+-:i~A-~r:X~~"'C_\\-+\--\-i

2,500 I-t-I ---t-I--J-I---+I--+lj--+!I--+I---fl-----"k-\/-\i\--\t==\~:::±-\I
1 1 ,i 1 ,i' ~ 1\+34
2,400 +--1----+--+-+-+--+-----+--+--+'........ '4--+--+------1
I I! i
2,300 .j-w...L.L.f-w--'-'4..L..W4'-'-'-.....p..>...Wc.p..'-'-'-f-w...w..i-'-'-'w+'-'-'--'-i-'...L.L.'-i-'-~+'-'...L.L.J-o-'--'-'-l
I'
-15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
AMBIENT TEMPERAURE °C
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 31C OF 34
AIR TRACTOR, INC.
Olney, Texas
POWER CHART
AT-802A MINIMUM INSTALLED POWER

P&W PT6A -67AF @ 1700 RPM
4.400 +--_+-\~-+_-!\.~--j<lj'---\~__+T-1\--!_-+-\-f4,."4,,,:00,,-,1tJ'I'B",.FT-,-,=,Ll1"M,-,IIT-"FO'q'-T~cA,,-,K=jEP,,-,-FF-,---_
4,300 +--+---'lJ--~
\1 IVF \ 1\ I \ I i
4,200 +----+-+1\~If___/\~!\_____Ii-\\_+_I,_\"':~----,L/+\f\c---+--+i---+1---+1-----1
1\ I \1 >( I\ I 1__
4,100
4,000
---r I \
I '\ \ %1 \ \ \ I '
+---1--+I-+-\-\-+------\-\----jf7"'<~'V'+\I--\\-6~,---\\-\<L>-~-i---+I,-t---
3,900 j '
+---+----I---I-----\f--+---\;,Lf-*';---+\~~"ri___\___+-__j--_i_-_j
\'t> <' I' i
3,800
I I ! \ ;\ K%", I \ ' I \ II l
3 70 LB.1=r LlM¥ FOR \ " \ ! --
t;: 3,700 MAX cONTINI10US! '\1 -----+ \?o I \ \v/ \ I,
~ 3,600 I I I\~o I \) r-. '\ i 1--

~
a: 3,500 ,
-'--"--t-- I
-j.
I
I
I '\tr-. 1\! X ~,\ \ \, -----t"'-
!
~ 3.400 +--1! I i i \\ ,I
lI '\
I 'i \----~- ~ I-
\ i ,_ I I
'~+---\-+' -
3,300 +---\--I--I.--+-_+--I-'----:j.-----+__\__-+__ c+---
3,200
I I I I I \1 \1 I
\ -----'
1
''"' _j I ,\1 '\ \--1--- i--

3,000 T---+\--' I--+.-t--\
'I I
--IT I,
\ I y' \~~T\r\ I
2,900
I, II
l
I II \ \ \~
V I -- \>' 'lI-
! / / / 1""
2,800 t
I --1-'_-1
2, 700 I I I I I
+'-'~+--'-'-'-'-+--'-'_'__'__1f_L_'_-'-'-+--'-'-'w+-'-'--'4_~-'--+-'-'-U'-f-'-.LL>.p..'-'-'--l-'-'-'-'-+__'_'-'-'-I_'__'__'_'_I
-15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
AMBIENT TEMPERATURE °C
FAA APPROVED
ISSUED: MARCH 27, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 310 OF 34
AIR TRACTOR, INC.
Olney, Texas
POWER CHART
AT -B02A MINIMUM INSTALLED POWER

P&W PT6A-67F@ 1700 RPM
4,400 ---I
I "\. !/ 4400 LB.FT LIMIT FORTAKEOFF \ / I\ i
I .. -----'---...
T
II ~I'
I '\f
~ \\ ~~1\
1-
\/11.L~_
I ....
1\'·
4,300 I
1\· V~ \I[ I I
4,200 +-----+i!__. I \ ,1\ I / --j- I ~;t----
4,100 -.
\
1\
II 1\ ~i \Ki~<b
-po !
I
I
.. ..,...T.
~\I
:L.......
I \~ I \ "6~ i \).
\1
I \ ,I I
4,000 +--_~I_-+--_~_-j-I-y.",+,<'i'a'1;",·--r- ~~. /j~ \~ 1

~ I I I,,\, I 'Xl I \ 1 I v ~ _
~ 3,900 i I \1 / \ \I:!
;;;) 3 800 +--T 1 -... I 1\ \ }.. '..L I __
@ , 3770 LB.FT LIMIT FOR , \ \ I , \ /. \ i /
i \f. \ 1/\
g
'.m'
3,600
····ItI MAX CONTINU?US
"···1· [\ I
+---I_-+~l-----+--_~+---I!~+--'I\.-+----+i~~+-I-~-I!f-c';"'--~. ~---
\I\l }/,il
I. ) __ _
'
I
1\
. , l
3,500 +-·-t---f----tl---I-.. I
I
t Q>
··~-··-I - -
~ I ~I
3,400
~-I
I I
I ··-r- I
..c,++-
~-ll--+----t--·-+--l'--+---·tj---+_-+--I-N
!
3,300
3,200 +'-~+--,-"~/-,-,--'-'-l~'-'-+~'-'+~--'--+~'+'-~+'-~+'-~+'-'~t-'-'-..L.LJf-'-'-'-'--!
i I I
-15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
AMBIENT TEMPERATURE °C
FAA APPROVED
ISSUED: MAY 30, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 31E OF 34
-."
~~
m»
O"tl
.. "tI
TAKEOFF DISTANCE
»;U AT-802A WITH PT6A-67AG ENGINE
"0
'g<
:0
'" m CONDITIONS AIRSPEEDS (KIAS)
o - TAKEOFF POWER WEIGHT (LBS) TAKEOFF CLiMBOUT
- FLAPS UP AT 12,500 POUNDS AND BELOW 10,000 78 82
'"oo - FLAPS 10° ABOVE 12,500 POUNDS 12,000 86 90
.... - PAVED RUNWAY, NOWIND 14,000 85 96
- DISTANCE IS TO 50 FEET ABOVE GROUND LEVEL 16,000 91 101
- GROUND RUN IS APPROX 75% OF TAKEOFF DISTANCE
::• f--
W
'"
0 W
u.. ~
'"
»
» ",« 1<<(;-:
6,000
W
I
0;:0
;0 --' ---I
aq~
()
"tI <>4
~'
r-
» 5,000 ~ '::<(")
~
~'<!
(/)
Z CO --1--1
m ~
",<> 0 coO
." X;:o
r- "';
4,000 b ~:..
Gi
:x: "~«-¢ '"0::
<{
z
~ (")
-t
;;: ", <><><>
~~~
~
3,000
w
--'
» ()
z
c ·~1~
.~I>
0
f--
»
r-
~~'.t---J:
'l-. I '.I€.\..
W
j." j..
~\..€ 2,000 ()
Z
<{
f--
~
1,000 0
--'
~
~m o
0
f--
-10 o 10 20 30 40 10,000 11,000 12,000 13,000 14,000 15,000 16,000

o'"
'"
."
TEMPERATURE - DEGREES CELSIUS WEIGHT - POUNDS
~ TAKEOFF DISTANCE DATA AT AIRCRAFT GROSS WEIGHT ABOVE 12,500 POUNDS ARE NOT FAA APPROVED
TAKEOFF DISTANCE DATA ABOVE 8,000 FEET MSL ARE NOT FAA APPROVED
~~
m>
0-0
.. -0
TAKEOFF DISTANCE
>AI
Co AT-802A WITH PT6A-65AG ENGINE
'§<
",m
::0 CONDITIONS
- TAKEOFF POWER
AIRSPEEDS (KIAS)
WEIGHT (LBS) TAKEOFF CLiMBOUT
!Y'
- FLAPS UP AT 12,500 POUNDS AND BELOW 10,000 78 82
""~ - FLAPS 10° ABOVE 12,500 POUNDS 12,000 86 90
- PAVED RUNWAY, NOWIND 14,000 85 96
- DISTANCE IS TO 50 FEET ABOVE GROUND LEVEL 16,000 91 101
- GROUND RUN IS APPROX 75% OF TAKEOFF DISTANCE
7,000
>
..'"
-i
•
co
>
w
6,000 ~
I-
W
~
~ w
AI
-0
!i:z
- . IIIIII~~~~~~
1IIIIITlIIIIIIIIlliJ~~J'"
....J
(,)
5,000 ;::
(fJ
c:a
0;:0
--I
15 ~
':<(')
m 0 -1-1
J~~ ~~ I :J ~~~ ~. f3 CP 0
"rC5 4,000
a::
X ;:0
ffi:.-
:r::
-i -l. ~~~ «
w z
;s:
>
z
6,Q
$.~~~
j.
3,000 d
0
(')
c -\~ I-
>
,,~ II W
r 2,000 (,)
1 z
r
;:;'I! fl'i 1100 1m ffl1 ni II .,
I
1,0000
;::
(fJ
....J
«
~
m 0
I-
0
I-
'"~ -10 o 10 20 30 40 10,000 11,000 12,000 13,000 14,000 15,000 16,000

TEMPERATURE - DEGREES CELSIUS WEIGHT - POUNDS
o
"~ TAKEOFF DISTANCE DATA AT AIRCRAFT GROSS WEIGHT ABOVE 12,500 POUNDS ARE NOT FAA APPROVED
TAKEOFF DISTANCE DATA ABOVE 8,000 FEET MSL ARE NOT FAA APPROVED
iii
en
c
m
-l
I
CLIMB PERFORMANCE
!;J m AT-802A WITH PT6A-67AG ENGINE & SPRAY EQUIPMENT
»
c: z
co
c:
CJ)
~
"0
::0 CONDITIONS AIRSPEED IKIAS) WEIGHT ILBS)
~
0)
s: - MAXIMUM CONTINUOUS POWER 82 10,000
» - FLAPS 10° 92
'"....aa -l
101
13,000
16,000
0
Z
()
0 2,200
z
»-t
, ~ 2,000
co Z
0 m
'"»» 0 1,800 ~ »
fa ::l
z "0'- '" z
;U
." -l "~ '-1-<'
~"
fa 1-«';' 1,600 ~
0;;0
_-l
r
»z
I
en
~ ~ ~
w 1E~
m "'C ..
~«'..... " 1,400 ~
'::<(')
-l-l
."
r »
G)
-a
"0
w
w CD
x
0
;;0
~ 1,200 ~
15
:t
-t
m
en -a
"0
...
~:=:r'<" OJ
*':-z
1,000 ~
;;: (')
~
»z Z
0
-l
70
-oa
<'),+ u
LL
C
» ::0
"-"«'~;, 800 0
r w
m
0 600 ~
c ~
::0
m 400
." 0 ,
»G') OJ
m -< ~
;::T
200
-l
'"'"I:IJ I -10 o 10 20 30 40 10,000 11,000 12,000 13,000 14,000 15,000 16,000
m
0 TEMPERATURE - DEGREES CELSIUS WEIGHT - POUNDS
."
"~
'"
~
DO NOT USE THIS CHART TO DETERMINE MAXIMUM TAKEOFF WEIGHT
(jj
(J)
c:
m
-I
I
CLIMB PERFORMANCE
c m AT-802A WITH PT6A-67AG ENGINE & FIRE FIGHTING EQUIPMENT
~ Z
co
c:
5!l. ";00 CONDITIONS AIRSPEED (KIAS) WEIGHT (LBS)
~
-(j) ;;s:: - MAXIMUM CONTINUOUS POWER 82 10,000

'"....oo ~ - FLAPS 10° 92
101
13,000
16,000
0
Z
()
0
Z
);!
~ z
2,000
~
>
m
0 1,800
w
!:i
z
~
;:; z <ll 0;;0
-I 1,600 ~ --I
"tJ
> I "-t!<.
-1--" <';-
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DO NOT USE THIS CHART TO DETERMINE MAXIMUM TAKEOFF WEIGHT
1ii
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!;J m AT-802A WITH PT6A-67AG ENGINE & SPRAY EQUIPMENT & RAM INLET
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'""" DO NOT USE THIS CHART TO DETERMINE MAXIMUM TAKEOFF WEIGHT
1ii
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~ ~ DO NOT USE THIS CHART TO DETERMINE MAXIMUM TAKEOFF WEIGHT

Cii
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CLIMB PERFORMANCE
!;' m AT-802A WITH PT6A-65AG ENGINE & FIRE FIGHTING EQUIPMENT & RAM INLET
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'"~ ::; - MAXIMUM CONTINUOUS POWER 82 10,000
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~
."
'""" DO NOT USE THIS CHART TO DETERMINE MAXIMUM TAKEOFF WEIGHT

AIR TRACTOR, INC.
Olney, Texas
.-.------- MAXIMUM TAKE-OFF WEIGHTS

AIR TRACTOR AT-802A
WITH PT6A-67R, PT6A-67AF, PT6A-67AG, OR PT6A-67F ENGINE AND SPREADER
OR MICRONAIR UNITS
OAT OAT PRESSURE ALTITUDE
( °C) ( of) (FT)
0 1000 2000 3000 4000 5000 6000 7000 8000
9 48.2 16000 16000 16000 16000 16000 16000 16000 16000 15950
11 51.8 16000 16000 16000 16000 16000 16000 16000 16000 15900
13 55.4 16000 16000 16000 16000 16000 16000 16000 16000 15875
15 59.0 16000 16000 16000 16000 16000 16000 16000 16000 15825
17 62.6 16000 16000 16000 16000 16000 16000 16000 16000 15650
19 66.2 16000 16000 16000 16000 16000 16000 16000 15975 15350
21 69.8 16000 16000 16000 16000 16000 16000 16000 15775 15075
23 73.4 16000 16000 16000 16000 16000 16000 16000 15450 14775
25 77.0 16000 16000 16000 16000 16000 16000 15800 15125 14475
27 80.6 16000 16000 16000 16000 16000 16000 15475 14800 14175
29 84.2 16000 16000 16000 16000 16000 16000 15150 14475 13850
31 87.8 15475 15475 15475 15475 15475 15475 14825 14100 13525
33 91.4 15125 15125 15125 15125 15125 15125 14475 13800 13175
35 95.0 14775 14775 14775 14775 14775 14775 14100 13475 -
37 98.6 14400 14400 14400 14400 14400 14400 13725 - -
39 102.2 14025 14025 14025 14025 14025 14025 - - -
41 105.8 13650 13650 13650 13650 13650 - - - -
43 109.4 13225 13225 13225 13225 - - - - -
45 113.0 12800 12800 12800 - - - - - -
47 116.6 12350 12350 - - - - - - -
49 120.2 11900 - - - - - - - -
MAXIMUM TAKE-OFF WEIGHTS

AIR TRACTOR AT-802A
WITH PT6A-67R, PT6A-67AF. PT6A-67AG, OR PT6A-67F ENGINE AND SPRAY EQUIPMENT
( °C) ( of) (FT)
0 1000 2000 3000 4000 5000 6000 7000 8000
25 77.0 16000 16000 16000 16000 16000 16000 16000 16000 15925
27 80.6 16000 16000 16000 16000 16000 16000 16000 16000 15650
29 84.2 16000 16000 16000 16000 16000 16000 16000 15925 15400
31 87.8 16000 16000 16000 16000 16000 16000 16000 15625 15125
33 91.4 16000 16000 16000 16000 16000 16000 15925 15350 14825
35 95.0 16000 16000 16000 16000 16000 16000 15600 15075 -
37 98.6 15875 15875 15875 15875 15875 15875 15300 - -
39 102.2 15550 15550 15550 15550 15550 15550 - - -
41 105.8 15225 15225 15225 15225 15225 - - - -
43 109.4 14875 14875 14875 14875 - - - - -
45 113.0 14525 14525 14525 - - - - - -
47 116.6 14125 14125 - - - - - - -
49 120.2 13775 - - - - - - - -
NOTE: Weights shown in pounds.
Weight in kilograms =Weight in pounds times 0.45359
FAA APPROVED
ISSUED: MAY 30, 2007 AT-802AAIRPLANE FLIGHT MANUAL PAGE 33 OF 34
AIR TRACTOR, INC.
Olney, Texas
MAXIMUM TAKEOFF WEIGHTS

AIR TRACTOR AT-802A
WITH PT6A-67R, PT6A-67AG, PT6A-67AF, or PT6A-67F ENGINE and FIRE FIGHTING EQUIPMENT
OAT OAT PRESSURE ALT.
(0C) (OF) (FT)
0 1000 2000 3000 4000 5000 6000 7000 SOOO
7 44.6 16000 16000 16000 16000 16000 16000 16000 16000 16000
9 4S.2 16000 16000 16000 16000 16000 16000 16000 16000 16000
11 51.8 16000 16000 16000 16000 16000 16000 16000 16000 16000
13 55.4 16000 16000 16000 16000 16000 16000 16000 16000 16000
15 59.0 16000 16000 16000 16000 16000 16000 16000 16000 16000
17 62.6 16000 16000 16000 16000 16000 16000 16000 16000 16000
19 66.2 16000 16000 16000 16000 16000 16000 16000 16000 16000
21 69.8 16000 16000 16000 16000 16000 16000 16000 16000 16000
23 73.4 16000 16000 16000 16000 16000 16000 16000 16000 16000
25 77.0 16000 16000 16000 16000 16000 16000 16000 16000 16000
27 80.6 16000 16000 16000 16000 16000 16000 16000 16000 16000
29 84.2 16000 16000 16000 16000 16000 16000 16000 16000 16000
31 87.8 16000 16000 16000 16000 16000 16000 16000 16000 16000
33 91.4 16000 16000 16000 16000 16000 16000 16000 16000 15475
35 95.0 16000 16000 16000 16000 16000 16000 16000 16000 -
37 98.6 16000 16000 16000 16000 16000 16000 16000 - -
39 102.2 16000 16000 16000 16000 16000 16000 - - -
41 105.8 16000 16000 16000 16000 16000 - - - -
43 109.4 15950 15950 15950 15950 - - - - -
45 113.0 15575 15575 15575 - - - - - -
47 116.6 15175 15175 - - - - - - -
49 120.2 14800 - - - - - - - -
NOTE: Weights shown in pounds.

Weight in kilograms = Weight in pounds times 0.45359
FAA APPROVED
ISSUED: MAY 30, 2007 AT-802A AIRPLANE FLIGHT MANUAL PAGE 33A OF 34
AIR TRACTOR, INC.
Olney, Texas

AIR TRACTOR AT-802A
WITH PTA-65AG! -65R/-65AR/-658 ENGINE AND SPREADER
OR MICRONAIR UNITS
('C) ('F) (FT)
0 1000 2000 3000 4000 5000 6000 7000 8000
-1 30.2 15200 15200 15200 15200 15200 15200 15200 15200 15050
1 33.8 15200 15200 15200 15200 15200 15200 15200 15200 14975
3 37.4 15200 15200 15200 15200 15200 15200 15200 15200 14700
5 41.0 15200 15200 15200 15200 15200 15200 15200 15200 14500
7 44.6 15200 15200 15200 15200 15200 15200 15200 15200 14425
9 48.2 15200 15200 15200 15200 15200 15200 15200 15050 14175
11 51.8 15200 15200 15200 15200 15200 15200 15200 14700 13875
13 55.4 15200 15200 15200 15200 15200 15200 15050 14500 13775
15 59.0 15200 15200 15200 15200 15200 15200 14950 14275 13575
17 62.6 15200 15200 15200 15200 15200 15200 14750 14075 13450
19 66.2 15050 15050 15050 15050 15050 15050 14550 13875 13200
21 69.8 15000 15000 15000 15000 15000 15000 14350 13700 13025
23 73.4 14800 14800 14800 14800 14800 14800 14150 13475 12800
25 77.0 14600 14600 14600 14600 14600 14600 13925 13300 12675
27 80.6 14400 14400 14400 14400 14400 14400 13750 13125 12475
29 84.2 14175 14175 14175 14175 14175 14175 13550 12875 12225
31 87.8 13975 13975 13975 13975 13975 13975 13200 12700 12025
33 91.4 13750 13750 13750 13750 13750 13750 13100 12450 11800
35 95.0 13550 13550 13550 13550 13550 13550 12900 12275 -
37 98.6
39 102.2
13325
13100
13325
13100
13325
13100
13325
13100
13325
13100
13325
13100
12725
-
-
-
--
41 105.8 12875 12875 12875 12875 12875 - - - -
43 109.4 12650 12650 12650 12650 - - - - -
45 113.0 12425 12425 12425 - - - - .- -
47 116.6 12200 12200 - - - - - -- -
49 120.2 11950 - - - - - - -
AIR TRACTOR AT-802A
WITH PTA-65AGI -65RI -65ARI -658 ENGINE AND SPRAY EQUIPMENT
OAT OAT PRESSURE ALTTITUDE
('C) ('F) (FT)
0 1000 2000 3000 4000 5000 6000 7000 8000
5 41.0 16000 16000 16000 16000 16000 16000 16000 16000 15850
7 44.6 16000 16000 16000 16000 16000 16000 16000 16000 15750
9 48.2 16000 16000 16000 16000 16000 16000 16000 16000 15600
11 51.8 16000 16000 16000 16000 16000 16000 16000 16000 15450
13 55.4 16000 16000 16000 16000 16000 16000 16000 15850 15225
15 59.0 16000 16000 16000 16000 16000 16000 16000 15725 15125
17 62.6 16000 16000 16000 16000 16000 16000 16000 15525 14950
19 66.2 16000 16000 16000 16000 16000 16000 15850 15375 14775
21 69.8 16000 16000 16000 16000 16000 16000 15775 15200 14600
23 73.4 16000 16000 16000 16000 16000 16000 15600 15025 14475
25 77.0 15850 15850 15850 15850 15850 15850 15425 14875 14300
27 80.6 15800 15800 15800 15800 15800 15800 15250 14700 14125
29 84.2 15600 15600 15600 15600 15600 15600 15075 14525 13950
31 87.8 15450 15450 15450 15450 15450 15450 14875 14350 13700
33 91.4 15250 15250 15250 15250 15250 15250 14725 14075 13625
35 95.0 15100 15100 15100 15100 15100 15100 14575 14000 -
37 98.6 14900 14900 14900 14900 14900 14900 14375 - -
39 102.2 14725 14725 14725 14725 14725 14725 - - -
41 105.8 14525 14525 14525 14525 14525 - - - -
43 109.4 14350 14350 14350 14350 - - - - -
45 113.0 14175 14175 14175 - - - -- - -
47 116.6 13975 13975 - - - - - -
49 120.2 13775 - - - - - - - -
NOTE: Weight in kilograms = Weight in pounds times 0.45359
FAA APPROVED
ISSUED:DECEM8ER 15, 1994 AT-802A AIRPLANE FLIGHT MANUAL PAGE 338 OF 34
AIR TRACTOR, INC.
Olney, Texas
MAXIMUM TAKE·OFF WEIGHTS

AIR TRACTOR AT-802A
WITH PTA-65AGI-65R/-65AR/-65B ENGINE FIRE FIGHTING EQUIPMENT

('C) ('F) (FT)
0 1000 2000 3000 4000 5000 6000 7000 8000
7 44.6 16000 16000 16000 16000 16000 16000 16000 16000 16000
9 48.2 16000 16000 16000 16000 16000 16000 16000 16000 16000
11 51.8 16000 16000 16000 16000 16000 16000 16000 16000 16000
13 55.4 16000 16000 16000 16000 16000 16000 16000 16000 16000
15 59.0 16000 16000 16000 16000 16000 16000 16000 16000 16000
17 62.6 16000 16000 16000 16000 16000 16000 16000 16000 16000
19 66.2 16000 16000 16000 16000 16000 16000 16000 16000 15900
21 69.8 16000 16000 16000 16000 16000 16000 16000 16000 15725
23 73.4 16000 16000 16000 16000 16000 16000 16000 16000 15525
25 77.0 16000 16000 16000 16000 16000 16000 16000 16000 15325
27 80.6 16000 16000 16000 16000 16000 16000 16000 15800 15250
29 84.2 16000 16000 16000 16000 16000 16000 16000 15600 14950
31 87.8 16000 16000 16000 16000 16000 16000 16000 15375 14725
33 91.4 16000 16000 16000 16000 16000 16000 15775 15175 14550
35 95.0 16000 16000 16000 16000 16000 16000 15625 14800 -
37 98.6 16000 16000 16000 16000 16000 16000 15425 - -
39 102.2 15825 15825 15825 15825 15825 15825 - - -
41 105.8 15600 15600 15600 15600 15600 - - - -
43 109.4 15400 15400 15400 15400 - - - - -
45
47
113.0
116.6
15175
14950
15175
14950
15175
-
-
-
-
-
-
-
-- -
-
-
-
49 120.2 14675 - - - - - - - -
NOTE: Weight in kilograms = Weight in pounds times 0.45359
FAA APPROVED
ISSUED: DECEMBER 15, 1994 AT·802A AIRPLANE FLIGHT MANUAL PAGE 33C OF 34
AIR TRACTOR, INC.
Olney, Texas
SECTION 5 - WEIGHT AND BALANCE
SERIAL NO. 802A-0463 Date Weighed: 7/17/12

LEVELING MEANS: Top of gear leg 5' tail down.
DATUM: Wing Leading Edge
WEIGHTS !lbs) CONDITIONS
Left Main Wheel 2980 Oil (10 Quarts) (-52.0)

Right Main Wheel 2939 Fuel (None) (+33.0)
Tail Wheel 960 Spray Equipment Installed
Empty Weight & C.G. 6878 Ibs.@ 29.6"
Sample Loadings: FORWARD C.G. AFTC.G.

Weight Station Moment Weight Station Moment
(Ibs) (in.) (in-Ibs) (Ibs) (in.) (in-Ibs)
Main Wheels 5918.4 -10.3 -60960 5918.446 -10.3 -60960

Tail Wheel 959.55 275.5 264357 959.5542 275.5 264357
Pilot 170 84.0 14280 170 84.0 14280
Observer 0 123.0 0 0 123.0 0
'Unusable Fuel 40 33.0 1320 40 33.0 1320
'Fuel 0 33.0 0 2521 33.0 83193
Rinse Tank Water 149 -27.8 -4142 0 -27.8 0
Hopper Payload 8763 20.5 179642 0 20.5 0
16000 394497 9609 302190
Forward C.G. ; 394497 ; 24.7 .. (Limit is 23.0" at 16,000 Ibs.)

16000
Aft C.G. 302190 31.4 .. (Limit is 27.0" at 16,000 Ibs.)
9609 (Limit is 30.59" at 14,800 Ibs.)
(Limit is 32.0" at 10,200 Ibs.
With Swathmaster)
For Optional 380 gal. (374 usable) Fuel: (Limit is 35.0" at 10,300 Ibs.)
Full Fuel 2521 Ibs. @ 33.0 in.
For Optional 308 gal. (302 usable) Fuel:
Full Fuel 2036 Ibs. @ 33.0 in.
For Standard 256 gal. (250 usable) Fuel:
Full Fuel 16851bs. @ 33.0 in.
Unusable Fuel; 40.0 Ibs. @ 33.0 in. (for Standard & Optional Fuel Tanks)
Water; 8.33 Ibs.lgal, Jet A; 6.74 Ibs.lgal
FAA APPROVED
AIR TRACTOR, INC.
Olney, Texas
EQUIPMENT LIST
* Installed in aircraft
SERIAL NO. 802A-0463 Date: 7/17112
Item Reference Weight (Ibs.) Station (in.)

* Air Conditioner, Engine Driven Dwg.60719 88.0 +50.8
* Attitude Gyro Dwg.51625 2.5 +74.0
Automatic Flagman Dwg.80612 15.0 +49.0
* Batteries Dwg.60373 121.5 -18.0
* Cockpit Heater Dwg.51477 13.0 +38.0
Conventional Fire Gate Dwg.80343 86.0 +22.0
Crop Hawk Flowmeter Dwg.80472 8.0 +60.0
Directional Gyro Dwg.51625 2.5 +73.0
* Drift Finder Smoker Dwg.80610 18.0 +100.0
ELT Dwg.60554 4.0 +94.0
* Fire Extinguisher Dwg. 11421 6.0 +84.0
Fire Gate (Computerized) Dwg.80540 411.0 +22.0
Fire Gate Spray System Dwg.80745 122.0 +66.0
Foam Tank Dwg. 80576 SHT 2 36.0 -28.0
48 Extra Nozzles Dwg.80037 17.0 +90.4
GPS Garmin 150 Dwg.60619 4.0 +76.0
Garmin GMA 340 Audio Control Dwg.61155 1.6 +76.0
Garmin GNS 530 GPS NAV COM Dwg.61163 8.5 +76.0
Garmin GNS 430 GPS NAV COM Dwg.61161 6.5 +76.0
Garmin GNC 250XL GPS COM Dwg.61159 3.5 +76.0
Garmin GTX 327 Transponder Dwg.6·1157 3.1 +76.0
Garmin SL40 COM Dwg.61339 3.1 +76.0
GPS Trimble TNL 2000 Dwg.60663 3.8 +76.0
* Hopper Rinse System Dwg.80900 35.2 -27.8
King ADF KR87 Dwg.60451 6.0 +76.0
King Audio Control Console Dwg.60451 3.0 +76.0
King COM or NAV/COM Radio Dwg.60616 5.0 +76.0
King DME Dwg.60451 4.0 +75.0
King HSl/Slaved Compass Dwg.60451 6.0 +73.0
King NAV KN53 Dwg.60663 8.7 +76.0
King LMH 3142 Radio Dwg.60436 6.0 +76.0
King Transponder and Encoder Dwg.60434 3.0 +76.0
King KHF 950 Radio Dwg.61001 27.9 +89.0
King KRA 10A Radar All. Dwg.61004 4.2 +93.0
King KRA 405B Radar All. Dwg.61196 4.2 +93.0
FAA APPROVED
ISSUED: APRIL 16,2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 34A OF 34
AIR TRACTOR, INC.
Olney, Texas
EQUIPMENT LIST
* Installed in aircraft
SERIAL NO. 802A-0463 Date: 7/17/12
Item Reference Weight (lbs.) Station (in.)

KingKLN 89B GPS Dwg.60992 5.3 +50.0
King KR22 Marker Beacon Dwg.60473 4.0 +74.0
Loader Seat Dwg. 11742 32.0 +126.0
Loran-C Dwg.60451 5.0 +50.0
Micronair Spray System Dwg.80678 164.0 +62.0
NAT Audio Control AA24 Dwg.60663 2.8 +50.0
* Night Working Lights Dwg.60382 14.4 +33.0
Optional Instruments Dwg.51625 3.5 +57.0
Public Address/Siren Dwg.60922 28.0 +95.0
* Standard Spray System Dwg.80472 132.0 +48.0
* Strobe, Panel, Flap Lights Dwg.60329 6.0 +46.0
S-T ec Autopilot Dwg.70656 22.0 +110.0
Swathmaster Spreader Dwg. 80634 or 80776 122.0 +26.0
Transland 10" Gatebox Dwg.81745 117.5 +50.0
* Turn Coordinator Dwg.51625 1.2 +73.0
Turn Indicator Dwg.51625 1.3 +73.0
Vane Type Spreader Dwg.80697 115.0 +26.0
* Windshield Washer Dwg. 80439 or 80441 10.0 +81.0
* Windshield Wiper Dwg.60177 4.8 +86.0
/-,
FAA APPROVED
ISSUED: APRIL 16,2009 AT-802A AIRPLANE FLIGHT MANUAL PAGE 348 OF 34
AIR TRACTOR, INC.
Olney, Texas
SECTION 6 - MODIFICATIONS REQUIRED FOR SULPHUR DUSTING
TABLE OF CONTENTS
PAGE NO.
General 34D
Sulphur Dust Fires 34D
Combustible Liquid Spraying 34G
FAA APPROVED
ISSUED: NOVEMBER 26. 1997 AT·802A AIRPLANE FLIGHT MANUAL PAGE 34C OF 34
AIR TRACTOR, INC.
Olney, Texas
SECTION 6 - MODIFICATIONS REQUIRED FOR SULPHUR DUSTING
GENERAL
Despite most careful precautions taken by operators of crop dusting or spraying airplane
fires continue to occur. In the majority of cases, these fires are the result of accidents in which
the aircraft is damaged and subsequently catches fire. However, fires still occur in the air and on
the ground. Certain precautionary measures which may be taken to reduce these hazards are
given in the following sections.
SULPHUR DUST FIRES
Sulphur dust as used in sulphur dusting is very combustible. Sulphur itself has a very low
ignition point and is highly combustible when atomized with air which occurs during dusting
operations. Also, due to its excellent dielectric properties, sulphur picks up electric charges
readily, which, under atmospheric conditions oflow relative humidity, may result in combustion.
There are actual cases of sulphur igniting when thrown from a workman's shovel due to static
electricity. Although such occurrences are rare, they serve as examples of how easily sulphur can
be ignited. In the industrial handling of sulphur (pulverizing, grinding, etc.) every effort is made
to prevent the formation of a cloud of sulphur dust because ofthe danger of explosion. In airplane
dusting operations, however, reverse conditions exist since, generally speaking, the objective is
to form a cloud of sulphur in order to distribute the insecticide widely, Obviously, the problem of
fire prevention in sulphur dusting operations is more complicated than in industry.
Miscellaneous. The importance of using extreme care in sulphur dusting operations

cannot be overemphasized. Typical causes of sulphur fires and representative precautions are as
follows:
(1) Dusting with a dirty airplane coated with oil and sulphur dust is inviting trouble.
Aircraft used for spreading sulphur should be kept as clean as possible at all times.
(2) The engine exhaust system should be maintained free from leaks and the best grades
of lubricating oil should be used in order to decrease carbon formation.
(3) Care should be exercised while loading the hopper in order to prevent foreign matter
such as wire, paper, etc., from getting in the hopper. Such foreign matter may cause a spark or
clog the agitator shaft and cause it to overheat, thus starting a fire.
(4) Smoking in the vicinity of sulphur dust should never be permitted.
FAA APPROVED
ISSUED: JULY 12,1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 340 OF 34
AIR TRACTOR, INC.
Olney, Texas
(5) Fires which occur while dusting with sulphur usually occur dUIing conditions oflow
relative humidity. Relative humidity is usually lowest duIing the late morning and early afternoon.
Therefore, as a further precaution against sulphur dust fires, dusting should be done only in the
early morning or late evening, preferably duIing the early morning.
(6) The throttle should not be opened suddenly except in case of emergency. A sudden
blast of exhaust frequently throws sparks from the exhaust into the dust swath.
Due to the fact that the pull-up at the end of the field directs the exhaust downward
towards the dust swath, it is also suggested that the hopper gate be closed prior to effecting the
pull-up at the end of the field to minimize the pOSSibility of fire. This may reduce the efficiency of
the dusting operations slightly, however, the pilot can always make a tIip across the ends to spread
dust on the parts of the field missed by closing the gate early.
(7) Compartments where dust might collect should be ventilated and be free of ignition
sources such as electIical circuits unless special provisions are made to prevent sparks from short
circuits or other sources such as unsealed circuit breakers.
(8) The hazards of dusting with sulphur must not be minimized because of previous
favorable expeIience. Remember. it takes only one act of carelessness or inattention to cause a
disastrous fire.
Sparks From the Engine Exhaust. Fires due to hot carbon sparks from the engine
exhaust can, of course, be prevented by keeping the exhaust discharge and sulphur dust apart.
The engine exhaust system should be so arranged that it will not discharge exhaust gases under
or along the bottom of the alrplane. Sulphur will ignite at a temperature of apprOximately 5000
F when discharged from the cylinder. Although the gases will cool conSiderably in the exhaust
manifold and will cool further upon coming in contact with the outside air, potential fire hazards
still exist. It is therefore desirable to place the exhaust outlet as far away from the path of the
sulphur discharge as possible. The exhaust discharge should, in addition, be so directed that it
will not be blown into the dust swath when a pull-up is effected. The most satisfactory location
for the exhaustis above the top wing of the airplane with the outlet directed outward and upward.
Static Electricity. All aircraft engaged in spreading sulphur dust should be completely
bonded by connecting all metal parts with electIical cable and also should be provided with sharp
pOinted static discharge rods on each wing tip in order to provide the maximum of protection
against a spark discharge. Complete bonding of an airplane will prevent differences in electIical
potential between various metal parts and will thereby prevent sparks from occurIing between
these parts. For this reason, even though it is sometimes not possible or practical to completely
bond all parts of the wings and tail surfaces. at least the fuselage aft and in the vicinity of the
hopper, the struts and fittings adjacent to the hopper and the hopper itself should be bonded.
FAA APPROVED
ISSUED: NOVEMBER 29, 1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 34E OF 34
AIR TRACTOR. INC.
Olney. Texas
Poorly Designed or Improperly Fitted Agitator Shafts. Agitator shaft bearings are
frequently not lubricated properly and are not sealed against the entry of sulphur dust. On some
installations the hopper sags when loaded and causes the shaft to bind in its bearings. A shaft
operating under these conditions will frequently overheat. and may readily reach temperatures
sufficiently high to ignite the sulphur that has collected in and around the bearings.
Agitator shaft bearings should be sealed against the entry of sulphur dust and provided
with sealed type bearings or else made accessible for lubrication. The installation should be so
designed that sagging the hopper will not cause the bearings to bind.
There should be sufficient clearance between the agitator blades and the sides of the
hopper to preclude the possibility of the blades striking the hopper. However, the clearance should
not be excessive; otherwise dust may pack up on the sidewalls of the hopper. thereby resulting
in friction hazards.
Inadequate Ventilation. It is the experience of numerous operators that improperly

designed ventilating systems defeat the purpose for which they are intended, in that entrance of
dust (instead of clean air) is facilitated. Obviously. a poor ventilating system is worse than none
at all. A properly designed ventilating system requires adequate and properly located ducts. If
closed spaces cannot be properly ventilated. it might be advisable to close them off entirely. Access
openings should be provided for inspection and removal of dust. Detachable covering also may
be practicable for this purpose.
The design and position of the venturi is important in connection with keeping the airplane
free from dust. The venturi should be designed and positioned on the airplane so that the flow of
dust will be directed downward and clear of the airplane. A venturi embodying a flat upper surface
and a cambered lower surface with a progreSSively increasing droop at the trailing edge may prove
helpful.
FAA APPROVED
ISSUED: NOVEMBER 29,1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 34F OF 34
AIR TRACTOR, INC.
Olney, Texas
COMBUSTffiLE LIgUID SPRAYING
The aforementioned considerations concerning sulphur dusting fires. In general, are also
considered applicable to combustible liquid insecticides. The material pertaIning to carelessness,
sparks from engine exhaust, static electricity, and ventilation is considered particularly pertinent.
Other items conSidered applicable to combustible liqUid insecticides are as follows:
Lines Containing Inflammable Fluids. All lines carrying inflammable fluids should be
of material having a resistance to fire equilavent to that of aluminum alloys. Hose and clamp type
connections should not be used In lines which are under pressure. Where a line operates under
pressure a connection having fire resistance equivalent to the remainder of the lIne should be
used.
Compartments Containing Inflammable Liquids. Compartments containIng inflam-

mable liqUid containers or lines which carry inflammable liquids should be ventilated and drained
With care so that a combustible mixture is not likely to accumulate. All paris of the compartment
should be bonded electrically to prevent the possibility of sparks igniting any combustible liquid
or mixture that might accumulate. In addition, these compartments should be free of ignition
sources such as electrical curcuits and junction boxes whenever possible.
Fluid Shut-Off Provisions. Valves or other means of shutting off the flow of combustible
liquids in the event of a fire should be prOvided. These valves should be located as near the tank
as practicable.
FAA APPROVED
ISSUED: NOVEMBER 29, 1997 AT-802A AIRPLANE FLIGHT MANUAL PAGE 34G OF 34
Exemption_No. 5651
UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
WASHINGTON, D. C. 20591
* * * * * * * * * * * * * * * * * * **
In the matter of the petition of
Air Tractor Inc. ** Regulatory Docket No. 27122
for an exemption from § 61.31(a) (1) *
*
of the Federal Aviation Regulations *
*
* * * * * * * * * * * * * * * * * * *
GRANT OF EXEMPTION
By letter dated January 7, 1993, Mr. Leland Snow,
President, Air Tractor Inc., petitioned on behalf of the
operators of the Air Tractor AT-802 and AT-802A, for an exemption
from § 61.31(a) (1) of the Federal Aviation Regulations (FAR).
This exemption would permit pilots of Air Tractor models AT-802
and AT-802A to operate these airplanes without a type rating
although the maximum gross weight of these airplanes exceeds
12,500 pounds.
The petitioner requires relief from the following regulations:

Section 61.31(a) (1) prescribes, in pertinent part, that no
person may act as pilot in command of a large aircraft
unless that person holds a type rating for that aircraft.
The petitioner supports its request with the following

information:
The petitioner states that the AT-802 is a 2-seat turbine-

powered airplane designed for agricultural, forest
protection, or narcotic crop eradication. The AT-802A is a
single seat version of the AT-802. Both airplanes may be
powered by Pratt & Whitney PT6 engines with shaft horse-
power ranging from 1100 to 1424.
Air Tractor states that the AT-802/802A are currently

certified to a maximum gross weight of 12,500 pounds. with
a partial fuel load and 600 gallons of chemicals in the
hopper, these airplanes will be at their maximum certified
gross weight of 12,500 pounds. The hoppers of these
AFS-93-183-E
2
airplanes have a capacity of 800 gallons. Consequently,

these airplanes are being recertified to a maximum gross
weight of 16,000 pounds.
The petitioner states that the complexity of these models

of airplanes does not increase with the increase in maximum
gross weight. The AT-802/802A is equipped with a fixed
gear, simple controls, and the same level of complexity as
smaller turbine-powered agricultural airplanes. The
petitioner states that the AT-802/802A airplanes are scaled
up versions of the AT-502/503A airplanes with nearly
identical cockpit, instruments, engine, and flight
controls. The AT-502/503A airplanes have a maximum gross
weight of 8,000 pounds.
The petitioner states that the AT-802A has better
performance than the AT-802 and believes that they will
sell 10 AT-802As for every AT-802. They intend to sell
every aircraft they manufacture. There may not be a two
seat (AT-802) version of the airplane at the factory at the
time of purchase of an AT-802A. Consequently, if a type
rating is to be required, the type rating practical test
would have to be conducted with an examiner observing from
the ground.
The petitioner believes that, without this exemption, an
undue economic burden would be placed on both the FAA and
the owners and pilots of the AT-802/802A airplanes. When
an airplane is ready to be picked up at the factory, the
pilot or owner would need to arrange to have an inspector
from the Fort Worth Flight Standards District Office (FSDO)
travel to the Air Tractor facility to conduct a type rating
flight check. This would be required for every sale. In
addition, once the airplane was delivered to the home base
of the operator, the operator would be required to arrange
for a type rating flight check with the FAA for each pilot
that would fly the airplane.
Additionally, the petitioner believes that the sales of the
AT-802/802As would be adversely affected if this petition
is denied. No sales prospect would buy an aircraft without
first flying it to evaluate the load hauling capabilities
and flight characteristics.
3
Finally, the petitioner believes that it is in the public

interest to encourage the replacement of ex-military or ex-
airline aircraft used in fire-fighting with modern reliable
turbine-powered aircraft. The AT-802/802A fulfills this
need and a denial of this exemption would be detrimental to
the sale of this aircraft and would not be in the public
interest.
A summary of the petition was published in the Federal
Register on February 25, 1993 (58 FR 11435). No comments were
received.
The Federal Aviation Administration's (FAA) analysis/summary is

as follows:
The FAA has evaluated this request and finds that a grant
of exemption is in the public interest.
The AT-802/802A airplanes are currently being operated with
experimental airworthiness certificates; the limitations of
the experimental airworthiness certificates currently
include a 12,500 pound maximum gross weight. Air Tractor
has applied for a type certificate in the restricted
category, for which the maximum gross weight would be
16,000 pounds, and for which the special purpose operations
would include agricultural and pest control, forest and
wildlife conservation, and narcotic crop eradication. The
FAA expects to approve the certificate for agricultural
special purpose operations, in the near future. Upon
issuance of the type certificate, restricted category
airworthiness certificates could be issued.
section 61.31(a) (1) requires that a pilot in command must

hold a type rating for an aircraft that has a maximum
certificated takeoff weight of over 12,500 lbs. Normally,
as weight of an aircraft increases the complexity of an
aircraft increases. The FAA determined that, normally, at
12,500 lbs, the complexity of an aircraft is at a point
that requires the additional training and checking for a
type rating to maintain an acceptable level of safety.
The FAA has evaluated the AT-802 and AT-802A and has
determined that those airplanes are not of sufficient
complexity to require the persons involved in the types of
special operations that would be listed on the restricted
category airworthiness certificates to hold a type rating.
4
The petitioner believes that, without this exemption, an

undue economic burden would be placed on both the FAA and
the owners and pilots of the AT-802/802A model airplanes.
The FAA has determined that requiring every AT-802/802A
pilot to comply with the training and flight test
requirements of § 61.63(d) (2) and (3), would be an undue
economic burden.
The FAA recognizes that these airplanes, which would

operate with restricted category airworthiness
certificates, are unique in that they are manufactured
specifically for agricultural type operations and are at a
level of complexity that does not warrant a type rating.
To ensure an appropriate level of safety is maintained,
operations under this exemption will be limited to AT-802
and AT-802A airplanes that operate under a restricted
category airworthiness certificate.
Although the FAA has also determined that the handling

characteristics of the AT-802/802A airplanes do not warrant
a type rating, the FAA has, however, determined that an
aircraft of the size of an AT-802/802A could have different
handling characteristics than smaller, lighter aircraft.
Consequently, the FAA has determined that, prior to
operating the AT-802/802A, the pilot in command must have
received instruction on the manufacturer's recommended
training curriculum from an authorized flight instructor on
the systems, performance, and handling characteristics of
the AT-802 and/or AT-802A, as appropriate to the airplane
involved.
In consideration of the foregoing, I find that a grant of

exemption is in the public interest. Therefore, pursuant to the
auth9rity contained in Sections 313(a) and 601(c) of the Federal
Aviation Act of 1958, delegated to me by the Administrator
(14 CFR 11.53), Air Tractor, Inc., and pilots of the Air Tractor
models AT-802 and AT-802A are granted an exemption from
§ 61.31(a) (1) of the Federal Aviation Regulations to the extent
necessary to permit them to operate the Air Tractor Models AT-802
and AT-802A without holding a type rating for that airplane
subject to the following conditions and limitations:
1. This exemption is applicable only to Air Tractor Models AT-
802 and AT-802A that operate under a restricted category
airworthiness certificate.
2. The manufacturer shall develop and maintain a training

manual that includes the aircraft systems, performance, and
handling characteristics.
5
3. Prior to operations under this exemption, the pilot must

have successfully completed ground instruction from an
appropriately rated flight instructor on the systems,
performance, and handling characteristics of the AT-
802/802A. A record of this instruction must be made
available by the pilot upon request by the Administrator.
4. A copy of this exemption may either be incorporated into the

FAA approved flight manual or carried on the airplane while
operating under this exemption.
Unless sooner superseded or rescinded, this exemption expires on
~pr~19/4~
~J.~·I
Acting Director
Flight Standards Service
Issued in Washington, D. C., on April 30, 1993.

800 Independence Ave .. S.W.
u.s. Department Washington. D.C. 20591
of Transportation
Federal Aviation
Administration
Exemption Na.5651A
Regulatory Docket No. 27122
Mr. Leland Snow

President, Air Tractor Inc.
P.O. Box 485
Olney, TX 76374
Dear Mr. Snow:
This is in ret'erence to your letter ua';':'ed j/iay 5, 1993, an..::!.
conversation on May 3, 1993, in which you petitioned for an
amendment of Exemption No. 5651, from § 61.31(a) (1) of the
Federal Aviation Regulations (FAR). That exemption permits Air
Tractor Inc., and pilots of the Air Tractor models AT-802 and
AT-802A to operate these airplanes without a type rating although
the maximum gross weight of these airplanes exceeds 12,500
pounds.
Air Tractor petitioned to change Condition Nc,- 3. Condition
No. 3 requires that prior to operations under this exemption, the
pilot must have successfully completed ground instruction from an
appropriately rated flight instructor on the systems,
performance, and handling characteristics of the AT-802/802A. A
record of this instruction must be made available by the pilot
upon request by the Administrator. The petitioner states that
Air Tractor has no flight instructors experienced in agricultural
aircraft. The petitioner believes that allowing Air Tractor
agents, whom have thousands of hours of flight experience in
agricultural type turbine-powered aircraft, to conduct the
required instruction would produce a"higher level of safety than
to hire flight instructors, train them, and require them to
. conduct this instruction. Since these instructors would have
0<1:":'1 '" minimum expe:o:-ience, the training the,y ·would give would be
of a lower quality than instruction given by Air Tractor's
authorized agents. Consequently, allowing Air Tractor's
authorized agents to give this instruction would be in the public
interest.
Additionally, the petitioner also believes that since cockpit,

instruments, speeds, systems, performance, and handling
characteristics of the AT-802A are the same as the AT-502 there
is no reason to require instruction on the AT-802A for a pilot of
the AT-502.
AFS-93-481-E
2
The FAA has determined that good cause exists for waiving Federal
Register publication and comment procedures because any delay in
acting on this petition would be detrimental to the Air Tractor
Inc. Therefore, the FAA has waived the requirement for
publication and comment.
The FAA issued Exemption No. 5651 on April 30, 1993. This
exemption included conditions and limitations to ensure that a
level of safety equivalent to that provided by the rule from
which the exemption was issued.
The FAA has evaluated the petitioner's request to allow its
authorized agents to conduct the required flight instruction and
has determined that, with appropriate experience, the request has
merit. The experience requirements for these authorized persons
are listed in the conditions and limitations of this exemption.
The FAA has also evaluated the petitioner's request to exempt

pilots of the AT-502 from the instruction requirement in
Condition No.3. Evaluation and flight testing revealed that the
performance and handling characteristics of the AT-802 and AT-
802A airplanes are almost identical to the AT-502. The minor
differences (e.g. the cockpit is 1~ feet higher off the ground)
would not warrant any extra training for these pilots. However,
to ensure an appropriate level of safety is maintained, the FAA
has determined that for a pilot to be exempted from the
instruction requirement he or she must have at least 100 hours of
flight time experience, with at least 10 hours in the preceding
12 calendar months, in an AT-502. Consequently, the conditions
and limitations have been changed to reflect this.
In consideration of the foregoing, I find that a grant of
exemption is in the public interest. Therefore, pursuant to the
authority contained in Sections 313(a) and 601(c) of the Federal
Aviation Act of 1958, delegated to me by the Administrator
(14 CFR 11.53), Air Tractor, Inc., and pilots of the Air Tractor
models AT-802 and AT-802A are granted an exemption from
§ 61.31(a) (1) of the Federal Aviation Regulations to the extent
necessary to permit them to operate the Air Tractor Models AT-802
and AT-802A without holding a type rating for that airplane. Air
Tractor Inc., and pilots of the Air Tractor models AT-802 and AT-
802A are subject to the previously established conditions and
limitations of Exemption No. 5651, by revising Condition No.3,
renumber Conditions No. 4 to Condition No. 6 and by adding a new
Condition Nos. 4 and 5. The conditions and limitations of
Exemption No. 5651, as amended, read as follows:
1. This exemption is applicable only to Air Tractor Models AT-

802 and AT-802A that operate under a restricted category
airworthiness certificate.
3
2. The manufacturer shall develop and maintain a training

manual that includes the aircraft systems, performance, and
handling characteristics.
3. Except as provided in Condition No.5, prior to operations

under this exemption, the pilot must have successfully
completed ground instruction on the systems, performance,
and handling characteristics of the AT-802/802A. A record
of this instruction must be made available by the pilot upon
request by the Administrator.
4. The person authorized to give instruction under this

exemption must meet the following minimum qualifications:
a. Be authorized by Air Tractor Inc., to give this
instruction;
b. Hold at least a commercial pilot certificate; and

c. Meet the following experience requirements:
i. 500 hours of flight time in turbine-powered

agricultural type airplanes; or
ii. 1000 hours of flight time in agricultural type

airplanes which includes at least 100 hours of
flight time in an AT-502 or AT-802/802A.
5. pilots who have logged at least 100 hours of flight time,
with at least 10 hours in the preceding 12 calendar months,
in an Air Tractor AT-502, need not complete the training
requirement of Condition No.3. A record of this flight
time must be made available by the pilot upon request by the
Administrator.
6. A copy of this exemption may either be incorporated into the

FAA approved flight manual or carried on the airplane while
operating under this exemption.
This amendment is part of and must be attached to Exemption

No. 5651. Unless sooner superseded or rescinded, this exemption
expires on April 30, 1995.
;;;;?)1;.~' #L:1J-
William J.
Acting Director, Flight Standards
Service
800 Independence Ave .. S.W.
u.s. Department Washington, D.C. 20591
of Transportation
Federal Aviation
Administration
JAN 18 1995
Exemption No. 5651B

Ms. Kristin Snow

Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Snow:
This is in response to your October 17, 1994, letter petitioning on behalf

of Air Tractor, Inc., for an extension of Exemption No. 5651, as amended.
That exemption from § 61.31(a)(1) of the Federal Aviation Regulations
permits Air Tractor, Inc., and pilots of the. Air Tractor models AT-802
and AT-802A to operate these airplanes without holding a type rating,
although the maximum gross weight of these airplanes exceeds 12,500 pounds.
In your petition, you state that the conditions and reasons presented in
the original petition upon which the exemption was granted remain
unchanged.
The Federal Aviation Administration (FAA) has determined that good cause
exists for not publishing a summary of the petition in the Federal Register
because the requested extension of the exemption would not set a precedent
and any delay in acting on this petition would be detrimental to Air
Tractor, Inc.
The FAA has determined that the justification for the issuance of
Exemption No. 5651, as amended, remains valid with respect to this
exemption.
In consideration of the foregoing, I find that a grant of exemption is in

the public interest. Therefore, pursuant to the authority contained in
sections 3l3(a) and 60l(c) of the Federal Aviation Act of 1958, as amended,
delegated to me by the Administrator (14 CFR 11.53), Exemption No. 5651, as
amended, is hereby further amended by extending its April 30, 1995,
termination date to April 30, 1997, unless sooner superseded or rescinded.
AFS-95-035-E
2
All other conditions and limitations of Exemption No. 5651, as amended,

remain the same. This letter shall be attached to, and is a part of,
Exemption No. 5651.
Sincerely,
·f:lJlJ-
William J. Wnite
Act i ng Di rector
Flight Standards Service
u.s. Department 800 Independence Ave., S.W
of Tronsportotion Washington, D.C. 20591
Federal Aviation
Administration
Exemption No. 5651C

MAY 2 1997
Ms. Kristin Snow
Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Snow:
This is in response to your April 25, 1997, letter petitioning the Federal
Aviation Administration (FAA) on behalf of Air Tractor, Inc. (Air Tractor),
for an extension of Exemption No. 5651, as amended. That exemption from
§ 61.31(a) (1) of Title 14, Code of Federal Regulations (14 CFR) permits Air
Tractor and pilots of Air Tractor model AT-802 and AT-802A airplanes to
operate those airplanes without holding a type rating, although the maximum
gross weight of the airplanes exceeds 12,500 pounds.
In your petition, you indicate that the conditions and reasons regarding
public interest and safety, presented in the original petition upon which
the exemption was granted, remain unchanged.
The FAA has determined that good cause exists for not publishing a summary
of the petition in the Federal Register because the requested extension of
the exemption would not set a precedent, and any delay in acting on this
petition would be detrimental to Air Tractor.
exemption.

the public interest. Therefore, pursuant to the authority contained
in 49 U.S.C. §§ 40113 and 44701, delegated to me by the Administrator
(14 CFR § 11.53), Exemption No. 5651, as amended, is hereby further amended
by extending its April 30, 1997, termination date to April 30, 1998, unless
sooner superseded or rescinded.
AFS-97-284-E
2

Exemption No. 5651.
Sincerely,
~IK
Thomas E Stuckey, Acting Director, Flight Standards Service
u.s. Department 800 Independence Ave .. S.W.
of Transportation Washington. D.C. 20591
Federal Aviation
Administration
Exemption No. 5651D

JAN 1 5 i998
Ms. Kristin Snow

Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Snow:
This is in response to your November 20, 1997, letter petitioning the

Federal Aviation Administration (FAA) on behalf of Air Tractor, Inc.
(Air Tractor), for an extension of Exemption No. 5651, as amended. That
exemption from § 61.31(a) (1) of Title 14, Code of Federal Regulations
(14 CFR) permits Air Tractor and pilots of Air Tractor AT-802 and
AT-802A airplanes to operate those airplanes without holding a type rating,
although the maximum gross weight of the airplanes exceeds 12,500 pounds.
exemption.

AFS-98-068-E
2

Exemption No. 5651.
~
R~chard Gor:JJ~~
o.
Acting Director, Flight Standards Service
u.s. Department 800 Independence Ave .. S.W
of Tronsporlation Washington. D.C. 20591
Federal Aviation
Administration
MAR 23 1900 Exemption No. 5651E

Ms. Kristin Snow

Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Snow:
This is in response to your January 5, 1999, letter petitioning the

(Air Tractor), tor a l-year extension of Exemption No. 5651, as amended.
That exemption from § 61.31(a) (1) of Title 14, Code of Federal Regulations
(14 CFR) permits Air Tractor and pilots of Air Tractor AT-802 and AT-802A
airplanes to operate those airplanes without holding a type rating,
although the maximum gross weight of the airplane exceeds 12,500 pounds.
exemption.

by extending its April 30, 1999, termination date to April 30, 2000,
unless sooner superseded or rescinded.

Exemption No. 5651.
Sincerely,
L. Nicholas Lacey
Director, Flight Standard Service
u.s. Department 800 Independence Ave .. S.W.
r------, of Transportation Washington. D.C, 20591
Federal Aviation
Administration
Exemption No. 5651F

MAR 21 am Regulatory Docket No. 27122
Ms. Kristin Snow

Air Tractor, Inc.
P.O. Box 485
Olney,' TX 76374
Dear Ms. Snow:,
This is in response to your November 11, 1999, letter petitioning the

(Air Tractor), for an extension of Exemption No. 5651, as amended. That
exemption from § 61.31(a) (1) of Title 14, Code of Federal Regulations'
(14 CFR) permits Air Tractor and pilots of Air Tractor AT-802 and
AT-802A airplanes to operate those airplanes without holding a type rating,
In your petition, you indicate ,that the conditions and reasons regarding
The FAA has determined that good cause 'exists for not publishing a summary
The FAA has determined that the justification for .the issuance of
exemption.


Exemption No. 5651.
Sincerely,
L. Nicholas Lacey
Dir~ctor, Flight Standards Service
u.s. Department 800 Independence Ave .. SW.
Federal Aviation
Administration
MAR 1 1 2002 Exemption No. 5651G

Regulatory Docket No. FAA-2002-11498
Ms. Kristin Snow

Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Snow:
This is in response to your December 17, 2001, letter petitioning the

Federal Aviation Administration (FAA) on behalf of Air Tractor, Inc. (Air
Tractor) for an extension of Exemption No. 5651, as amended. That
exemption from § 61.31(a) (1) of Title 14, Code of Federal Regulations
(14 CFR) permits Air Tractor and pilots of Air Tractor AT-802 and AT-802A
airplanes to operate those airplanes without holding a type rating,
exemption.

in 49 U.S.C. §§ 40113 and 44701, delegated to me by the Administrator,
Exemption No. 5651, as amended, is hereby further amended by extending its
April 30, 2002, termination date to April 30, 2004, unless sooner
superseded or rescinded.
AFS-02-186-E
2

Exemption No. 5651.
Please note the FAA has assigned a new docket number to this project
(Docket No. FAA-2002-11498; previously Docket No. 27122). In an effort to
allow the public to participate in tracking the FAA's rulemaking
activities, we have transitioned to the Department of Transportation's
Internet-accessible Docket Management System (DMS) , located at
http://dms.dot.gov. This new system enables interested persons to submit,
view, and download requests to the DMS in accordance with 14 CFR § 11.63.
Future requests should be submitted through this system.
jJiJfl
~t#"d-etirv-
Louis C. Cusimano
Acting Director, Flight Standards Service
u.s. Deportment 800 Independence Ave" SW.
ofTransportatioo Washington. D.C. 20591
Federal Aviation
Administration
Exemption No. 5651H

APR 272004 Regulatory Docket No. FAA-2002-11498
Ms. Kristin Snow Edwards

Director of Communications
Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Snow:
This is in response to your February 16, 2004, letter petitioning the Federal Aviation
Administration (FAA) on behalf of Air Tractor, Inc. (Air Tractor) for an extension of
Exemption No. 5651, as amended. That exemption from § 61.3I(a)(I) of Title 14, Code of
Federal Regulations (14 CFR) permits Air Tractor and pilots of Air Tractor AT-802and
AT~802Aairplanes t()operatethose airplanes without holding a type ratiIlg, although the
maximum gross weight of the airplanes exceeds 12,500 pounds.
In your petition, you indicate that the conditions and reasons regarding public interest and
safety, presented in the original petition upon which the exemption was granted, remain
unchanged.
The FAA has determined that good cause exists for not publishing a sununary of the petition
in the Federal Register because the requested extension of the exemption would not set a
precedent, and any delay in acting on this petition would be detrimental to Air Tractor.
The FAA has determined that the justification for the issuance of Exemption No. 5651, as
amended, remains valid with respect to this exemption. However, the FAA notes that under
Section 113 of the Aviation Transportation and Security Act, the Attorney General ofthe
United States created the Foreign Terrorist Tracking Task Force (FTTTF). This enables the
. Attorney General to conduct security checks on foreign nationals seeking flight training from
U.S. flight instructors on aircraft with a certificated take off weight of 12,500 pounds or
above. TheFTTTF has created an online system called the Flight Training Candidate Checks
AFS-04-249-E
2
Program (FTCCP), at https:llwww.f1ightschoolcandidates.goY. with which to collect the

information needed for conducting these checks. Therefore, the FAA reminds the petitioner
that Federal law requires Air Tractor to comply with the FTCCP.
In consideration of the foregoing, I find that a grant of exemption is in the public interest.
Therefore, pursuant to the authority contained in 49 U.S.C. §§ 40113 and 44701, delegated to
me by the Administrator, Exemption No. 5651, as amended, is hereby further amended by
extending its April 30, 2004, termination date to April 30, 2006, unless sooner superseded or
rescinded.
All conditions and limitations of Exemption No. 5651, as amended, remain the same. This
letter shall be attached to, and is a part of, Exemption No. 5651.
Sincerely,
.?. ;h
Jo • Allen
)71 ~
Ac 'ng Director, Flight Standards Service
r·-----,
u.s. Department 800 Independence Avo __ S W

01 Transporfation Washington DC /0591
Federal Aviation
AdmInIstration
JAN 1 9 2005 Exemption No. 56511

Regulatory Docket No. FAA-2002-ll498
Ms. Kristin L. Edwards

Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Ms. Edwards:
This letter is to inform you that we have granted your petition to extend Exemption No. 5651,
as amended. It explains the basis for our decision and describes its effect.
The Basis for Our Decision

On December 21,2005, you petitioned the Federal Aviation Administration (FAA) on behalf
of Air Tractor, Inc. (Air Tractor) for an extension of Exemption No. 5651, as amended. That
exemption from § 61.31(a)(I) of Title 14, Code of Federal Regulations allows Air Tractor and
pilots of Air Tractor AT-S02 and AT-S02A airplanes to operate those airplanes without
holding a type rating, although the maximum gross weight of the airplanes exceeds
12,500 pounds.
In your petition, you indicate that there has been no change in the conditions and reasons
relative to public interest and safety that were the basis for granting the original exemption.
The FAA has determined that good cause exists for not publishing a summary ofthe petition
Our Decision
amended, remains valid with respect to this exemption. However, the FAA notes that under
Section 113 of the Aviation Transportation and Security Act, the Attorney General of the
United States created the Foreign Terrorist Tracking Task Force (FTTTF). This enables the
AFS-06-133-E
2
Attorney General to conduct security checks on foreign nationals seeking flight training from
U.S. flight instructors on aircraft with a certificated take off weight of 12,500 pounds or
above. The FTTTF has created an online system called the Flight Training Candidate Checks
Program (FTCCP), at https:llwww.flightschoolcandidatcs.gov, with which to collect the
information needed for conducting these checks. Therefore, the FAA reminds the petitioner
that Federal law requires Air Tractor to comply with the FTCCP.
The Effect of Our Decision

Our decision extends the termination date of Exemption No. 5651, as amended, to
April 30, 2008, unless sooner superseded or rescinded.
All conditions and limitations of Exemption No. 5651, as amended, remain the same. This
letter must be attached to, and is a part of, Exemption No. 5651.
Sincerely,
~?';1l~
t1·~~~~ng Director, Flight Standards
Service
u.s. Department 800 Independence Ave., SW.
Federal Aviation
Administration
Exemption No. 5651J

car082008 Regulatory Docket No. FAA-2002-11498
Ms. Kristin L. Edwards

Air Tractor, Inc.
P.O. Box 485
Oilley, TX 76309
Dear Ms. Edwards:
This letteds to inform you that we have granted your petition to extend Exemption
No. 5651, as amended. It explains the basis for our decision and describes its effect.

By letter dated January 2,2008, you petitioned the Federal Aviation Administration (FAA) on
behalf of Air Tractor, Inc. (Air Tractor), for an extension of Exemption No. 5651, as amended.
That exemption from § 61.31(a)(1) of Title 14, Code of Federal Regulations allows Air Tractor
and pilots of Air Tractor AT-802 and AT-802A airplanes to operate those airplanes without
holding a type rating, although the maximum gross weight of the airplanes exceeds
12,500 pounds.
In your petition, you indicate that there has been no change in the conditions and reasons relative
to public interest and safety that were the basis for granting the original exemption.
The FAA has determined that good cause exists for not publishing a summary of the petition in
the Federal Register because the requested extension of the exemption would not set a precedent,
and any delay in acting on this petition would be detrimental to Air Tractor.
Our Decision
amended, remains valid with respect to this exemption and is in the public interest. Therefore,
J)1l.der the authority providedby.49 U.S.C. 40113 and 44701, which the FAA Administrator has
d~legated. to me" I grant your petition. .... . ". . .
AFS-08-167-E
2

All conditions and limitations of Exemption No. 5651, as amended, remain the same. This letter
must be attached to, and is a part of, Exemption No. 5651.
James J. Ballough
Director, Flight Standards Service
US. Department 800 Independence Ave .. S W
of Transportation Washington, D.C. 20591
Federal Aviation
Administration
NOV 232009
Exemption No. 5651K
Regulatory Docket No. FAA-2002-11498
Mr. Mike Rhodes

Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Mr. Rhodes:
This letter is to inform you that we have granted your petition to extend and amend Exemption
No. 5651, as amended. It explains the basis for our decision and describes its effect.

By letter dated May 12, 2009, you petitioned the Federal Aviation Administration (FAA) on
behalf of Air Tractor, Inc. (Air Tractor), for an extension of and amendment to Exemption
No. 5651, as amended. That exemption from § 61.31(a)(I) of Title 14, Code of Federal
Regulations allows Air Tractor and pilots of Air Tractor AT-802 and AT-802A airplanes to
operate those airplanes without holding a type rating, although the maximum gross weight of
the airplanes exceeds 12,500 pounds. The amendment you request would add the Air Tractor
AT-100211 002A type to the list of aircraft operated under this exemption.
In your petition, you indicate that there has been no change in the conditions and reasons
The FAA has determined that good cause exists for not publishing a summary of the petition
AFS-09-267-E
2
Our Decision
under the authority provided by 49 U.S.C. 40113 and 44701, which the FAA Administrator
has delegated to me, I grant your petition, subject to the conditions and limitations listed
below.
Conditions and Limitations

1. This exemption is applicable only to Air Tractor Models AT-802, AT-802A, AT-1002,
and AT-1 002A that operate under a restricted category airworthiness certificate.
2. The manufacturer shall develop and maintain a training manual that includes. the
aircraft systems, performance, and handling characteristics.
3. Except as provided in Condition No.5, prior to operations under this exemption, the
pilot must have successfully completed ground instruction on the systems performance
and handling characteristics of the AT-802/802A or AT-1002/1002A. A record of this
instruction must be made available by the pilot upon request by the Administrator.
4. The person authorized to give instruction under this exemption must meet the
following minimum qualifications:
a. Be authorized by Air Tractor to give this instruction;
I. 500 hours of flight time in turbine-powered agricultural type airplanes;
or
ii. 1,000 hours of flight time in agricultural type airplanes which includes
at least 100 hours of flight time in an AT-S02 or AT-802/802A.
5. Pilots who have logged at least 100 hours of flight time, with at least 10 hours in the
preceding 12 calendar months, in an Air Tractor AT-S02 need not complete the
training requirements of Condition No.3. A record of this flight time must be made
3
6. A copy of this exemption must either be incorporated into the FAA-approved flight
manual or carried on the airplane while operating under this exemption.

Sincerely,
John W. McGraw
Service
u.s. Deportment 800 Independence Ave., SW.
of Transportation WaShington. D.C. 20591
Federal Aviation
AdmInistration
March 29,2012
Exemption No. 5651L
Regulatory Docket No. FAA-2002-l1498
Mr. Mike Rhodes

Chief Test Pilot
Air Tractor, Inc.
P.O. Box 485
Olney, TX 76374
Dear Mr. Rhodes:
This letter is to inform you that we have granted your petition to extend and amend Exemption
No. 5651, as amended. It explains the basis for our decision, describes its effects, and lists the
conditions and limitations ofthe exemption, including the date it ends.

By letter dated February 13,2012, you petitioned the Federal Aviation Administration (FAA)
on behalf of Air Tractor, Inc. (Air Tractor), for an extension of and amendment to Exemption
No. 5651, as amended. That exemption from § 61.31(a)(1) of Title 14, Code of Federal
Regulations allows Air Tractor and pilots of Air Tractor AT-802 and AT-802A airplanes to
operate those airplanes without holding a type rating, although the maximum gross weight of
the airplanes exceeds 12,500 pounds. The amendment you request would add the Air Tractor
AT-1002/1 002A type to the list of aircraft operated under this exemption.
Additionally, you requested to extend your exemption for 5 years because ofthe time it takes
to process administrative requests. The FAA, however, finds it in the best interest of safety to
review this exemption every 2 years. This allows us to ensure that there has been no change
in circumstances or regulations from which the exemption is granted.
In your petition, you indicate thatthere has been no change in the conditions and reasons
AFS-12-244-E
2
The FAA has determined that good cause exists for not publishing a summary of the petition
Our Decision
under the authority provided by 49 U.S.C. 40113 and 44701, which the FAA Administrator
has delegated to me, I grant your petition, subject to the conditions and limitations listed
below.
Conditions and Limitations

I. This exemption is applicable only to Air Tractor Models AT "S02, AT-S02A, AT-1002,
and AT-I 002A that operate under a restricted category airworthiness certificate.
2. The manufacturer shall develop and maintain a training manual that includes the
aircraft systems, performance, and handling characteristics.
3. Except as provided in Condition No.5, prior to operations under this exemption, the
pilot must have successfully completed ground instruction on the systems performance
and handling characteristics of the AT-S02/S02A or AT-I 00211 002A. A record of this
instruction must be made available by the pilot upon request by the Administrator.
4. The person authorized to give instruction under this exemption must meet the
following minimum qualifications:
a. Be authorized by Air Tractor to give this instruction;
i. 500 hours of flight time in turbine-powered agricultural type airplanes;
or
ii. 1,000 hours of flight time in agricultural type airplanes which includes
at least 100 hours of flight time in an AT-502 or AT-S02/S02A.
5. Pilots who have logged at least 100 hours of flight time, with at least 10 hours in the
preceding 12 calendar months, in an Air Tractor AT-502 need not complete the
training requirements of Condition No.3. A record of this flight time must be made
3
6. A copy of this exemption must either be incorporated into the FAA-approved flight
manual or carried on the airplane while operating under this exemption.
The Effect of Our Decisiou

April 30, 2014, unless sooner superseded or rescinded. This letter must be attached to, and is
a part of, Exemption No. 5651.
Sincerely,
Ray nd Towles
Service

AT-802A Flight Manual

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AIR TRACTOR, INC.

AIRPLANE FLIGHT MANUAL

AIR TRACTOR MODEL AT-802A

RESTRICTED CATEGORY ONLY

THIS DOCUMENT MUST BE CARRIED IN THE

AIRPLANE AT ALL TIMES

SERIAL NO. ?/fJdlf) - 04 /P3

FAA APPROVED: tliJJe rvl (laJr=

LIST OF EFFECTIVE PAGES

PAGES AFFECTED DATE SUBJECT FAA APPROVED*

01, 7 5/24/93 Revised Richard L. Vaughn

16,17,27, 31A, 31B, 32A, Revised for -65B / -65R,

01,2, 3,3C,3D,5,5A, 5B,5C,

22, 22C, 220, 26, 27, 28, 29,

30,32, 32A,33,33A, 33B, 33C 12/15/94 Revised International Efrain E. Esparza

01,3A,3B,3C, 3D, 5A,5B, 5C

* For Manager, Airplane Certification Office

NOTE: It is the airplane Owner/Operator responsibility to ensure

ISSUED: AUGUST 28,1995 AT-802A AIRPLANE FLIGHT MANUAL PAGE 01 OF 34

LIST OF EFFECTIVE PAGES

DATE FAA APPROVED

02, 3A, 5A 1/13/96 Revised Brian Hancock

02,3, 3E, 5E 1/26/96 Revised Brian Hancock

02, 1, 7, 7A, 8, 10, 11, 12, 13, 14,

15, 18B, 34A,34B,34C, 34D,34E,

34F,34G 7(12/97 Revised Ronald L. Filler

02,7,34A,34C 11/26/97 Revised Ronald L. Filler

02, 2, 8, 9, 10, 18B, 20, 22, 24, 27, Revised for S / N

34E,34F,34G 11/29/97 0060 & Subs. 3/5/98 Ronald L. Filler

02, 7A, 9, 10, 11, 12, 16, 17, 18,

22D,22E, 22F,23, 26,26A 7/3/98 Revised 8/10/98 Ronald Filler

02,1O,22D 9/24/98 Revised 9/28/98 Ronald Filler

02, 5, 5A, 5B, 5C, 5D, 5E, 6, 7, 8, 9, Revised for S / N

02, 16, 23, 27A 4/7/99 Revised 4/9/99 Charles D. Porter

5D, 5F 6/24/99 Revised 7 (1/99 Michele M. Owsley

02, 3A, 3B,3C, 3D, 7A, 10, 22E, .

22F,22G 10/5/99 Revised 11(17/99 Richard L. Vaughn

02,03,7,9,34A 2/20/01 Revised 2/26/01 Richard L. Vaughn

02,03,7, 7A, 8,9 4/4/01 Revised 5/8/01 Michele M. Owsley

* For Manager, Airplane Certification Office

NOTE: It is the airplane Owner/Operator responsibility to ensure

ISSUED: APRIL 4, 2001 AT-802A AIRPLANE FLIGHT MANUAL PAGE 02 of 34

LIST OF EFFECTIVE PAGES

PAGES AFFECTED DATE

03,10,17,21, 22D,23,27A, 27B,

27C,27D 3/14/02 Revised 4/29/02 Alan W. Wilson

03, 8, 9,9A 6/6/02 Revised 6/19/02 Alan W. Wilson

03,8,9A 3/5/03 Revised 3/13/03 Alan W. Wilson

03, 34 10/1/03 Revised 12/15/03 Michele M. Owsley

03, 12 4/8/04 Revised 8/11/04 Alan W. Wilson

03, 5,5E, 19 5/31/05 Revised 10//12/05 Fred Stellar

03, 8 11/2/05 Revised 11/15/05 Michele M. Owsley

03, 32,32A, 328, 32C, 32D,32E,

32F, 32G, 32H, 321 5/28/07 Revised 8/3/07 Michele M. Owsley

03,32, 32A,32B, 32C,32D, 32E,

32F, 32G, 32H, 321 8/16/07 Revised 10/23/07 Monica Merritt

03, 9, 27 1/23/08 Revised 5/28/08 Monica Merritt

03, 8, 9A, 10, 13, 22, 22A, 228, 22C,

220, 22E, 22F, 22G,22H,22J, 22K,

22L, 22M, 22N, 220, 22P, 22Q, 22R,

* For Manager, Airplane Certification Office

LIST OF EFFECTIVE PAGES

DATE FAA APPROVED*

04, 34A, 34B 4/16/09 Revised 6/1/09 Monica Merritt