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S2R-H80 Single & Dual Cockpit
AIRPLANE FLIGHT MANUAL
REV. PAGE DESCRIPTION OF REVISION BY:
LOG OF REVISIONS
NOTE: Re-formatting and correction of typographical errors is not considered revision. True revisions are indicated
by a dark vertical line at the right margin of the line revised.
REV. PAGE DESCRIPTION OF REVISION BY:

Melvin D Taylor
Manager Federal Aviation
Administration Aircraft
IR ALL New Document Initial Release. Certification Office
Atlanta, GA
July 2, 2013
ALL Added Document Control “# AFM H8001 SINGLE & DUAL COCKPIT” to document.
Replaced the picture to reflect an S2R-H80 model airplane.

Cover
Updated Log of Revision to reflect Revision A.
ii
Log of Effective Pages: updated for revised page numbering & all pages affected due to
v-vi Document Control # added.
Corrected Sub-section/Paragraph Numeration t/o Section 1.
SECT 1: SECTION 1.5: Changed Max Landing Weight to 7600 Lbs. per FAA Project #
TD12022AT-A.
pg 6 SECTION 1.11.1: Corrected placard (h) to (…”UNLESS HEADED OUT OF THE
WIND…”). Per FAA request.
pg 9 Removed placard for SC/SC airplane(“HOPPER RINSE TANK MUST BE FULL WHEN
REAR COCKPIT IS OCCUPIED BY A CREWMEMBER”). Per FAA Request.
SECTION 1.11.2: revised wording for Dual Cockpit/Single Control Placards to alleviate
reference to placard not intended for Single Cockpit/Single Control Aircraft.
pg 11 SECTION 1.11.2.d: Corrected placard to (…”UNLESS HEADED OUT OF THE
Bruce S. Remick
Added placard dd, ee, and ff for new fuel filter bypass circuit breaker. For Manager Federal Aviation
Deleted instructions to check fuel filter bypass as it cannot be done due to location of Administration Aircraft
A the fuel filter. Letter g. Certification Office
pg 12 SECTION 1.11.3: Revised wording for Dual Cockpit/Dual Control. Atlanta, GA
Removed placard (“PASSENGER OR CARGO- 200 LBS. MAX”) DATED: Aug 5, 2014
No Substantiation to Designate Rear Cockpit As Cargo Area.
SECTION 1.11.3.h: Corrected placard to (…”UNLESS HEADED OUT OF THE
pg 14 SECTION 1.12: Revised “Kinds of Operations” table to clearly designate front cockpit
instruments; also clearly define required items by coloring.
Added check for the fuel filter bypass light: Press to test.
Added a definition for the “FUEL FILTER BYPASS” light and to land as soon practicable
SECT 2: if illuminated signaling a restricted fuel filter.
pg 24 SECTION 2.4: Revised “Dry Motoring Run” Definition per GE-H80-100 Operation
Manual 0983302.
A pg 27 SECTION 2.8: Corrected “Note” allowing the engine to stabilize for a period now a
minimum of 5 minutes, was 3 minutes.
(cont)
pg 28 SECTION 2.9: Added “Engine Re-Start Procedures On The Ground” per GE-SB-H80-
100-80-0005 Per FAA request.
SECT 4:
pg 59 SECTION 4.5: Added chart for reduced weight takeoff distance, inadvertently omitted
from Revision IR.
SECT 5:
pg 66: SECTION 5.1: Changed Max Landing Weight back to 7600 Lbs. FAA Project #
AT12022AT-A, also referenced in CG range.
pg 72
SECTION 5.5: Change Max Landing Weight back to 7600 lbs.
AFM H8001 SINGLE & DUAL COCKPIT Revision C Page ii

FAA APPROVAL DATE: 09/03//2015
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TABLE OF CONTENTS
LOG OF REVISIONS ...............................................................................................................................................II
INTRODUCTION .................................................................................................................................................. VIII
WARNINGS, CAUTIONS & NOTES DEFINED...................................................................................................... IX
3-VIEW OF S2R-H80 SINGLE COCKPIT ............................................................................................................... X
DIMENSIONAL 3-VIEW OF S2R-H80 SINGLE COCKPIT .................................................................................... XI
3-VIEW OF S2R-H80 DUAL COCKPIT ................................................................................................................. XII
DIMENSIONAL 3-VIEW H80 DUAL COCKPIT .................................................................................................... XIII
GLOSSARY OF TERMS & ABBREVIATIONS .................................................................................................... XIV
SECTION 1 LIMITATIONS: ....................................................................................................................................1
1.1. POWERPLANT LIMITS: .............................................................................................................................. 1
1.2. POWERPLANT INSTRUMENT MARKINGS ............................................................................................... 3
1.3. AIRSPEED LIMITS.......................................................................................................................................5
1.4. ALTITUDE LIMITATIONS: 12,000 MSL ......................................................................................................6
1.5. MAXIMUM WEIGHT AND CENTER OF GRAVITY LIMITS .........................................................................6
1.6. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG POSITION FOR THE DUAL
CONFIGURATION. .....................................................................................................................................7
1.7. HIGH ALTITUDE AIRPORT OPERATIONS ................................................................................................ 7
1.8. TYPES OF OPERATION .............................................................................................................................. 7
1.9. FLIGHT LOAD FACTORS ........................................................................................................................... 7
1.10. MANEUVERS ...............................................................................................................................................7
1.11. PLACARDS ..................................................................................................................................................8
1.11.1. SINGLE COCKPIT/SINGLE CONTROL ......................................................................................................8
1.11.2. DUAL COCKPIT/SINGLE CONTROL........................................................................................................ 12
1.11.3. DUAL COCKPIT/DUAL CONTROL ........................................................................................................... 12
1.12. KINDS OF OPERATION EQUIPMENT LIST ............................................................................................. 14
SECTION 2: NORMAL PROCEDURES: .............................................................................................................. 15
2.1. PRE-FLIGHT VISUAL INSPECTION ......................................................................................................... 15
2.2. MVP-50T GLASS PANEL ENGINE MONITORING SYSTEM ................................................................... 20
2.3. OPERATING CHECKLIST ......................................................................................................................... 22
2.4. DRY MOTORING RUN............................................................................................................................... 24
2.5. TAXI 24
2.7. BEFORE TAKE-OFF.................................................................................................................................. 25
2.8. NORMAL FLIGHT PROCEDURES ............................................................................................................ 25
2.9. ENGINE RE-START PROCEDURES ON THE GROUND ......................................................................... 28
AFM H8001 SINGLE & DUAL COCKPIT Revision B Page iv

FAA APPROVAL DATE: 3/19/2015
SECTION 3: EMERGENCY PROCEDURES ........................................................................................................ 30
3.1. INTRODUCTION ........................................................................................................................................ 30
3.2. DEFINITION OF EMERGENCY TERMS .................................................................................................... 30
3.3. EMERGENCY BASIC RULES ................................................................................................................... 30
3.4. MVP-50T ANNUNCIATION LIGHTS .......................................................................................................... 30
3.5. GROUND ENGINE FIRE ............................................................................................................................ 33
3.6. IN-FLIGHT ENGINE FIRE .......................................................................................................................... 33
3.7. EMERGENCY HOPPER DUMP ................................................................................................................. 34
3.8. ELECTRICAL FIRE IN-FLIGHT ................................................................................................................. 34
3.9. 3.9 ENGINE FAILURE IN-FLIGHT ............................................................................................................. 34
3.10. ENGINE FLAMEOUT ................................................................................................................................. 36
3.11. FAILURE OF AUTOMATIC FUEL SCHEDULING ..................................................................................... 36
3.12. AIR STARTS .............................................................................................................................................. 37
3.13. ABORTED TAKE-OFF ............................................................................................................................... 39
3.14. FORCED LANDINGS ................................................................................................................................. 40
3.15. EMERGENCY EGRESS............................................................................................................................. 41
3.16. ELEVATOR TRIM/ RUDDER CENTERING SPRING FAILURE ................................................................ 41
3.17. NOSE BAGGAGE DOOR OPENING IN FLIGHT ...................................................................................... 41
3.18. LOSS OF HOPPER RINSE BALLAST IN THE DUAL............................................................................... 41
3.19. SUSPICION OF HOPPER RINSE TANK LEAKING .................................................................................. 41
SECTION 4: PERFORMANCE ............................................................................................................................. 42
4.1. INTRODUCTION ........................................................................................................................................ 42
4.2. AIRSPEED CALIBRATION ........................................................................................................................ 44
4.3. STALLING SPEED VERSUS AIRCRAFT WEIGHT .................................................................................. 49
4.4. INSTALLED ENGINE HORSEPOWER...................................................................................................... 52
4.5. TAKEOFF DISTANCE TO 50 FEET ABOVE GROUND LEVEL ............................................................... 57
4.6. CLIMB PERFORMANCE ........................................................................................................................... 60
4.7. LANDING DISTANCE FROM 50 FEET ABOVE GROUND LEVEL ......................................................... 63
SECTION 5: WEIGHT & BALANCE ........................................................................................................................... 66
5.1. WEIGHT & BALANCE PROCEDURE ....................................................................................................... 66
5.2. S2R-H80 SINGLE AND DUAL COCKPIT C.G. ENVELOPE ..................................................................... 67
5.3. WAM - EXAMPLE ...................................................................................................................................... 68
5.5. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG POSITION FOR THE DUAL COCKPIT
CONFIGURATION. ................................................................................................................................... 72
AFM H8001 SINGLE & DUAL COCKPIT Revision B Page v

LOG OF EFFECTIVE PAGES

PAGE FAA APPROVAL DATE PAGE FAA APPROVAL DATE
Cover ……………………… 3/19/15 23 ……………………… 3/19/15

ii ……………………… 9/03/15 24 ……………………… 3/19/15
iii ……………………… 9/03/15 25 ……………………… 3/19/15
iv ……………………… 3/19/15 26 ……………………… 3/19/15
v ……………………… 3/19/15 27 ……………………… 3/19/15
vi ……………………… 9/03/15 28 ……………………… 3/19/15
vii ……………………… 9/03/15 29 ……………………… 3/19/15
viii ……………………… 8/05/14 SECTION 3: EMERGENCY PROCEDURES
ix ……………………… 8/05/14 30 ……………………… 8/05/14
x ……………………… 8/05/14 31 ……………………… 8/05/14
xi ……………………… 8/05/14 32 ……………………… 8/05/14
xii ……………………… 8/05/14 33 ……………………… 8/05/14
xiii ……………………… 8/05/14 34 ……………………… 8/05/14
SECTION I: LIMITATIONS 35 ……………………… 8/05/14
1 ……………………… 9/03/15 36 ……………………… 8/05/14
2 ……………………… 3/19/15 37 ……………………… 8/05/14
3 ……………………… 3/19/15 38 ……………………… 8/05/14
4 ……………………… 3/19/15 39 ……………………… 8/05/14
5 ……………………… 3/19/15 40 ……………………… 8/05/14
6 ……………………… 3/19/15 41 ……………………… 8/05/14
7 ……………………… 3/19/15 SECTION 4: PERFORMANCE
8 ……………………… 3/19/15 42 ……………………… 8/05/14
9 ……………………… 3/19/15 43 ……………………… 8/05/14
44 ……………………… 8/05/14
10 ……………………… 9/03/15
45 ……………………… 8/05/14
11 ……………………… 3/19/15
46 ……………………… 8/05/14
12 ……………………… 3/19/15
47 ……………………… 8/05/14
13 ……………………… 3/19/15
48 ……………………… 8/05/14
14 ……………………… 3/19/15
49 ……………………… 8/05/14
50 ……………………… 8/05/14
SECTION 2: NORMAL PROCEDURES
51 ……………………… 8/05/14
15 ……………………… 3/19/15
52 ……………………… 8/05/14
16 ……………………… 3/19/15
53 ……………………… 8/05/14
17 ……………………… 3/19/15
54 ……………………… 8/05/14
18 ……………………… 3/19/15
55 ……………………… 8/05/14
19 ……………………… 3/19/15
56 ……………………… 8/05/14
20 ……………………… 3/19/15 57 ……………………… 8/05/14
21 ……………………… 3/19/15 58 ……………………… 8/05/14
22 ……………………… 3/19/15 59 ……………………… 8/05/14
AFM H8001 SINGLE & DUAL COCKPIT Revision C Page vi

LOG OF EFFECTIVE PAGES

PAGE FAA APPROVAL DATE PAGE FAA APPROVAL DATE
60 ……………………… 8/05/14
61 ……………………… 8/05/14
62 ……………………… 8/05/14
63 ……………………… 8/05/14
64 ……………………… 8/05/14
65 ……………………… 8/05/14
SECTION 5: WEIGHT & BALANCE
66 ……………………… N/A
67 ……………………… N/A
68 ……………………… N/A
69 ……………………… N/A
70 ……………………… N/A
71 ……………………… N/A
72 ……………………… N/A
AFM H8001 SINGLE & DUAL COCKPIT Revision C Page vii

INTRODUCTION
These instructions are for use by the operators of the S2R-H80 Turbo Thrush aircraft. This
manual contains optimum operating instructions for this model under most circumstances. This
aircraft is certificated in the RESTRICTED CATEGORY and flight maneuvers shall be limited to
those normally performed in special purpose operations and approved by Administrator.
The S2R-H80 Turbo Thrush is approved for day and night VFR flight. Flight into or near
thunderstorms or into known icing conditions is PROHIBITED. The observance of limitations,
performance, and weight & balance data provided in this manual are mandatory.
This manual shall be carried in this aircraft at all times.
Changes to the text and tables, including new material on added pages, are indicated by a vertical
bar in the outer margin. This is also reflected in the Log of Revisions (page iii) and the Log of
Pages (page vi).
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page viii

WARNINGS, CAUTIONS & NOTES DEFINED:
WARNING
weaning
A WARNING IS DEFINED AS AN OPERATING PROCEDURE,
PRACTICE, CONDITION OR STATEMENT, WHICH IF NOT
CORRECTLY FOLLOWED, COULD RESULT IN PERSONAL
INJURY OR LOSS OF LIFE.
CAUTION
A caution is defined as an operating procedure, practice,
condition or statement, which if not strictly observed,
could result in damage to or destruction of equipment,
loss of effectiveness or long term health hazards to
personnel.
NOTE:
A note is defined as an operating procedure, condition or
statement, which is essential to emphasize.
USE OF SHALL, SHOULD & MAY:

“Shall”: used to indicate a mandatory requirement.
“Should”: used to indicate a non-mandatory but preferred method of
accomplishment.
“May”: used to indicate an acceptable method of accomplishment.
AIRSPEEDS:
All airspeeds in this Manual are Indicated Air Speeds (IAS) in Miles per Hour (MPH),
unless otherwise noted.
EMERGENCY LANDING TERMS:
“LAND AS SOON AS POSSIBLE”:
This term is defined as landing at the nearest suitable landing area without delay.
The primary consideration is to ensure the survival of the pilot(s).
“Land as soon as Practicable”:
This term is defined as landing at a suitable landing area. The primary
consideration is the urgency of the emergency
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page ix

3-VIEW OF S2R-H80 SINGLE COCKPIT
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page x

DIMENSIONAL 3-VIEW OF S2R-H80 SINGLE COCKPIT
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xi

3-VIEW OF S2R-H80 DUAL COCKPIT
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xii

DIMENSIONAL 3-VIEW H80 DUAL COCKPIT
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xiii

GLOSSARY OF TERMS & ABBREVIATIONS

AFT To the Rear
C.G. Center of Gravity
CAP Capacity
G Inertial Multiplier: 1G = Weight
G LIMITS Maximum Permitted G’s
GAL Gallons
GEN Generator
IAS Indicated Air Speed
IFR Instrument Flight Rules
ITT Inter-Turbine Temperature
LBS Pounds
MAX Maximum
MCAS Miles Calibrated Air Speed
MPH Miles Per Hour
NG Gas Generator RPM
NP Propeller RPM
OAT Outside Air Temperature
PRES Pressure
PSI Pounds per Square Inch – Absolute
PSIG Pounds per Square Inch – Gage
RPM Revolutions per Minute
SHP Shaft Horsepower
TEMP Temperature
VA Maneuvering Speed
VFE Maximum Flaps Extend Speed
VFR Visual Flight Rules
VNE Never Exceed Speed
VNO Maximum Structural Cruising Speed
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xiv

SECTION 1 LIMITATIONS:
1.1. POWERPLANT LIMITS:
ENGINE : General Electric Model GE-H80-100
FUEL: JET A 1 acc. To AST< D 1655 89 or DERD 2494
 JET A acc. to ASTMD 1655 89
FUEL
CAPACITY: 230 US Gallons
OILS :
 AERO SHELL TURBINE OIL 500 acc. to MIL L 23699C
 AERO SHELL TURBINE OIL 560 acc. to MIL L 23699C
 MOBILE JET OIL II acc. to MIL L 23699C
 Synthetic oil B3V acc. to TJU 38 101295 85
 EASTMAN TURBO OIL 2380
 CASTROL 599
 ROYCO TURBINE OIL
The purity of filled oil should meet the max. grade 8 in accordance with NAS 1638
standard or max. grade 11 in accordance with GOST 17216-71 standard.
NP OIL
TORQUE ITT OIL TEMP
POWER SETTING SHP (%) NG PRES.
% (°C) (RPM) (°C)
(PSIG)
Takeoff –
800 100 780 101.5 2080 26 to 39 +20 to 85
(5 minute limit)
Maximum Continuous 800 100 750 100.1 2080 26 to 39 +20 to 85
Climb 800 100 750 100.1 2080 26 to 39 +20 to 85
Ground Idle 18
550 57-60 +20 to 85
minimum
Starting 730 26 to 39 -20 to 85
Acceleration 106* 780 102.5* 2140* 26 to 39 +20 to 85
Maximum Reverse 710 96 1900 26 to 39 +20 to 85
Emergency Governor 800 100 780 101.5 2080 26 to 39 +20 to 85

*Short term overshoot. – 5 Seconds Maximum.
AFM H8001 SINGLE & DUAL COCKPIT Revision B Page 1

STARTER: Maximum starter engagement duration is 30 seconds

followed by a 60 second cool-down period; a total of 3 cycles
to be followed by a 30 minute starter cool-down period.
FUEL PUMPS: Continuous simultaneous operation of both fuel pumps is

prohibited due to high fuel pressure.
AIR STARTS: Normal air starts are approved from sea level to 12,000 feet
and from 80 MPH to 126 MPH air speed. (Refer to Section
III.)
AMBIENT
TEMPERATURE: Satisfactory engine cooling has been demonstrated at a
temperature of 38° C.
PROPELLER: Hartzell Four Blade Propeller:
0 Model #HC-B4TW-3/T10282N(S)
Minimum Diameter: 102” / Maximum Diameter: 103”
PROPELLER
LIMITATIONS: Stabilized ground operation is prohibited between 400
and 1100 RPM. The propeller may be operated when
feathered at or below 400 RPM.
REVERSE POWER: Do not use in flight.
NOISE
ABATEMENT: This airplane has not been shown to comply with the
noise limits in 14 CFR Part 36 and must be operated
in accordance with the noise operating limitation
prescribed under 14 CFR Part 91.815.

1.2. POWERPLANT INSTRUMENT MARKINGS

The following conventions represent the colors used in the MVP-50T Glass Panel Engine
Monitoring display panel:
You have exceeded a limit and an immediate action is required.

Exceeding any limit will cause the indication display color to change
RED
to RED and flash, as well as illuminate a flashing Master Warning
Light.
You are operating in a range where operation is allowed, but special

attention must be paid in order to prevent exceeding a limit. You may
be in a time limited range, for example.
YELLOW
Operating anything in the YELLOW range will cause the indication
color to flash YELLOW and will illuminate a YELLOW flashing Master
Caution Light.
A range where continuous operating is allowed, also known as

normal operating range.
GREEN Operating in a green range will have the display color GREEN, with
no flashing or illumination of the Master Warning or Master Caution
Light.
The OAT indicator will turn BLUE at 40°F to remind the pilot that he is prohibited from flight in
visible moisture at temperatures 40°F and below. If these conditions are encountered in flight:
Land as soon as Practicable.

LIMITS FEATURES MEANING
-20 RED Radial Minimum

-20 to +20 YELLOW Arc Caution Range
OIL TEMP (°C)
20 to 85 GREEN Arc Normal Range
85 RED Radial Maximum
18 RED Radial Minimum
18 to 26 YELLOW Arc Caution Range
OIL PRESSURE (PSI) 26 to 39 GREEN Arc Normal Range
39 to 49 YELLOW Radial Caution Range
12.5 RED Radial Minimum
FUEL PRESSURE (PSI) 12.5 to 34.0 GREEN Arc Normal Range
34.0 RED Radial Maximum
ITT (°C) 750-780 YELLOW Arc Caution Range
TORQUE (%) 100 to 106 YELLOW Arc Caution Range
0 to 400 RPM GREEN Arc Normal Range
400 to 1100 RPM YELLOW Arc Caution Range
PROP RPM (NP) 1100 TO 2080 RPM GREEN arc Normal Range
2080 TO 2140 RPM YELLOW arc Caution Range
2140 RPM RED Radial Maximum
0 to 100.1 GREEN Arc Normal OP Range
GAS GEN SPEED
100.1 – 101.5 YELLOW Arc Caution Range
(NG)
101.5 RED Radial Maximum
88 to 157 WHITE Arc Flap Operating Range
AIRSPEED 94 to 158 GREEN Arc Normal Operating Range
MPH 159 to 186 YELLOW Arc Caution Range
>186 RED Line Never Exceed

1.3. AIRSPEED LIMITS

Speed
Limits (MPH) Remarks
Stall speed at maximum gross weight with
1. Flaps down stall speed – VSO 88
flaps full down (15ᵒ)
Stall speed at maximum gross weight with
2. Flaps up stall speed - VS 94
flaps up.
No full or abrupt control movements above
3. Maneuvering speed – VA 158
this speed
4. Max. Structural Cruising - VNO 165 Do not exceed in turbulent air.
5. Never Exceed – VNE 186 Basic Airplane Limit

6. Max. Flap Extended Speed
157 Limit with flaps extended
VFE
7. Max. Dump Speed 158 Limit for Hopper Dump
Maximum demonstrated crosswind for
8. Max. Crosswind Velocity 15
Landing.
9. Max. Airspeed with Taxi Light
158 Structural Limit.
Extended
All Airspeeds are given in Indicated Air Speeds (IAS).

1.4. ALTITUDE LIMITATIONS: 12,000 MSL

1.5. MAXIMUM WEIGHT AND CENTER OF GRAVITY LIMITS
NOTE:
DATUM is the leading edge of the wing.
For Single and Dual Cockpit

Maximum Weight: 10,500 lbs.
Maximum Landing Weight: 7600 lbs.
Minimum Weight: 4500 lbs.
C.G. Range:
Forward C.G. Regardless of Weight: 6000 lbs. @ 25.0 in. AFT of Datum
Forward C.G. @ Max. Gross Weight: 10,500 lbs. @ 28.0 in. AFT of Datum
Most AFT C.G. @ Max. Gross Weight: 10,500 lbs. @ 30.5 in. AFT of Datum
Most AFT C.G. Regardless of Weight: 7600 lbs. @ 31.0 in. AFT of Datum
NOTE:
It is the responsibility of the airplane owner and the pilot to insure
that the airplane is properly loaded. See the Weight & Balance
Sheet for loading information.
NOTE:
Hopper rinse tank must be full when rear cockpit is occupied by
a crewmember.
NOTE:
Required forward ballast must be installed when rear cockpit is
occupied by a crewmember.

1.6. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG

POSITION FOR THE DUAL CONFIGURATION.
a. A second battery is standard and will be used as permanent Ballast.
b. A Hopper Rinse System is standard equipment and must be filled with water
whenever the rear seat is occupied by a crewmember. The water becomes
removable ballast if the rear seat is not occupied.
c. If the aircraft was delivered with a forward ballast box with a designated required
weight, that ballast must be installed when the rear cockpit is occupied. The
maximum weight of this ballast box is 100#, and any capacity above the required
weight may be used for optional addition forward ballast. If the airplane
configuration is changed so as to affect the weight and balance, the required
ballast tank weight must be adjusted accordingly to maintain an aft CG. of not
more than 30.5 inches at 10,500# and no more than 31.0 inches at 7,600#, with
straight line variation between.
d. A baggage compartment is standard with capacity to hold up to 100# of
removable Ballast, if required to keep the airplane within aft CG limitations.
1.7. HIGH ALTITUDE AIRPORT OPERATIONS

For operations at airports above 10,000 ft. MSL reduce gross weight to 10,300 lbs.
in order to meet rate of climb requirements.
1.8. TYPES OF OPERATION

The model S2R-H80 aircraft is approved for day and night VFR flight conditions.
Flight into or near thunderstorms or into known icing conditions is PROHIBITED.
GROUND OPERATION:
Ground operation is approved at ground idle power with the propeller feathered for
30 minutes. The pilot should monitor the engine instruments for operations within
limits during all ground operations.
1.9. FLIGHT LOAD FACTORS

Design Load Factors:
FLAP UP 3.27 Positive 1.31 Negative
FLAP DOWN 2.0 Positive 0.0 Negative
1.10. MANEUVERS
No acrobatic maneuvers, including spins, are approved.

1.11. PLACARDS
1.11.1. SINGLE COCKPIT/SINGLE CONTROL
a. Located on Right Hand lower instrument panel:
“THE OPERATION OF THIS AIRPLANE IS LIMITED TO DAY AND
NIGHT VFR FLIGHT CONDITIONS. FLIGHT INTO OR NEAR
THUNDERSTORMS OR INTO KNOWN ICING CONDITIONS IS
PROHIBITED.
SULFUR DUSTING IS PROHIBITED UNLESS SPECIAL FIRE
PREVENTION MEASURES HAVE BEEN INCORPORATED IN
AIRCRAFT.
TAKING OFF IN VISIBLE MOISTURE BELOW 40°F IS PROHIBITED.
THIS AIRPLANE MUST BE OPERATED AS A RESTRICTED
CATEGORY AIRPLANE IN ACCORDANCE WITH THE OPERATING
LIMITATIONS STATED IN THE FORM OF PLACARDS AND THE
AIRPLANE FLIGHT MANUAL. NO ACROBATIC MANEUVERS,
INCLUDING SPINS APPROVED.
DESIGN MANEUVERING SPEED - 158 MPH
MAX. FLAP DOWN SPEED - 157 MPH
MAX. CROSSWIND VELOCITY LANDING 15 MPH. USABLE TANK
CAPACITY 114 GALS EACH SIDE.”
“PUSH STICK FORWARD

TO UNLOCK TAILWHEEL.”
“NO SMOKING”
b. Located on the Left Hand Instrument Panel:

“OCCUPANT MUST ATTACH SEAT BELT AND
SHOULDER HARNESS, AND WEAR A D.O.T.
APPROVED OR MIL-SPEC HELMET”
c. Located near the Park Brake Valves:
“PARK BRAKE
ON
DEPRESS PEDAL
PULL LEVER
OFF
DEPRESS PEDAL”

e. Located on the forward Lower Corner of Each side door window:

“DO NOT OPEN DOOR IN FLIGHT.”
“DO NOT OPEN DOOR ON THE GROUND WITH THE ENGINE

RUNNING UNLESS HEADED OUT OF THE WIND WITH PROPELLER
FEATHERED.”
f. At both main fuel filler caps:
“FUEL 115 GAL CAPACITY
JET A JET A1”
g. Located on upper instrument panel:
WARNING
DO NOT USE REVERSE POWER IN FLIGHT. AT HIGH TAXI
SPEEDS USE REVERSE POWER ONLY IF THE TAIL WHEEL IS
LOCKED AND HELD FIRMLY ON THE GROUND.
h. Located on top of hopper:

“MAX. HOPPER CAP.
4000 LBS.”
i. At the door knockout panel:
“PUSH OUT AND LIFT HINGE PIN FOR EMERGENCY EXIT.”
j. Located at each door latch: (left and right) “
 Open 
DO NOT OPEN DOOR IN FLIGHT”
k. Located (inverted) at each door hinge pin:
“PULL HINGE PIN ⇩ FOR EMERGENCY EXIT.”
l. Located on face of fuel shut off bracket:
“ON
PUSH BUTTON
TO TURN
OFF
FUEL
228 U.S.GAL
USEABLE”

n. LocatedbelowMVP-50Tscreen:
“USEABLE FUEL 114 U.S. GAL.PER TANK.

FUEL ABOVE 82 GAL. IS UNGAGEABLE”
o. Locate inside baggage compartment on floor near baggage compartment

doors:
“100 POUNDS MAXIMUM BAGGAGE”
p. Locate at hopper rinse port:
”HOPPER RINSE FILLER PORT”
q. Locate at external power receptacle centered on the inside of the
receptacle door.
“EXTERNAL POWER RECEPTACLE”
r. Locate at fuel filter door:
“FUEL FILTER INSPECTION”
s. Locate at smoker tank port centered on inside of filler door:
”SMOKER TANK FILLER PORT”
t. Locate above Pitot Static Buttons:
“STATIC AIR – KEEP CLEAN”
u. Located near door:
“RESTRICTED”
v. Locate on the Outside in the Center of Oil Dipstick Access Door.
“OIL”
w. Locate on the inside in the Center of Oil Dipstick Access Door.
“OIL
SEE AFM SECTION 1.1
FOR PERMISSIBLE OIL”
x. Located on center upper instrument panel:
“STABILIZED GROUND OPERATION IS PROHIBITED BETWEEN 400
AND 1100 RPM. THE PROPELLER MAY BE OPERATED WHEN
FEATHERED AT OR BELOW 400 RPM.”
y. Locate on left upper instrument panel above MVP:
“MAX ENGINE GROUND RUN TIME: 30 MINUTES”
AFM H8001 SINGLE & DUAL COCKPIT Revision C Page 10

z. Locate above main fuel filler caps:

“FUEL LEVEL INDICATOR
110 U. S. GAL
100 U. S. GAL
88 U. S. GAL
66 U. S. GAL”
aa. Locate below main fuel filler caps:
“FUEL TANKS ARE INTERCONNECTED.
ALLOW SUFFICIENT TIME FOR FUEL LEVEL
TO EQUALIZE BEFORE TOP OFF OF TANK.”
bb. Locate inside baggage compartment on floor in proximity to compartment
door latches. NOTE: 2 latches - 2 placards.
“DO NOT SLAM DOOR.
PULL LATCH TO CLOSE.
SEAT LATCHES FLUSH”
cc. Locate inside the baggage compartment and centered 1.25” from outside
edge:
“SECURE BAGGAGE TO TIE DOWN CLAMPS

TO PREVENT SHIFTING IN FLIGHT”
dd. Locate on the Right Hand Instrument Panel Above the Fuel Filter Bypass
Circuit Breaker.
FUEL FILTER.
ee. Locate on the Right Hand Instrument Panel below the Fuel Filter Bypass
Circuit Breaker.
BYPASS.
ff. Locate on the Left Hand Instrument Panel Below the Fuel Filter Bypass
Light.
FUEL FILTER BYPASS

1.11.2. DUAL COCKPIT/SINGLE CONTROL

All placards listed in 1.11.1 for the single cockpit/single control with these
additional placards for dual cockpit/single control:
a. Locate in rear cockpit on extrusion. Part of Padding installation.

SHOULDER HARNESS, AND WEAR A
D.O.T. APPROVED OR MIL-SPEC HELMET”
b. Locate at the rear door knockout panel:
“PUSH OUT AND LIFT HINGE PIN FOR EMERGIENCY EXIT.”
c. Locate at the forward side of lower rear door window.
”DO NOT OPEN IN FLIGHT”
d. Locate at the aft side of lower rear door window

RUNNING UNLESS HEADED OUT OF THE WIND WITH
PROPELLER FEATHERED.”
e. Located (inverted) at each door hinge pin:
“PULL HINGE DOWN ⇩ FOR EMERGENCY EXIT.”
f. Locate at each door handle
OPEN 
g. Locate center upper instrument panel and on extrusion. Part of padding
installation in the rear cockpit.
“HOPPER RINSE TANK MUST BE FULL
WHEN REAR COCKPIT IS OCCUPIED”
h. Locate on center upper instrument panel and on extrusion. Part of
Padding installation in the rear cockpit.
“FORWARD BALLAST BOX MUST BE INSTALLED
ANYTIME THE REAR SEAT IS OCCUPIED.”
1.11.3. DUAL COCKPIT/DUAL CONTROL

All placards listed in 1.11.1 for the single cockpit/single control with additional
placards for dual cockpit/dual control:
a. Locate on rear instrument panel on right side of MVP-50T.

“THE OPERATION OF THIS AIRPLANE IS LIMITED TO
DAY AND NIGHT VFR CONDITIONS. FLIGHT INTO OR
NEAR THUNDERSTORMS OR INTO KNOWN ICING
CONDITIONS IS PROHIBITED.”

b. Locate in the center of rear instrument panel:

“STABILIZED GROUND OPERATION IS PROHIBITED BETWEEN 400
AND 1100 RPM. THE PROPELLER MAY BE OPERATED WHEN
FEATHERED AT OR BELOW 400 RPM.”
c. Locate below MVP-50T screen on rear instrument panel:

“USEABLE FUEL 114 U.S. GAL.PER TANK.
FUEL ABOVE 82 GAL. IS UNGAGEABLE”
d. Locate on lower right on rear instrument panel:

“SOLO
FRONT SEAT ONLY”
e. Locate on rear instrument panel:
SHOULDER HARNESS, AND WEAR A D.O.T.
APPROVED OR MIL-SPEC HELMET”
f. Locate at the forward side of lower rear door window.

“PUSH OUT AND LIFT HINGE PIN FOR EMERGENCY EXIT.”
g. Locate at the forward side of lower rear door window.
“DO NOT OPEN IN FLIGHT”
h. Locate at the aft side of lower rear door window.
RUNNING UNLESS HEADED OUT OF THE WIND WITH PROPELLER
FEATHERED.”
i. Locate at each door handle:

Open 
j. Located (inverted) at each door hinge pin:

“PULL HINGE PIN ⇩ FOR EMERGENCY EXIT.”
k. Locate on rear instrument panel.

“HOPPER RINSE TANK MUST BE FULL WHEN REAR COCKPIT IS
OCCUPIED BY A CREWMEMBER.”
l. Locate on rear instrument panel
“FORWARD BALLAST BOX MUST BE INSTALLED ANYTIME THE
REAR SEAT IS OCCUPIED.”

1.12. KINDS OF OPERATION EQUIPMENT LIST

The following table identifies the systems and equipment on which must be available in the aircraft for the
pilot be able to take off. This list does not include specific flight and radio/navigation equipment required
for exported aircrafts’ operating regulations.
The pilot is responsible for determining airworthiness of the airplane and compliance with the current
operating regulations for each flight.
The table was prepared in accordance with FAR 91.205.
KINDS OF OPERATION EQUIPMENT LIST

VFR* (Visual Flight Rules)
SYSTEM, INSTRUMENT and/or EQUIPMENT SC/SC DC/SC DC/DC
DAY NIGHT DAY NIGHT DAY NIGHT
LIGHTS.
Wing Tip Anti-collision Light System 1 1 1 1 1 1
Instruments Lights 0 1 0 1 0 1
Position Lights – Red/Green/White 0 1 0 1 0 1
Landing Light System (Left and Right) 0 1 0 1 0 1
INSTRUMENTS:
MVP-50T Glass Panel Engine Monitoring
1 1 1 1 2 2
System
NAVIGATION:
Airspeed Indicator 1 1 1 1 2 2
Magnetic Compass 1 1 1 1 2 2
Altimeter 1 1 1 1 2 2
EQUIPMENT:
Airplane Flight Manual 1 1 1 1 1 1
Seat and Shoulder Harness Restraint
1 1 1/2 1/2 1/2 1/2
System
DOT or Mil-Spec Helmet 1 1 1/2 1/2 1/2 1/2
ELECTRICAL SOURCE AND SYSTEMS
Starter Generator 1 1 1 1 1 1
Main Battery 1 1 2 2 2 2
GCU (Generator Control Unit) 1 1 1 1 1 1
Flap System 1 1 1 1 1 1
FUEL SYSTEM:
Main Fuel Pump (Electric) 1 1 1 1 1 1
Emergency Fuel Pump (Electric) 1 1 1 1 1 1
OTHER ITEMS :
Hopper Rinse System 0 0 1 1 1 1
Ballast Tank 0 0 1 1 1 1
* ½ indicates that 2 only required if rear seat occupied.
Numbers in RED represent a required item per FAR 91.205
Numbers in GREEN represent a required item per Thrush Aircraft Type Design.
Abbreviations: SC/SC Single Cockpit/Single Control DC/SC Dual Cockpit/Single Control
DC/DC Dual Cockpit/Dual Control
Required for Commercial Ag Operations.
SECTION 2: NORMAL PROCEDURES:

2.1. PRE-FLIGHT VISUAL INSPECTION
EXTERIOR INSPECTION ROUTE

SINGLE AND DUAL COCKPIT CONFIGURATIONS

Visually check the aircraft for general condition during the walk around inspection. Verify that all
skin panel Camlocs are fastened. In cold weather, remove all accumulations of frost, ice, or snow
from wing, tail and control surfaces. Check that control surfaces contain no internal accumulations
of ice. If a night flight is planned, check operation of all lights and assure a flashlight is available.
Position 1:
a. Parking Brake – TEST and SET
b. Control Lock - REMOVE
c. Engine Start Switch – CENTER POSITION (OFF)
d. Power Lever - FORWARD IDLE STOP
e. Fuel Condition Lever – CUTOFF
f. Fuel Valve – ON
g. Battery switch – ON
h. Fuel Quantity - CHECK
i. Flaps - DOWN
j. Battery Switch - OFF
k. Elevator Trim Tab – SET, for takeoff
Position 2:
a. Fuel Quantities – CHECK visually and SECURE caps.
b. Wing Flap – CHECK for security
c. Spray Boom (if installed) CHECK for leaks and security
d. Aileron – Remove gust lock CHECK, for free & correct movement.
e. Aileron hinges CHECK, for looseness. Use a brisk
UP and DOWN motion but use caution so as
not to damage control or stops.
f. Sprayboom CHECK wingwalk material installed.
Position 3:
a. Wing Tip CHECK for damage
b. Wing Leading Edge CHECK for damage
c. Stall Vane CHECK condition and freedom of
movement.
NOTE:
Keep the wing leading edge clean. An excessive build-up of dirt,
bugs, and chemicals can have the same negative effect on lift as
an accumulation of ice or frost.

NOTE:
Position 4, 6 and 1 SHALL be sequenced as shown below to
prevent introduction of air in the fuel system during fuel system
check.
Position 4:
a. Wing Tie Down REMOVE
b. Left Wing Main Sump DRAIN
c. Left Wing Fuel Vent Sump DRAIN
d. Left Wing Fuel Vent CHECK for obstruction
Position 6:
a. Wing Tie Down REMOVE
b. Right Wing Main Sump DRAIN
c. Right Wing Fuel Vent Sump DRAIN
Position 4: Cont’d
e. Header Tank Sump DRAIN
Position 1:
l. Battery Switch - ON
m. Emergency Fuel Pump Switch - ON
f. Firewall Fuel Filter DRAIN
Position 1:
n. Battery Switch - OFF

o. Emergency Fuel Pump Switch - OFF
g. Main Wheel Tire and Brake CHECK for inflation, damage and wear
h. Accessory Section CHECK for debris, oil leaks or any
other irregularities.
i. Oil Cooler CHECK for leaks and stoppage
j. Air Filter CHECK for cleanliness and condition.
k. Baggage Compartment Door CHECK security of baggage and secure
NOTE:
When Rear Seat of Dual Cockpit S2R-H80 is to be occupied in
flight, check that hopper rinse tank is full.
CAUTION
The owner and pilot are responsible for keeping the
airplane’s CG within allowable limits.
Instructions for using removable ballast have been
included in the limitations section and weight and
balance section of this manual.
Position 5:
a. Engine CHECK for oil leaks, loose fittings cracked
exhaust stacks, and excessive dirt or
corrosion.
b. Engine CHECK oil level and secure oil cap.
c. Propeller CHECK for spinner damage or oil leaks.
d. Propeller CHECK the propeller blades for nicks,
cracks, or excessive erosion of the leading
edge.
d. Dispersal Equipment (if installed) CHECK the pump, the pump fan, the hose or
the spreader for mounting and security.
e. Oil Quantity CHECK Dipstick and secure cap.
NOTE:
Operate between 1 and 2 liters below the maximum oil level mark
on the oil dipstick.
Position 6:
d. Wheel Chocks REMOVE
e. Main Wheel Tire and Brake CHECK for inflation, damage and wear.
f. Baggage Compartment CHECK security of baggage and secure
door.
Position 7:
a. Wing Leading Edge CHECK for damage.

NOTE:
Keep the wing leading edge clean. An excessive build-up of dirt,
bugs, and chemicals can have the same negative effect on lift as
an accumulation of ice or frost.
b. Pitot Mast CHECK for blockage of opening.

c. Wing Tie Down REMOVE
d. Wing Tip CHECK for damage
Position 8:
a. Aileron REMOVE gust lock, CHECK for
security.
b. Aileron Hinges CHECK for looseness. Use a brisk UP
and DOWN motion but use caution so
as not to damage control or stops.
c. Sprayboom CHECK wingwalk material installed.
d. Spray Boom (if installed) CHECK for leaks and security.
e. Wing Flap CHECK for security.
f. Fuel Quantity CHECK and secure cap.
g. Battery Vent CHECK for obstruction.
h. Static Port Opening CHECK for blockage.
i. Rudder Gust Lock REMOVE
Position 9:
a. Empennage CHECK for condition.
b. Struts CHECK for tension and security.
c. Tail Wheel Tire CHECK for inflation, damage and wear.
d. Tail Wheel Spring CHECK for condition
e. Tail Wheel Assembly CHECK for condition.
f. Rudder & Elevator CHECK for freedom of movement and
security.
g. Elevator Trim Tabs CHECK for near neutral position (take-off)
and excessive play.
h. Tail Tie Down REMOVE
Static Port Opening CHECK for blockage

2.2. MVP-50T GLASS PANEL ENGINE MONITORING SYSTEM
MVP-50T MAIN SCREEN

PROCEDURES
The MVP-50T Main Engine Screen displays the primary engine and aircraft instruments,
but not flight instruments. This screen is displayed on electrical power-up and should be
monitored throughout the flight.
Buttons operate as follows:
EXIT: Exits out of a field or screen, returns the display to the Main
Screen and acknowledges blinking cautions and warnings.
Press and hold EXIT for three seconds to test the
annunciators. Annunciators will be displayed in the color of
the individual parameter’s current reading.
SCREENS: Switches the display between screens as selected in the
Screens Button Setup.
MENU: Displays a menu (if available) for the current screen.
PUSH-SELECT: Moves the cursor, selects functions and changes digits.

To assist the pilot in identifying the current operating band (green, yellow, red or white),
the MVP-50T displays the digital value for each function in its appropriate color band. In
addition, annunciators are provided across the top of the display. When a function
reaches a red or yellow operating band, blinking digits for that function and an annunciator
will alert the pilot. Red Warning and yellow Caution lights above the screen will also blink.
To acknowledge the alarm and stop the blinking on the MVP-50T display and stop the
blinking external Warning and/or Caution lights, return to the Main screen and then press
the “Exit” button.
Any instrument can fail at any time. Acquire proper training to safely operate this aircraft
without the use of this instrument. The MVP-50T Operating Instructions must be readily
available in the aircraft. Refer to the Operating Instructions for further operating and safety
information.
Operating instructions are contained in the airplane’s delivery kit.

2.3. OPERATING CHECKLIST

Before Starting the Engine:
a. Visual Inspection COMPLETE
b. Flaps UP
c. Seat ADJUST
d. Rudder Pedals ADJUST and LOCK
e. Seat Belt & Shoulder Harness ADJUST and LOCK
f. All Switches OFF
g. Altimeter SET
h. Avionics OFF
i. Door Latches CHECK
j. Parking Brake SET
k. Propeller CLEAR AREA
Starting the Engine:
NOTE:
Engine must be warmed up for 5 (five) minutes after engine
start-up.
a. Battery Switch ON
b. Engine display panel ENSURE it passes self test and
reset Master Caution and Master
Warning lights
c. Fuel Filter Bypass Light Press to test.
d. Power Lever FORWARD IDLE STOP/BETA
STOP.
e. Propeller Lever Anywhere in operating range, but
normally feather.
f. Fuel Condition Lever CUT OFF
g. Fuel Valve ON
h. Emergency Fuel Pump Switch ON
i. Fuel Inlet Pressure: CHECK in the Green operating
range, pump to OFF.
j. Main Fuel Pump switch: ON; CHECK in the Green operating
range. (Leave on for normal
operations.)
CAUTION
Both fuel pumps are not to be “ON” at the same time.

l. Auto Start Enable switch ON

m. Fuel Condition Lever IDLE
n. Start switch FORWARD to Start position and
HOLD for three seconds, then
release
CAUTION
There is a maximum number of three unsuccessful
start attempts allowed. The fuel drain accumulator
must be drained prior to any additional attempts. This
draining procedure is in the aircraft maintenance
manual.
m. OBSERVE: That the engine accelerates normally
to idle RPM and that the maximum
allowable inter-turbine temperature
starting limit is not exceeded.
n. Autostart Enable Switch OFF
o. Oil Pressure CHECK within Green operating
range
p. Oil Temp CHECK within Green operating
range prior to accelerating engine
q. Generator Switch ON
NOTE:
Battery switch must be on for a ground power start. All other
procedures are the same as a battery start.

2.4. DRY MOTORING RUN

Dry motoring run is used for draining of residual fuel and vapor from the flow path
whenever it is necessary, or if undesirable combustions might occurs after engine
shutdown or when lubrication system is to be filled.
a. Fuel Condition Lever CUT OFF

b. Battery Switch ON
c. Fuel Valve ON
d. Main Fuel Pump Switch ON, to provide lubrication for the
engine driven fuel pumping
elements.
e. AutoStart Enable Switch ON
f. Engine Starter Switch AFT to MOTOR position for 3
seconds and release. Dry
motoring is automatic and
starter will disengage automatically.
g. Maintain the starter operation for the 20 seconds. (Timer is automatic
and will shut off starter automatically).
h. AutoStart Enable Switch OFF
i. Main Fuel Pump Switch OFF
j. Battery Switch OFF
k. Allow a 3 (three)-minute cooling period for the starter before going any
further with the starting operation.
2.5. TAXI
NOTE:
The beta region of the throttle quadrant may be utilized for taxiing.
Push the stick full forward to unlock the tail wheel.
a. Avionics ON & SET

b. Propeller Lever High RPM/Forward.

FAA APPROVED: 3/19/2015
2.7. BEFORE TAKE-OFF

Before proceeding with a ground run-up, be sure that the propeller system is purged, by
feathering the propeller once or twice with the Power Lever in the idle position. Items a –
d below should be used to check the Propeller over speed governor:
CAUTION
Hold the Elevator Control firmly FULL UP during all

high power ground operation to keep the airplane from
nosing over.
a. Place the propeller lever in full increase RPM (forward) position.

b. Increase RPM with the power lever at least to 1800 RPM.
c. Momentarily exercise the prop test switch and check for a small decrease
in RPM.
d. Reduce power back to idle.
e. Flight Controls – Check free and correct.
f. Elevator Tab – SET for take-off
g. Flaps – Flaps 15 to achieve para. 4.5 take-off performance.
h. Prop Control – FORWARD high RPM.
i. Strobe Lights – ON
j. Determine takeoff distance per Para. 4.5 “Take-off Distance to reach 50 ft
above ground level”.
2.8. NORMAL FLIGHT PROCEDURES

Take-Off
a. Brakes RELEASE
b. Power Lever ADVANCE. Do not exceed engine
operational limitations.
c. After breaking ground, allow airspeed to build up to best-rate-of-climb
speed of 106 MCAS and retract flaps.
NOTE:
Best rate of climb is achieved with flaps up.

Climb
a. Maintain maximum continuous power as necessary
b. After obstacles are cleared a power reduction and a propeller speed
reduction for noise may be desirable.
NOTE:
Maximum engine efficiency is achieved at 1900 propeller RPM.
Glide and Approach

a. Prop Control SET full high RPM/Forward
b. Flaps SET as desired.
Go-Around
a. Power INCREASE to the takeoff setting.
b. Flaps RETRACT slowly while retaining
altitude.
c. Airspeed Maintain best-rate-of-climb speed of
106 MCAS with flaps up
Approach, Landing & Clearing the Runway
a. Airspeed on Approach 1.3 VS for flap & weight
configuration.
See charts in Section 4.3.
b. Wing Flaps As Required
c. Touchdown Main Wheels
d. Landing Roll Lower tail smoothly – Close the
throttle.
e. Reverse Propeller Reverse may be used after the tail is
on the ground.
f. Brakes Use as necessary.
CAUTION
The tail wheel is unlocked by full forward movement of
the control stick. This should be delayed until slow taxi
speed to prevent nose over of the aircraft.

After clearing the runway:

a. Flaps RETRACT
Engine Shutdown:
NOTE:
Engine must be cooled down for 5 (five) minutes at ground idle
before engine shutdown.
a. Parking Brakes SET

b. Power Lever IDLE
NOTE:
Allow the engine to stabilize at idle for a minimum of 5 (five)
minutes before shutting down for maximum engine longevity.
c. Propeller Lever FEATHERED

d. Avionics OFF
e. Fuel Condition Lever CUT OFF
f. Generator Switch OFF
g. Main fuel pump switch OFF
h. Battery Switch OFF
NOTE:
During the shutdown, be sure that the gas generator
decelerates freely. Minimum run down time is 18 seconds.
WARNING
IF THERE IS ANY EVIDENCE OF COMBUSTION
WITHIN THE ENGINE AFTER SHUTDOWN, PROCEED
IMMEDIATELY AS DESCRIBED UNDER “DRY
MOTORING RUN” UNTIL THERE IS NO LONGER ANY
EVIDENCE OF COMBUSTION.

2.9. ENGINE RE-START PROCEDURES ON THE GROUND

2.9.1 ENGINE RE-START PROCEDURES ON THE GROUND FOR ALL
AIRCRAFT WITH ENGINES NOT!!!! LISTED IN TABLE 1 BELOW:
2.9.2 USE NORMAL ENGINE START PROCEDURES DEFINED IN

SECTION 2.3 OF THIS DOCUMENT.
Table 1
2.9.3 ENGINE RE-START PROCEDURES ON THE GROUND FOR ALL

AIRCRAFT WITH ENGINES LISTED IN TABLE 1 ABOVE ARE AS
FOLLOWS:
NOTE: Engines may only be removed from Table 1 if compliance

with Section 2 of GE Aviation Business & General Aviation
Turboprops Service Bulletin No. H80-100-80-0005 R4 can be
demonstrated.
Engine restart within 0-5 minutes.

If engine restart is planned within 5 minutes of shutdown, it is necessary to perform the
following steps.
a. Immediately before starting, perform “Dry motoring” as described in this
document.
b. Then wait 2 minutes to cool down starter generator.
c. Start engine using procedures described in this document.
Engine restart within 5-60 minutes.
If engine restart is planned within 5-60 minutes of shutdown, it is necessary to perform the
following steps.
a. Between 5 to 10 minutes after shutdown, perform “Dry motoring” as
described in this document.
b. Wait minimum 5 minutes.

c. Immediately before starting, perform “Dry motoring” as described in

this document.
d. Then wait 2 minutes to cool down starter generator.
e. Start engine using procedures described in this document.
Engine restart more than 60 minutes.
If engine restart is planned more than 60 minutes after shutdown, no dry motoring is
required.
a. Start engine using procedures described in this document.
Unexpected engine restart within 5-60 minutes after shutdown.
If engine restart is planned within 5-60 minutes of shutdown, it is necessary to perform the
following steps.
a. Perform “Dry motoring” as described in this document.
b. Wait minimum 5 minutes.
c. Immediately before starting, perform “Dry motoring” as described in
this document.
d. Then wait 2 minutes to cool down starter generator.
e. Start engine using procedures described in this document.
Securing the Aircraft
a. Parking Brake RELEASE and INSTALL the wheel
chocks.
b. Control Lock ENGAGE
c. Wing and Tail Tie Down SECURE
d. While the aircraft is unattended, be sure that the propeller is tied down to
prevent wind milling with zero oil pressure.
e. Control gust locks on both Ailerons and Rudder should always be used to
prevent damage to flight control system.
CAUTION
Do not rely on control stick lock or the parking brakes
to secure the aircraft while unattended.
 Chock the wheels.
 Tie the aircraft down.
 Install gust locks, Prop tie down and exhaust
covers.

SECTION 3: EMERGENCY PROCEDURES

3.1. INTRODUCTION
The urgency of certain emergencies requires immediate and instinctive action by the pilot.
The most important single consideration is aircraft control. All procedures are subordinate
to this requirement: “Never stop flying the aircraft”.
Those steps that must be performed immediately and instinctively in an emergency
situation are underlined. The pilot should be able to perform these steps without reference
to the checklist. When the situation permits, all steps should be accomplished with the
use of a checklist.
3.2. DEFINITION OF EMERGENCY TERMS

LAND AS SOON AS POSSIBLE:
defined as landing at the nearest suitable landing area (e.g., open field) without
delay. (The primary consideration is to ensure the survival of the occupants)
LAND AS SOON AS PRACTICABLE:
defined as landing at a suitable landing area. (The primary consideration is the
urgency of the emergency.)
3.3. EMERGENCY BASIC RULES

Three basic rules that will assist the pilot when an emergency occurs while airborne are
as follows:
a. Maintain aircraft control
b. Analyze the situation and take proper action
c. Land the aircraft as soon as conditions permit.
3.4. MVP-50T ANNUNCIATION LIGHTS

Annunciator lights will change color corresponding to the numerical value of the system
associated with the segment. If operating within a yellow cautionary range, the illuminated
segment and digits will be Yellow. If operated in a Red range, the segment and digits will
display in Red. In either case both the segment light and either the Master Warning or
Master Caution light will be flashing. Pressing the Exit button on the display panel will
stop the segment from flashing and extinguish the Master Caution light, resetting it so that
in case of another out of limit operation, it will be ready to function for that annunciation.
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 30

WARNING
FAULT/ADVISORY
LIGHTS
Illuminates approximately 5 – 10 mph above Stall Speed, Buzzer will

STALL
also sound
Engine Oil Pressure is Low as indicated by low oil pressure switch,

MIN OP confirm low oil pressure with gauge, if low.
LAND AS SOON AS POSSIBLE.
START Starter is engaged.
Propeller is in Beta Range. During ground operations, it indicates that

BETA
the propeller is properly positioned for application of reverse thrust.
Indicates presence of metal in the engine lubricating oil,

CHIP
LAND AS SOON AS PRACTICABLE
Indicates the oil filter may be dirty and in the bypass mode, LAND AS
OIL BP
SOON AS PRACTICABLE
Indicates that the ITT limiting circuit is energized, normal in Beta or

EHT engine starting, otherwise
Generator or charging system malfunction

GEN FAIL
Fuel pump not receiving electrical power, may be open circuit or

FUEL PUMP
switch in off position.
HPR RNS Hopper rinse circuit is energized.

ANNUNCTIATION LIGHTS LISTED BELOW CAN BE EITHER YELLOW OR RED, BASED

ON CONVENTIONS OUTLINED IN SECTION 1.2 - INSTRUMENT MARKINGS:
G METER Aircraft being flown in caution range or above.
NG NG not within parameters
ITT ITT not within parameters
NP NP not within parameters
TORQ Torque not within parameters
Fuel pressure low EMERGENCY FUEL PUMP ON, Main Fuel Pump OFF:
FUEL P
Engine oil pressure low as determined by oil pressure gauge reading,

OIL P confirm MIN OP light on, if MIN OP light on:
LAND AS SOON AS POSSIBLE
Oil temperature out of limits:

OIL T
Fuel level low in one or both tanks:

FUEL Q
Voltage out of limits, either high or low:

VOLTS
“FUEL FILTER BYPASS” ANNUNCIATOR LIGHT will illuminate when
FUEL FILTER
filter is restricted.
BYPASS
All lights will flash until reset.

3.5. GROUND ENGINE FIRE

See “DRY MOTORING RUN”, Section 2
3.6. IN-FLIGHT ENGINE FIRE

In case of an in-flight fire, the following procedures should be used:
a. Reduce power to minimum level to sustain flight.
b. Dump Hopper load.
c. Monitor ITT and torque to determine if the engine is stabilized and
producing power.
d. Try to determine the source of the fire and if it is of minor or major
proportions.
NOTE:
A minor fire is just smoke and fumes.
A MAJOR fire has bull blown visible flames.
e. 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, and then
proceed as follows:
f. Power Lever IDLE POSITION
g. Propeller Lever FEATHERED.
h. Fuel Condition Lever CUT OFF
i. Fuel Pump Switches OFF
j. Fuel Valve OFF
k. Monitor ITT to determine if fire exists in engine. If ITT is rising, proceed
with “DRY MOTORING RUN” but leave fuel OFF.
l. If ITT is falling, turn OFF all switches. Open engine oil servicing door and
use fire extinguisher to douse the fire.
If fire is of MAJOR proportions, the following procedures should be used:

m. Power Lever IDLE POSITION
n. Propeller Lever FEATHERED
o. Fuel Condition Lever CUT OFF
p. Power Lever OFF
q. Fuel Select Valve OFF
r. All Switches - OFF

s. Prepare for forced landing. If terrain is rough, turn on Battery Switch

“BATT” and extend flaps as desired, then turn off “BATT” switch.
t. Side-slip to prevent fire from reaching cockpit.
u. LAND AS SOON AS POSSIBLE
3.7. EMERGENCY HOPPER DUMP

Should circumstances arise that require an emergency landing, the hopper should be
dumped by moving the dump lever full forward. Forward pressure on the control stick or
forward trim (or both) should be used to prevent excessive nose up pitching moment. Max
speed for Hopper dump is 158 MPH.
3.8. ELECTRICAL FIRE IN-FLIGHT

In case of an electrical fire in flight, follow these procedures:
a. Battery and Generator switches OFF
b. All other Electrical switches OFF
c. Circuit Breakers OUT
If electric power is essential for flight, check to identify and isolate the faulty circuit with the
following steps:
d. Generator Switch ON
e. If the generator switch is defective, MOVE the Generator switch to OFF
position.
f. MOVE the Battery Switch to the ON position.
g. Let a short period of time elapse before activating additional circuits one at
a time until the defective circuit is identified.
If a Generator Failure occurs in flight:
h. All non-essential Electrical Equipment -OFF
i. Generator OFF then back ON
j. If Generator fails to come ON- GENERATOR OFF
k. LAND AS SOON AS PRACTICABLE.
3.9. NOTE:
The battery should supply power to essential avionics and fuel
pump for approximately 30 minutes. (The air conditioner
compressor is automatically off, but the blower motor should be
turned off to conserve power.)

3.9 ENGINE FAILURE IN-FLIGHT

Engine failure symptoms could include any or all of the following:
a. Loud noises followed by heavy vibration and loss of power, smoke and/or
flame.
b. Rapid loss of power with unusual noises, vibration or sudden increase of
ITT.
c. Loss of power following a drop in oil pressure below redline or increase in
oil temperature above redline or both.
d. Loss of power following overspeed of gas generator (Ng).
e. Engine explosion and flame & smoke.
If it is clear that the engine has failed, proceed as follows:
f. Hopper Dump DUMP LEVER FORWARD
g. Propeller Lever FEATHERED
h. Fuel Condition Lever CUT OFF
i. Power Lever IDLE POSITION
j. Fuel Valve Lever OFF
k. Fuel Pump Switches OFF
l. LAND AS SOON AS POSSIBLE
WARNING
CAUTION IS MANDATORY DURING A SUSPECTED

ENGINE FAILURE ON TAKE-OFF OR LANDING IN
ORDER TO AVOID SHUTTING DOWN THE ENGINE
UNNECESSARILY. DO NOT ATTEMPT TO RESTART
AN ENGINE WHICH IS DEFINITELY KNOWN TO HAVE
FAILED.
NOTE:
Refer to Section 3.14 – Forced Landing Procedures for
additional guidance.

3.10. ENGINE FLAMEOUT

The indications of any engine flameout will be a drop in the ITT (inter-turbine temperature),
torque pressure and RPM. The flameout may result from the engine running out of fuel
or possibly by unstable engine operation. Once the fuel supply has been restored to the
engine or the cause of the unstable operation eliminated, the engine may be restarted in
the manner described in Section 3.12: “Normal Air Starts”.
a. Auto start enable switch ON
b. Engine start switch START
c. If engine restarts: LAND AS SOON AS
PRACTICABLE
d. If engine fails to start - LAND AS SOON AS POSSIBLE
(Reference 3.14: Forced Landing)
3.11. FAILURE OF AUTOMATIC FUEL SCHEDULING

Please refer to Section 6 Emergency Circuit of Fuel Control Unit and its application
(Engine manufacturer Operation Manual GE H80-100 – 0983302).
Normally the fuel scheduling is automatic, the engine power lever is positioned by the pilot
and the fuel control schedules the fuel in a manner that allows smooth increases and
decreases of power while not exceeding any engine limitations during acceleration or
deceleration. In the event the automatic fuel scheduling fails, the engine will experience a
“low side” failure, sometimes called a “roll back”. The engine goes to minimum fuel flow,
which is slightly below normal Ng idle speed. Fortunately the GE H-80 is equipped with an
emergency governor which will allow the pilot to regain full control of the engine and safely
return. While in Emergency Governor, all automatic fuel scheduling is lost and power is
controlled by the fuel condition lever. Too rapid of movement of the fuel condition lever
while in Emergency Governor can cause ITT exceedences, Ng speed exceedences, and
compressor stalls. It’s imperative that any power changes while in Emergency Governor
be made smoothly and slowly allowing the engine to accelerate normally. Full power is
available while in Emergency Governor. In the event automatic fuel scheduling is lost and
the engine goes to minimum fuel flow.
a. Raise the switch guard and place Emergency Governor Switch ON.
b. Smoothly advance the ENGINE FUEL CONDITION LEVER until power is
restored and a climb is established.
c. LAND AS SOON AS PRACTICABLE.
d. If power is not restored, LAND AS SOON AS POSSIBLE.

After power is restored and you have climbed to a safe altitude, reduce the engine power
lever to idle and continue the flight to a safe place to land using the Fuel Condition Lever
as you would normally use the Engine Power Lever.
NOTE:
The fuel condition lever should always be at “IDLE” unless
Emergency Governor is switched on.
NOTE:
Reverse or Beta is not available while using the Engine Fuel
Condition Lever. It is normal for the engine compressor to make
a “pop” sound when the Emergency Governor switch is either
turned on or off.
3.12. AIR STARTS

NOTE:
Air Start Envelope – Normal Air Starts ranging from sea level to
12,000 feet altitude and 87 MPH IAS to 126 MPH IAS have been
approved.
CAUTION
Only Starter assisted Air Starts are possible.
The recommended pre-air start check procedure is:

a. Propeller Lever: Anywhere in operating range
b. Power Lever: IDLE
c. Battery Switch: ON
d. Fuel Valve: ON
e. Fuel Condition Lever: CUT OFF
f. Fuel Pump Switch: ON
g. Fuel Pressure Indicator: In the Green

NOTE:
Propeller feathering is dependent on circumstances and is at the
discretion of the pilot. Fine pitch selection will pump air through
the engine, and therefore increase the gas generator motoring
speed during the Air Start procedure. Regardless of where the
prop control lever is, loss of engine oil pressure will cause the
prop to feather.
The recommended Air Start Procedure is:

a. Auto start enable Switch: ON
b. Engine Start Switch: ON
c. Fuel Condition Lever: IDLE
NOTE:
A re-light normally should be obtained within 10 seconds and will
be evidenced first by a rise in gas generator RPM. A rise in the
ITT will also be noted.
When the engine reaches idle RPM,

d. Auto Start Enable Switch: OFF
e. Propeller Lever: High RPM/Forward
f. Power Lever: ADJUST to desired position
g. CHECK that the Engine Operating Limits are not exceeded.
h. If a satisfactory start is not obtained, discontinue the air start.
i. Repeat the engine start procedure if another starting attempt is to
be made.
NOTE:
The best air start technique is to initiate the restart procedure
immediately after flameout occurs, if the pilot is certain that the
flameout was not the result of some malfunction which might
make the attempt to restart unsafe.

3.13. ABORTED TAKE-OFF

Should the pilot deem it necessary to abort a takeoff, the following steps are advised:
a. Power Control Lever: Full Beta or Reverse as necessary.
b. Brakes: Apply as permitted by aircraft attitude
and directional control.
c. Consider dumping the hopper if necessary to shorten braking
roll.
d. Flaps: Retract
WARNING
DO NOT DUMP HOPPER ABOVE 50 MPH IAS ON
TAKEOFF OR AIRCRAFT MAY BECOME AIRBORNE.
DUMPING HOPPER LOAD MAY REDUCE BRAKING
EFFECTIVENESS.

3.14. FORCED LANDINGS

Forced Landing with engine power remaining:
a. Maintain 107 MPH IAS and once landing area is assured, apply full flaps
b. Select a safe area to dump hopper if possible. Dump the hopper load and
move the control stick forward as the dump is made to control nose pitch-
up.
Forced Landing with Engine Failure, proceed as time and altitude permits with LIQUID in
Hopper:
a. Dump hopper load by opening hopper gate.
b. Feather prop to extend glide.
c. If a re-start is to be attempted, proceed with Air-Start procedures as
described herein.
d. Maintain 90 to 100 MPH IAS and look for suitable landing area.
e. If landing is to be made on road with a strong cross-wind, leave flaps
retracted.
f. If landing in open field, extend flaps and maintain at least 80 MPH IAS until
flare for landing.
g. Turn Fuel Valve OFF once air-start procedure is abandoned.
h. Pull Fuel Condition Lever to CUT OFF position.
i. All Switches OFF
j. Open both canopy doors during approach.
Forced Landing with Engine Failure, proceeding as time and altitude permits with DRY
SOLIDS in Hopper:
a. Open hopper gate to reduce weight as much as possible.
b. Feather prop to extend glide.
c. Maintain 107 MPH IAS if gross weight is high.
d. Tighten seat belt.
e. Turn Fuel Valve OFF once air-start procedure is abandoned.
f. Pull Fuel Condition Lever to CUT OFF position.
g. All Switches OFF.
h. Open both canopy doors during approach.
i. Extend full flaps during flare for landing.
NOTE:
A liquid filled hopper will empty faster than a dry solid filled
hopper. Maintain speed as time and altitude permits, until hopper
is empty.

3.15. EMERGENCY EGRESS

If it is necessary to remove the cockpit door from its hinges, do the following:
a. KNOCK OUT the oval panel below the window.
b. REACH through the hole and PULL UP the flexible hinge pin.
c PUSH the door clear of the aircraft and EXIT.
3.16. ELEVATOR TRIM/ RUDDER CENTERING SPRING FAILURE

Test flights with failed springs has shown that a spring failure is easily recognized by the
pilot and that the aircraft is safe and controllable throughout its operating envelope with a
failed spring. Failure of an elevator spring exhibits a nose upward pitch of about four lbs
force on the control stick, is easily overcome and there is sufficient range in the pitch trim
system to re-trim for zero force. A failed rudder centering spring will cause an uneven force
of approximately eleven lbs. to overcome. In either case, a failed spring is a flight control
failure and the spring must be replaced to continue the airworthiness of the aircraft. In the
event a spring fails:
LAND AS SOON AS PRACTICABLE.
3.17. NOSE BAGGAGE DOOR OPENING IN FLIGHT

Should the nose baggage door open in flight:
3.18. LOSS OF HOPPER RINSE BALLAST IN THE DUAL

COCKPIT
If, at any time, in flight, the water ballast in the tank is lost, the aircraft CG will be outside
the aft limit. The indication will be a sudden reduction of stability and a requirement of
more nose down trim, possible beyond the limit of elevator trim. In the event of loss of
ballast:
3.19. SUSPICION OF HOPPER RINSE TANK LEAKING

If dual occupant operations are conducted, where the hopper rinse tank must be
employed as ballast, and if it is suspected that the hopper rinse tank is leaking while in
flight the pilot should proceed as follows:

SECTION 4: PERFORMANCE
S2R-H80 Performance Supplement at Weights in Excess of 6000 lbs.
4.1. INTRODUCTION
The intent of this Performance Supplement is to provide the operator of the Thrush Aircraft
Inc. S2R-H80 Aircraft with performance information when the aircraft is loaded to weights
in excess of 6000 pounds up to and including 10,500 lbs. (Refer to C.G. Limits on page
1.6 of this manual.)
Data provided in this Supplement was obtained by standard flight test methods, data
reduction and expansion procedures. Testing was performed from a dry, smooth hard
surface. Factors such as runway surface and weather conditions must be given
consideration. Actual Performance may also vary with individual aircraft and piloting
techniques, so operations should allow some safety margin to account for these variables.

INTERNATIONAL STANDARD ATMOSPHERE (ISA) TEMPERATURES

The International Standard Atmosphere (ISA) is used in most aircraft operations and is
standard throughout the industry. Temperature values for this atmosphere are provided
below for ease in navigating the following series of performance charts. Values are
provided in degrees Celsius. If your ambient air temperature gauge reads in degrees
Fahrenheit, see the graph below to convert to Celsius.
Fahrenheit to Celsius Temperature Conversion

DEGREES -F°
DEGREES -C°

4.2. AIRSPEED CALIBRATION

The following charts provide the airspeed calibration for the Thrush S2R-H80 at a takeoff
gross weight of 10,500 lbs and at a light weight of 6850 lbs. To use these charts to
determine Calibrated Airspeed, enter the chart at the value of Indicated Airspeed, proceed
vertically until the line is encountered. Then proceed horizontally to the left to read the
value for calibrated airspeed.
If an Indicated Airspeed is desired from a known Calibrated Airspeed, such as stalling
speed, enter the chart at that calibrated airspeed and perform the procedure in reverse.
EXAMPLE:
Shown Indicated Airspeed of 120 MPH AT 10,500 lbs. is actually a Calibrated Airspeed
of 117.5 MPH for the flaps up configuration or 116 MPH for flaps 15ᵒ.
At lightweight and indicated airspeed of 120 MPH, calibrated airspeed is actually 117.5
MPH for flaps up configuration or 115 MPH for flaps 15°.





4.3. STALLING SPEED VERSUS AIRCRAFT WEIGHT

The following two charts provide the Aircraft Stalling Speeds for both the Flaps Up and
Flaps 15ᵒ cases.
EXAMPLE:
To determine the Stalling Speed at an Aircraft Weight of 8500 pounds, enter the Flaps Up
chart at that weight. Proceed horizontally until encountering the line. Then proceed
vertically down to read the Stalling Speed of 81 MPH Calibrated Airspeed. To obtain the
number in Indicated Airspeed, return to the Airspeed Calibration Chart.
The same procedure is used to obtain the Stalling Speed on the Flaps 15ᵒ Chart which
shows a Stalling Speed of 74.5 MPH Calibrated Airspeed.

FLAPS UP – CALIBRATED MPH

STALLING SPEED.

FLAPS 15° – CALIBRATED MPH

STALLING SPEED.

4.4. INSTALLED ENGINE HORSEPOWER

The first of the following four charts provides the Installed Torque Available for several ISA
values up to the maximum torque limit of 2020 Ft. Lbs. This chart was used to determine
installed horsepower for expansion of standard sea level data to various altitude and
temperature conditions for climb charts for determining at what altitude a rate of climb of
200 ft/min was reached.
The second chart provides a conversion from Ft. Lbs. of Torque to Percent Torque as
indicated in the cockpit.
The third chart provides the power output from the engine with the propeller turning 2080
RPM versus Percent Torque.
The fourth chart provides the power output from the engine with the propeller turning 1900
RPM versus Percent Torque.
EXAMPLE:
Assuming an ISA+30 degree day at a Pressure Altitude of 8000 ft., enter the Installed
Torque versus Altitude Chart at 8000 ft. and proceed horizontally until reaching the ISA+30
degree line. Then descend vertically until reading a Torque of 1840 Ft. Lbs. With the
value of 1840 Ft. Lbs., enter the second chart of Torque versus Percent Torque and
proceed horizontally until reaching the Percent Torque line. Then descend vertically to
reach the Percent Torque value of 90 percent. With the Percent Torque value of 90
percent, enter the third chart of Engine Shaft Horsepower versus Percent Torque at 2080
RPM. Proceed vertically until reaching the Shaft Horsepower line. Then proceed
horizontally to the left to read an Engine Shaft Horsepower value of 725 Horsepower. This
is the power output of your engine at a propeller RPM of 2080 and a Percent Torque of 90
percent.
If a propeller RPM of 1900 is used, the fourth chart shows the Shaft Horsepower output
for 90 Percent Torque would be 660 Horsepower.





4.5. TAKEOFF DISTANCE TO 50 FEET ABOVE GROUND LEVEL

The Takeoff Distance to 50 feet above ground level in no wind conditions is provided in
the following two charts. The first chart provides the takeoff distance to 50 feet above
ground level at a takeoff gross weight of 10,500 lbs. The second chart allows correcting
that distance for some reduced aircraft weight.
Airspeeds to achieve the Takeoff Distances given are 89 MCAS for liftoff and 106 MCAS
to 50 feet above ground level. These airspeeds are for a takeoff gross weight of 10,500
lbs. As weight is reduced these airspeeds should be reduced by approximately 5 MPH
for each 1000 lb. reduction in takeoff gross weight. In conditions of a headwind the takeoff
distance will be less than the distances given. Downwind takeoffs will increase the
distances given and should be avoided.
EXAMPLE:
Assuming a 25ᵒ ambient temperature and an airport elevation of 3000 ft. Pressure Altitude,
we will also assume that the aircraft takeoff gross weight is 8500 lbs. To determine the
takeoff distance to 50 feet above ground level, enter the first chart for Takeoff Distance at
10,500 lbs. at 25ᵒC and proceed up to a Pressure Altitude of 3000 ft. Then proceed
horizontally to the right to determine the takeoff distance if the aircraft weighed 10,500 lbs.
which is 2600 ft. Enter the second chart at that distance (2600 ft.) and from the right
vertical reference, follow the guide lines down to the point where this line intersects a line
drawn vertically up from 8500 lbs. From this point proceed horizontally to the right until
the line intersects the takeoff distance which is 1400 ft. This is the takeoff distance for the
aircraft at 8500 lbs. for the condition given.


AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page | 59


4.6. CLIMB PERFORMANCE

The following two charts provide Climb Performance of the S2R-H80 at various
temperatures, altitudes and weights.
Best Rate of Climb Speed, VY, at 10,500 lbs. gross weight varies linearly from 106 MCAS
at Sea Level to 105 MCAS at 10,000 ft.
Best Angle of Climb Speed, VX, at 10,500 lbs. gross weight varies linearly from 98 MCAS
at Sea Level to 101 MCAS at 10,000 ft.
EXAMPLE:
Given an ambient temperature of 20ᵒ C, a Pressure Altitude of 3000 ft. and a Gross
Weight of 8000 lbs. enter the rate of climb chart for a 10,500 gross weight at 20ᵒC and
proceed vertically to 3000 ft. Then proceed horizontally to the right to read a rate of climb
at a 10,500 lb. Gross Weight of 480 ft/min. Enter the second chart of Rate of Climb versus
Gross Weight at this value, 480 ft/min., and follow the guide lines up to the point where
this line intersects the line drawn vertically up from 8000 lbs. Then proceed horizontally
to the left to read a rate of climb value of 1000 ft/min at a gross weight of 8000 lbs.


Note:
Flaps at 15°




4.7. LANDING DISTANCE FROM 50 FEET ABOVE GROUND

LEVEL
The Landing Distance from 50 feet above ground level in no wind conditions is provided
in the following two charts. The first chart provides the landing distance from 50 feet above
ground level at the maximum landing weight of 7600 lbs. The second chart allows
correcting that distance for some aircraft weight less than 7600 lbs.
The Approach Airspeed to achieve these Landing Distances is 114 MCAS at the 50 feet
above ground level. This airspeed is for a landing gross weight of 7600 lbs. (For other
weights, refer to Table 4-1 below.)As weight is reduced, this airspeed should be reduced.
In conditions of a headwind, the landing distance will be less than that shown. Downwind
landings will increase the distances provided and should be avoided.
AIRCRAFT WEIGHT – LBS. APPROACH AIRSPEED - MCAS

7600 114
7000 109
6500 105
6000 101
5500 97
Table 4-1: Landing Distance Airspeeds
EXAMPLE:
Assuming a 25ᵒC ambient temperature and an airport elevation of 3000 ft. Pressure
Altitude with an aircraft landing weight of 6800 lbs. To determine the Landing Distance
from 50 feet above ground level, enter the first chart at the 25ᵒC ambient temperature and
proceed vertically until reaching a pressure altitude of 3000 ft. Then proceed horizontally
to the right to read a landing distance at a 7600 lb. gross weight of 2200 ft. Enter the
second chart at that distance (2200 ft.) and from the right vertical reference, follow the
guidelines down to the point where a line drawn vertically from 6800 lbs. intersects it. Then
proceed horizontally to the right to read a Landing Distance at 6800 lbs. of 1900 ft.


THRUSH S2R-H80 LANDING DISTANCE FROM 50 FT. ABOVE GROUND LEVEL AT 7600 LBS. AIRPLANE FLIGHT MANUAL
APPROACH SPEED IS 114 MCAS WITH REVERSE THRUST AND FLAPS 15°


THRUSH S2R-H80 LANDING DISTANCE FROM 50 FT. ABOVE GROUND LEVEL AT REDUCED
WEIGHT WITH REVERSE THRUST AND FLAPS 15°. REDUCE APPROACH SPEED 4 MPH
FOR EACH 500 LB. DECREASE IN WEIGHT.


SECTION 5: WEIGHT & BALANCE

5.1. WEIGHT & BALANCE PROCEDURE
NOTE:
DATUM is the leading edge of the wing.
Maximum Weight: 10,500 lbs in any configuration. This is the

baseline certified weight and does not
include any overload. No overload in
accordance with CAR 8 is authorized.
Maximum Landing Weight: 7,600 lbs.
Minimum Weight: 4,500 lbs.
C.G. Range:
Forward limit: 25 inches up to 6000 lbs. From there it is a
straight line variation to 28 inches at 10,500
lbs.
Rear limit: 30.5 inches at 10,500 lbs. From there it is

a straight line variation to 31.0 inches at 7600
lbs. and below.
31.0 at 7600 lbs. and below.
AFM H8001 SINGLE & DUAL COCKPIT Revision A Page | 66


5.2. S2R-H80 SINGLE AND DUAL COCKPIT C.G. ENVELOPE


5.3. WAM - EXAMPLE

Balance of an aircraft is a simple formula, it can be remembered simply as WAM, or:
Weight X Arm = Moment. Weight is in pounds, Arm is the location where the
weight is taken, in inches, when measured from the Datum which in this case is
the leading edge of the wing. Moment is the number derived from multiplying
weight X Arm. Once the total Weight and the Total Arm is known, the aircraft’s CG
is determined by simply dividing the total Moment by the total Weight.
Single and Dual Cockpit
Baggage Compartment Arm:
-14.0 inches and max load is 100 lbs.
Smoker Tank Arm:
-9.1 inches & holds four gallons of oil weighing 26 lbs.
Hopper Rinse Tank Arm:
-30.0 inches & has a capacity of 24 gallons of water weighing 200 lbs.
The Hopper Arm:
29.9 inches and has a maximum capacity of 4,000 lbs.
Pilots Seat:
89.0 inches
Fuel Tank:
38.50 inches and have a total useable fuel capacity of 228 gals. Jet A weighs 6.7
lbs per gal.
Rear Cockpit Only:
Cargo: 114.0 inches weighing 200 lbs. maximum.

or
Passenger: 127.0 inches at 170 lbs nominal.
NOTE:
The following calculations are representative only, and may or
may not represent your aircraft.


EXAMPLE 1:
Let’s work an example weight and balance calculation for a single cockpit version or dual cockpit
with the rear seat empty.
 Aircraft empty taken from the original weight and balance form is 4750 lbs with an arm of
25.02 inches and a total moment of 118,845.
 Assume on a flight we will have:
 200 lb. Pilot at an arm of 89.0 equals a total moment of 17,800.
 400 gals of water in the hopper is a weight of 3320 lbs at an arm of 29.9 is a total
moment of 99,268.
 150 gals of fuel that weighs 1005 lbs at an arm of 38.5 equal a total moment of
38,692.5.
 Hopper rinse is full of water so the weight of water is 200 lbs., its arm is -30.0
inches with a total moment of -6000.0.
 Smoker will be full of oil so it has a total weight of 26 lbs. at an arm -9.1 for a
total moment of -236.6
Weights ARM Moments

(units) (units) (units)
AIRCRAFT 4,750.00 25.02 118,845
PILOT 200 89 17,800
HOPPER 3,320.00 29.9 99,268
FUEL 1005 38.5 38,693
HOPPER RINSE 200 -30 -6,000
SMOKER 26 -9.1 -237
9,501.00 28.25 268,369
Divide the total Moment (268,368.9) by the total weight (9501.0) gives you an arm of (28.25”).
Since the arm and the CG are the same thing, you have an aircraft that is well under the Gross
Weight limit and well within the CG limit, so this flight can easily be made within the aircraft’s
limitations.


EXAMPLE 2: Dual Cockpit Version:
 200 lbs. of cargo at an arm of 114.0. FIRST LOADING

 200 lbs. for a passenger at an arm of 127.0. SECOND LOADING
Sample loading with cargo in the aft cockpit:
Weights ARM Moments

AIRCRAFT 5,037.00 26.81 135.042
PILOT 200 89 17,800
HOPPER 3,637.00 29.9 108,746
FUEL 800 38.5 30,800
SMOKER 26 -9.1 -237
CARGO 200 114 22,800
10,300.00 30 308,951
Sample loading with a passenger in the aft cockpit:
Weights ARM Moments

AIRCRAFT 5,037.00 26.81 135.042
PILOT 200 89 17,800
HOPPER 3,637.00 29.9 108,746
FUEL 800 38.5 30,800
SMOKER 26 -9.1 -237
PASSENGER 200 127 25,400
10,200.00 30.84 314,551


Notice that the first loading is within limits, while the second is not, even though the weights are
similar.
NOTE:
The location of any compartment forward of the leading edge of
the wing will have a negative arm and will, of course, be treated
as a negative number. Any compartment behind the wing leading
edge has a positive arm.
NOTE:
In the dual cockpit S2R-H80, the hopper rinse tank is utilized for
ballast when the rear cockpit is occupied. Whenever a
crewmember occupies the rear seat, the hopper rinse tank must
be filled with water.
NOTE:
A Forward Removable Ballast Tank is installed when the airplane
is delivered if it is necessary to keep the airplane within aft C.G.
with someone in the aft seat. It is required to be used any time
the aft seat is occupied in addition to a full Hopper Rinse tank.


5.5. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG

POSITION FOR THE DUAL COCKPIT CONFIGURATION.
a. A second battery is standard and will be used as permanent Ballast.
b. A Hopper Rinse System is standard equipment and must be filled with water
whenever the rear seat is occupied by a crewmember. The water becomes
removable ballast if the rear seat is not occupied.
c. If the aircraft was delivered with a forward ballast box with a designated required
weight, that ballast must be installed when the rear cockpit is occupied. The
maximum weight of this ballast box is 100#, and any capacity above the required
weight may be used for optional addition forward ballast. If the airplane
configuration is changed so as to affect the weight and balance, the required
ballast tank weight must be adjusted accordingly to maintain an aft CG. of not more
than 30.5 inches at 10,500# and no more than 31.0 inches at 7,600#, with straight
line variation between.
d. A baggage compartment is standard with capacity to hold up to 100# of removable
ballast if required to keep the airplane within aft CG limitations.


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REV. PAGE DESCRIPTION OF REVISION BY:

Replaced the picture to reflect an S2R-H80 model airplane.

Corrected Sub-section/Paragraph Numeration t/o Section 1.

AFM H8001 SINGLE & DUAL COCKPIT Revision C Page ii

AFM H8001 SINGLE & DUAL COCKPIT Revision B Page iv

AFM H8001 SINGLE & DUAL COCKPIT Revision B Page v

LOG OF EFFECTIVE PAGES

Cover ……………………… 3/19/15 23 ……………………… 3/19/15

AFM H8001 SINGLE & DUAL COCKPIT Revision C Page vi

LOG OF EFFECTIVE PAGES

AFM H8001 SINGLE & DUAL COCKPIT Revision C Page vii

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page viii

WARNINGS, CAUTIONS & NOTES DEFINED:

USE OF SHALL, SHOULD & MAY:

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page ix

3-VIEW OF S2R-H80 SINGLE COCKPIT

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page x

DIMENSIONAL 3-VIEW OF S2R-H80 SINGLE COCKPIT

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xi

3-VIEW OF S2R-H80 DUAL COCKPIT

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xii

DIMENSIONAL 3-VIEW H80 DUAL COCKPIT

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xiii

GLOSSARY OF TERMS & ABBREVIATIONS

AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xiv

Maximum Continuous 800 100 750 100.1 2080 26 to 39 +20 to 85

Climb 800 100 750 100.1 2080 26 to 39 +20 to 85

Acceleration 106* 780 102.5* 2140* 26 to 39 +20 to 85

Maximum Reverse 710 96 1900 26 to 39 +20 to 85

Emergency Governor 800 100 780 101.5 2080 26 to 39 +20 to 85

AFM H8001 SINGLE & DUAL COCKPIT Revision B Page 1

STARTER: Maximum starter engagement duration is 30 seconds

FUEL PUMPS: Continuous simultaneous operation of both fuel pumps is

REVERSE POWER: Do not use in flight.

AFM H8001 SINGLE & DUAL COCKPIT Revision B Page 2

1.2. POWERPLANT INSTRUMENT MARKINGS

You have exceeded a limit and an immediate action is required.

You are operating in a range where operation is allowed, but special

A range where continuous operating is allowed, also known as

Land as soon as Practicable.

AFM H8001 SINGLE & DUAL COCKPIT Revision B Page 3

LIMITS FEATURES MEANING

-20 RED Radial Minimum

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1.3. AIRSPEED LIMITS

5. Never Exceed – VNE 186 Basic Airplane Limit

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1.4. ALTITUDE LIMITATIONS: 12,000 MSL

For Single and Dual Cockpit

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1.6. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG

1.7. HIGH ALTITUDE AIRPORT OPERATIONS

1.8. TYPES OF OPERATION

1.9. FLIGHT LOAD FACTORS

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“PUSH STICK FORWARD

b. Located on the Left Hand Instrument Panel:

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e. Located on the forward Lower Corner of Each side door window:

“DO NOT OPEN DOOR ON THE GROUND WITH THE ENGINE

h. Located on top of hopper: