Air tractor AT-802/802A · An approved AT-802/802A pilot with a sufficient amount of operational...
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AIR TRACTOR AT-802/802A Pilot Training Program Manual Number 06-0142 Revision Date 04/14/17
Transcript of Air tractor AT-802/802A · An approved AT-802/802A pilot with a sufficient amount of operational...
AIR TRACTOR AT-802/802A Pilot Training Program
Manual Number 06-0142 Revision Date 04/14/17
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REVISIONS
DATE REVISION PAGES EFFECTED
04/14/17 -Revised to incorporate the new requirements of FAA Type Rating Exemption No. 5651Q, issued Nov. 29, 2016 and corrected Mar 6, 2017. -Incorporated FAA comments from letter dated April 7, 2017
All Pages
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Contents Chapter 1 - AT-802/802A Operational Approval, and Regulatory Compliance ............................................ 6
Roles and Responsibilities ......................................................................................................................... 7
Record of Training ..................................................................................................................................... 9
Factory Authorized AT-802/802A Trainer Pilots ..................................................................................... 10
Restricted Category Airplane Operations ............................................................................................... 11
Chapter 2 - COURSEWARE .......................................................................................................................... 12
SEGMENT 1 – GENERAL OPERATIONAL SUBJECTS .................................................................................. 12
A. Lesson 1 - Aircraft and Operating Limitations (30 min.) ........................................................ 12
B. Lesson 2 - Weight & Balance (30 min.) ................................................................................ 17
C. Lesson 3 - Adverse Weather Operations (45 min.) ................................................................ 18
D. Lesson 4 – Aerodynamics, Performance Charts, and Management of Installed and Inoperative
Equipment (1 hr.) ....................................................................................................................... 19
SEGMENT 2 – AIRPLANE SYSTEMS AND COMPONENTS ......................................................................... 21
F. Lesson 1 - Fuel and Oil System (30 min.) .............................................................................. 21
G. Lesson 2 – Powerplant (20 min.) ......................................................................................... 23
H. Lesson 3 - Electrical System (20 min.) .................................................................................. 25
I. Lesson 4 – Dispersal Systems: Agricultural and Firefighting (1 hr.) ....................................... 26
J. Lesson 5 - Landing Gear and Brakes (10 min.) ...................................................................... 34
K. Lesson 6 - Pneumatic System (+15 min) ............................................................................. 35
L. Lesson 7 - Environmental Control (10 min.) ......................................................................... 36
N. Lesson 9 - Instrumentation and Navigation (5 min.) .............................................................. 39
O. Lesson 10 - Ice and Rain Protection (+15 min.) .................................................................... 40
P. Lesson 11 - Fire and Overheat Protection (+10 min.)............................................................. 41
Q. Lesson 12 - Autopilot and Communications (+10 Min) ........................................................... 42
R. Lesson 13 – Aircraft Lighting (+10 min) ................................................................................. 43
SEGMENT 3 – AIRPLANE SPECIFIC EMERGENCY TRAINING .................................................................... 44
S. Lesson 1 - Emergency Equipment (2 min.) ............................................................................. 44
T. Lesson 2 - Emergency Procedures (1 hr.) ............................................................................ 46
SEGMENT 4 – SYSTEMS INTEGRATION TRAINING .................................................................................. 52
V. Lesson 1 – Cockpit Familiarization and Use of Checklists (1 + 30 min.) ................................. 52
W. Lesson 2 – Operational Maneuvers (1 hr.) ........................................................................... 60
Chapter 3 – Supplemental Courseware ...................................................................................................... 63
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Quiz – 1 Aircraft Operating Limitations .......................................................................................... 64
Quiz – 2 Aircraft Systems ............................................................................................................... 65
Quiz – 3 Emergency Procedures ..................................................................................................... 66
Quiz – 4 Normal Operations ........................................................................................................... 67
Chapter 4 – Approval Letters and Forms .................................................................................................... 68
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Introduction This training program was developed to standardize AT-802/802A pilot training, and meet the requirements of the Conditions and Limitations section of FAA Type Rating Exemption No. 5651. This program is FAA approved and should be used in conjunction with all AT-802 and AT-802A related pilot training. The following Training Program contains the required courseware information to be taught, allotted lesson times for each segment, and an overview Quiz for each segment.
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Chapter 1 - AT-802/802A Operational Approval, and Regulatory Compliance
Type Rating Exemption
The Air Tractor AT-802/802A is a unique airplane because of its maximum gross weight and Certification
Basis. The airplane was designed and certified under 14-CFR Part 23 in the Restricted Category. Its
maximum gross weight is 16,000 lbs, which makes the airplane fit the definition of “Large Airplane”.
Because of its “Large Airplane” classification, the operation of it requires an Exemption from 14-CFR
61.31(a)(1), the “Type Rating requirement”.
An Exemption from the Type Rating requirement of 14-CFR 61.31(a)(1) has been issued by FAA on a
continuous basis since 1993. This Type Rating Exemption has been initiated by Air Tractor on behalf of
its Customer-Operators, and has been granted by FAA with safety and the industry’s economic burden in
mind.
As an AT-802/802A pilot, you have the responsibility of completing the training requirements of the
Type Rating Exemption, receiving documentation of completion of the training requirements, and
maintaining these records as part of your pilot records in the event you are asked to produce them in
the future. You are also required to maintain, possess, and be able to produce a copy of the current
revision level of this Type Rating Exemption, and always operate in accordance with the requirements in
it. A current copy of the Type Rating Exemption can always be found on www.airtractor.com. It is
strongly suggested that you verify that the current copy of the Type Rating Exemption is carried on-
board the airplane at each maintenance/inspection event, and annually prior to the start of your season.
Experienced, “legacy” AT-802/802A pilots may be able to waive the Pilot Training requirements of the
Type Rating Exemption using previous experience in the Air Tractor airplanes, but should carefully read
the provisions for doing so in the Exemption. A pilot who chooses to use previous experience to waive a
training requirement should ensure that they maintain the proper documentation to do so in their pilot
logbook.
(A current copy of Type Rating Exemption can be found in Chapter 4 of this manual.)
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Roles and Responsibilities Having a clear understanding of your responsibilities as an AT-802/802A pilot is very important.
A surprise FAA Ramp Check or worse, a post-accident investigation, is not a good time to begin
familiarizing yourself on what your responsibilities are. The information below should give you
a good idea of how the FAA, the manufacturer, the Training Centers and Factory Authorized
Trainer Pilots, and the Operational 802/802A pilots work together to keep a fleet of AT-
802/802As operationally compliant from a training standpoint.
FAA -
Reviews and Approves Air Tractor, Inc. AT-802/802A Pilot Training Program
Re-issues Type Rating Exemption No. 5651 seamlessly without delay.
Air Tractor, Inc. –
AT-802/802A Pilot Training Program
Produces and Submits for FAA approval
Maintains Training Program (Revisions, changes, distribution, etc.)
Manages Factory Authorized Instructors
Reviews qualifications of, then makes approval decision
Issues Certificate of Approval
Maintains records on file
Conducts audits periodically
Maintains a list of factory authorized instructors at airtractor.com
Manages Training Center-submitted 3rd Party Flight Training Programs,
Reviews submitted programs, then approves
Maintains records on file
Issues Certificate of Approval
Conducts audits periodically
Maintains Type Rating Exemption No. 5651 and acts as a check to ensure accuracy of
the document.
Evaluates, endorses, and recommends approval of simulators and flight training devices.
Factory Authorized Training Centers –
Develops Training Program which meets the minimum requirements of the FAA
approved Air Tractor, Inc. Pilot Training Program
Requests and receives factory authorization of the developed flight training programs.
Employs Factory Authorized Instructor Pilots to conduct training
Maintains training records of student pilots
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Presents training center facility for inspection and audit, and submits training records to
Air Tractor, Inc. on request
Installs, maintains, develops, and operates simulators and/or flight training devices.
Factory Authorized Instructor Pilots –
Conducts ground and flight training
Uses the FAA Approved Air Tractor Pilot Training Program
Manages Student Pilots
Reviews qualifications
Maintain training records
Issues Certificate of Authorization
Submits training records to Air Tractor, Inc. on request
Authorized AT-802/802A Pilots –
Meets the training and experience requirements of the Type Rating Exemption No.5651.
Completes the FAA Approved Training Course (or waives, as allowed)
Possesses a Certificate of Completion and/or logbook endorsement of experience.
Maintains personal training records and makes them available upon request.
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Record of Training Pilots who complete the FAA-Approved AT-802/802A Pilot Training Course that is required by the Type
Rating Exemption should maintain a record of this training in his or her pilot file. This record is an
import part of your operational authority to act as pilot in command of an AT-802/802A.
For an experienced AT-502 series pilot to use flight experience to waive the Ground Training
requirement of the Type Rating Exemption, this suggested endorsement may be used:
“On today’s date, (date) , I, (name, pilot certificate, certificate number ) certify that I have logged more
than 100 hours of flight time, with at least 10 hours in the preceding 12 calendar months, in an AT-502
series airplane, waiving the Ground Training Requirement of FAA Type Rating Exemption No. 5651.”
When a prospective AT-802/802A Pilot successfully completes the AT-802/802A Pilot Training Course,
the following record of training (See Chapter 4, Training Completion Record) should be completed by
the Factory Authorized Pilot Trainer, and kept on file:
(See Chapter 4 for suggested logbook entries to record training events)
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Factory Authorized AT-802/802A Instructors A pilot with many years of experience operating airplanes in agricultural or fire-fighting roles are very
important members of the ag aviation industry. Their knowledge and experience, and well as their
willingness to pass along this knowledge, is critical to the continued safe and efficient operation of our
industry. An approved AT-802/802A pilot with a sufficient amount of operational experience who
wishes to contribute to the continued safe operation of our industry should consider becoming a Factory
Authorized AT-802/802A Pilot. The Type Rating Exemption lists the minimum requirements for
becoming eligible to teach new AT-802/802A qualified pilots.
A person wishing to become a Factory Authorized AT-802/802A Instructor should assemble and submit a
“Factory Authorized AT-802/802A Instructor Pilot “application to Air Tractor. This application should
include:
1. Resume of flight experience. Include all applicable agricultural and aerial firefighting experience, all turbine ag aircraft experience, and all flight time that was spent providing ground and flight training.
2. Current copy of pilot and instructor certificates 3. Current copy of Medical certificates 4. a letter of recommendation from the applicant’s Chief Pilot/employer declaring that the
applicant possess the experience, professionalism, knowledge, and skill to qualify him/her to train to a level of standard of excellence consistent with the expectations of Air Tractor, Inc. and the ag aviation industry.
5. a copy of any additional training materials that the applicant wishes to use to conduct training. 6. Professional references who are familiar with the applicant’s aviation experience,
qualifications, and professional relationships. 7. The applicant’s full name, pilot certificate numbers, and contact information, including email
and mailing address. The above should be submitted by email to: [email protected], or by mail to:
Air Tractor, Inc. Attn: Chief Pilot 1524 Leland Snow Way Olney, TX 76374
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Restricted Category Airplane Operations The AT-802/802A is certificated and licensed in the Restricted Category for special purpose missions,
including agricultural spraying, dusting, and seeding, and for the special purpose use of forest and
wildlife conservation (firefighting), the special purpose of narcotic crop eradication flight operations, and
for the special purposes of aerial surveying and patrolling. When the airplane was built and licensed, a
Special Airworthiness Certificate (attached to FAA Form 8130-7) was issued, which included a set of
Restricted Category Operating Limitations. The Airworthiness Certificate and the Operating Limitations
do not expire, and must be carried on-board the airplane at all times.
Operation of the airplane outside of the special purpose missions for which it was licensed isn’t
authorized.
Reference material concerning the operation of Restricted Category airplanes:
14CFR 91.313 – Restricted Category Civil Aircraft: Operating Limitations
FAA Notice 8900.295 – Pilot Training and/or Certification Events Conducted In Restricted
Category Aircraft
(An example of Restricted Category Operating Limitations can be found in Chapter 5)
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Chapter 2 - COURSEWARE
SEGMENT 1 – GENERAL OPERATIONAL SUBJECTS
A. Lesson 1 - Aircraft and Operating Limitations (30 min.) The Air Tractor AT-802 or AT-802A is an all-metal cantilever low-wing monoplane designed especially for agricultural or firefighting operations. It is powered by a Pratt & Whitney PT6A turboprop engine which is highly suited for this type of flying. The standard engine for the fire-fighting versions is the PT6A-67AG which is rated at 1350 SHP at sea level and 99° F. The PT6A-65AG is a popular optional engine, which is rated at 1295 SHP. Other PT6A engines are optional, including the PT6A-67F which is rated at 1424 SHP. The propeller is a Hartzell five-blade constant speed prop with reversing capabilities. The -65 series engines have a 115-inch diameter prop and the -67 series have a 118-inch prop. The hopper is made of fiberglass. It has a capacity of 800 U.S. gallons for Ag versions and 820 gallons for fire-fighting versions. The horizontal stabilizer is all metal and strut braced for added rigidity. The vertical fin is cantilevered. The elevators and rudder are of all-metal construction and sealed to prevent chemical entry. The fuselage features removable skin panels for ease of maintenance and cleaning. High-lift flaps are incorporated to provide short take-off and landing distances.
V Speeds
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Airspeed Markings
Powerplant Limitations -65AG
-67AG
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-67F
Starter Limitations:
• Motoring • Maximum duration of 30 seconds followed by 1 minute of cool down. • Can total 3 cycles, then must be allowed to cool for 30 minutes
• During engine start (per 802 AFM) • If ITT fails to rise within 10 seconds after moving the Start Control lever to
the “Run” position, shut off fuel (pull Start Control lever to “C” stop) and release Start switch. Allow 30 seconds for fuel to drain plus 5 minutes for starter cool down. Conduct a 15 sec dry motoring run and allow 10 minutes for starter cool down before attempting another start.
Fuel Flow
The following data is based off a factory flight test using an AT802 with a PT6A-67F engine. Recommended Climb, Cruise, and Descent fuel flows are not published in the Airplane Flight Manual. The information listed in the chart below is intended to be used for basic planning purposes only and to give the pilot an estimated fuel burn number for quick calculations. The digital fuel flow meter on board the aircraft provides real time accurate fuel flow data. Indicated airspeed not shown because there are several typical airplane configurations.
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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 engines.
(4) Torque limit applies within a range of 1000 to 1700 rpm propeller shaft; below 1000 rpm, torque is limited to 2000 lb. ft.
(5) Engine inlet condition limits for engine operation: Altitude: Sea Level – 12,500 ft MSL (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 (60-70 C). Oil pressures under 90 psig are undesirable. Under emergency conditions, to complete a flight, a lower oil pressure limit of 60 psig is permissible at reduced power levels not to exceed 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% - 68% Ng (10) For increased service life of engine oil, an oil temperature of between 74 and 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 rpm (13) Limit to 5 minutes operation Approved Fuels:
JET A, JET A1, JET B, MIL-T-5624, JP-4, JP-8 If jet fuel is not available, Aviation gasoline MIL-G-5572, all grades, may be used for maximum of 150 hrs between overhauls. Avgas is not approved for use with PT6A-67F engine.
Approved Oils: MIL-L-7808 (NATO Spec 0-148) MIL-L-23699 (NATO Spec 0-156) Do not mix types or brands. Aircraft delivered with Exxon 2380 Oil. Use flushing procedures to drain cooler and all engine points if brand or type is changed.
Weight Limits:
Maximum: 16,000 lbs (7257 kg.) Baggage Compartment: 60 lbs (27.2 kg) Maximum Hopper Load: 8,800 lbs (3992 kg.) (800 US Gallons / 3028 Liters)
Flight Load Factor limits:
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Takeoff & Climb Performance Assumptions • 16,000 lb (7257 kg) gross weight • Dry, smooth, hard runway Climb Performance assures 300 feet per minute, or 2.5 % climb gradient whichever is greater, assuming the following: • Max continuous power • Flaps 10 deg. • 122 mph (106 kts) IAS climb speed
Definitions • Indicated Airspeed (IAS) – airspeed actually read from the airspeed indicator with zero
instrument error. • Calibrated Airspeed (CAS) – airspeed corrected for pressure input errors (position error) Power Available Equation
SHP= (Propeller RPM X TORQUE FT.-LBS)/5252
Stall Speeds
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B. Lesson 2 - Weight & Balance (30 min.) Below are some example loading scenarios of a typically-equipped Air Tractor AT-802 plotted on the
published CG diagram. The two scenarios represent a forward CG loading case and an aft CG loading
case.
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C. Lesson 3 - Adverse Weather Operations (45 min.) The AT-802 is certified as a day/night VFR aircraft. It is not certified for ANY kind of icing and has
no static discharge system in place for operating near thunderstorms. It is advised to avoid operating the aircraft when “adverse” weather conditions exist. With the service ceiling of the 802 being 12,500 and no oxygen system onboard, flight over hazardous weather such as thunderstorms will not usually be possible, so a lateral offset of greater than 20 miles should always be exercised.
Flight in vicinity of thunderstorms is prohibited except when the requirements of Air Tractor Drawing 11615, “Installation – Lightning Protection – 802” are incorporated. This modification is a combination of airframe changes added to help absorb, or control static discharge. This includes things like coating conductive items in contact with the external tank skin with insulating sealant or insert insulating standoff elements as necessary. These include low fuel sender switches, fuel level senders, fuel tank vent items & etc. The tank skins on the upper side of the wing are made of thicker material to resist burn-through if a strike occurs. Any electric or mechanical items (boost pump, fuel gauges, wiring & etc) that come in contact with fuel get grounded to airframe to provide a current path separate from the fuel. Covers or lighting-designed components for wing tank ports, vents, fillers, & sumps have also been incorporated. Again the idea here is to redirect electrical current to the airframe ground or prevent charge buildup that can trigger a lightning strike. Fuel tank vents are designed to minimize the likelihood of fuel vapor ignition. Static wicks are used on trailing edges of control surfaces to control corona discharge and limit the trigger of a strike. Bonding straps are used to span across control surface hinges to maintain a bond to airframe ground.
The AT-802/802A is certified as a day/night VFR only aircraft. Flight into IMC, even with adequate instrumentation, is not authorized. Should inadvertent flight into IMC occur, the pilot should exercise basic flying procedures and execute a level standard rate turn in the shortest direction back to VFR conditions allowing for terrain clearance. It is also advised to turn off the strobes to minimize blinding of the pilot from cloud, fog, or haze reflection, but only if it can be accomplished without distracting the pilot. This can be accomplished with a good crosscheck of the turn and bank indicator with the altimeter as primary, and airspeed as secondary. If maneuvers such as this have not been accomplished in a while, such as a degrade instrument crosscheck in a turn, it would be beneficial for a new 802 pilot to practice in VFR conditions.
The AT-802/802A is not equipped with any icing protection and is not certified for flight into known icing conditions. Airframe and induction icing can occur in conditions of visible moisture and freezing temperatures. Emergency procedure for inadvertent encounters of Induction icing are discussed later in the Engine/Powerplant Section. If freezing temperatures are to be encountered, it is advised to use a Fuel System Icing Inhibitor (FSII), such as Prist fuel additive, when operating below 40 deg F (4.4 C).
As with any other flying, the best practice for avoiding hazardous weather conditions is a proper check of the weather prior to flying. There are several sources readily available online to pilots for building a solid picture of the conditions. To name just a few:
- The National Oceanic and Atmospheric Agency; www.weather.gov - The Weather Channel; www.weatherchannel.com - Wunderground; www.wunderground.com
On-board weather reporting via satellite is becoming more commonplace in modern airplane cockpits. Countless applications for smartphones and handheld devices are also available. If you’re in an area with no internet service, 1-800-WXBRIEF is still a viable source for a brief as well as filing. If updates are needed inflight and the pilot does not have weather receiving capabilities through a GPS with XM or an ADSB receiver, then calling flight service is still an option.
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D. Lesson 4 – Aerodynamics, Performance Charts, and Management of Installed and
Inoperative Equipment (1 hr.) There are several different variants of the Air Tractor 802/802A. The most common variant is
the agricultural configuration. Setup as a spray plane it may have anything from spray booms hanging from the wings to a dry fertilizer spreader attached to the belly, or both. The second most common variant is used for firefighting. These aircraft are setup with various types of fire gates such as Air Tractor’s Generation 1 or 2, the Vondran Hydromax, or a Hatfield fire gate. The third most common 802/802A-Fireboss is an amphibious Air Tractor tanker set up for scooping/fire operations. The militarized version of the 802/802A, called the “802U” is beyond the scope of this training program and will not be covered.
Because every variant is equipped with unique external equipment, each of these variants will have slightly varied performance and handling characteristics. A wide range of cockpit equipment and avionics also exist in the fleet. AT-802/802As have been built with a variety of PT6 engines, but the current production options are the -65AG, the -67AG, and the -67F. Because of the wide variety of configurations and equipment available on 802/802As, a new pilot should always receive thorough training in the particular airplane he or she is planning to operate.
Instructor: Run sample problems of takeoff and climb performance, emphasis on high density altitude operations. (Reference Air Tractor 802 AFM and Pilot Training program to review use of performance charts.)
Management of Installed and Inoperative Equipment
The AT- 802 is certified in the Restricted Category and is not required to have a published MEL.
Individual operators may develop their own MEL’s and submit them to the FAA for approval. The airplane is equipped from the factory for 14-CFR 91-205 Day/Night VFR operations.
The Air Tractor 802/802A Airplane Flight Manual and the Air Tractor 802 Type Certificate Data Sheet (A19SW) say the following equipment must be installed:
1.) Stall Warning System 2.) 24-volt Electrical System 3.) Slip Indicator 4.) Fire Extinguisher
The Equipment List section of the 802 Airplane Flight Manual lists many of the optional pieces of equipment that may be installed at the factory. After delivery, a wide range of other equipment may be installed using other approved post-production methods (STC, 337, etc). As new equipment becomes available, more possibilities are likely in operational aircraft. After completing the required Air Tractor 802/A Ground Training, all operators should provide their new pilots with training on the avionics package applicable to the aircraft they will be flying. Below is a list of some of the equipment that you may come across in the field depending on how the aircraft is used:
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Agricultural Dispersal Equipment None, or any of the following:
Optional Equipment
a. Dust spreader b. Standard spray system c. Micronair spray system d. Fire Gate spray system e. Automatic flagger f. Drift finder smoker g. Crop Hawk, Micronair, Accuflo flowmeter h. 48 extra nozzles i. Night working lights j. Hopper rinse system k. Foam tank
Conventional fire bomber gate and vent Computerized fire bomber gate and vent Air conditioning system Cockpit heater Fuel flowmeter Attitude gyro Turn coordinator King COM or NAV/COM radio Windshield washer Windshield wiper King transponder King LMH 3142 radio King DME King HSI/Slaved compass King audio console Loran-C King Automatic direction finder King Marker Beacon Narco ELT Dorne and Margolin ELT Garmin GPS 150 Trimble GPS N.A.T. Audio Control Panel King KN53 NAV ACK ELT Public Address/Siren
Directional Gyro S-Tec Autopilot King KLX-135 GPS/COM Vertical speed indicator King high frequency radio King Radar altimeter King GPS Crew Seat Garmin GMA 340 Audio Control Garmin GNS 530 GPS NAV COM Garmin GNS 430 GPS NAV COM Garmin GNC 250XL GPS COM Garmin GTX 327 Transponder King KRA 405B Radar Altimeter Engine Fire Detection System Fuel Control Override System Garmin/Apollo SL40 Com radio Ram Air Engine Inlet Light Package Auxiliary Fuselage Fuel System (for Aerial Surveying/Patrolling configuration) Electronics International MVP-50T Engine Monitor Installation Amsafe Inflatable Restraints Dispersal Monitoring System Reabe Hopper Gauge System Retractable Firewall Mount
Further information on the Certification Basis can be obtained from the FAA Type Certificate Data
Sheets website at the following address:
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/Frameset?OpenPage
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SEGMENT 2 – AIRPLANE SYSTEMS AND COMPONENTS
This segment provides a brief technical description of the airplane’s systems.
F. Lesson 1 - Fuel and Oil System (30 min.) The Air Tractor fuel system is a very simple design. It’s essentially two main fuel tanks (of
varying sizes) that feed into a common header tank and from there into the Fuel Control Unit for the engine.
Listed below are the fuel system components. Fuel • 2 x 127 Gallon wet wing tanks: 254 Gallons total (250 Gallons usable) • Optional additional wing tanks for a total of 308 or 380 gallons • Both tanks feed into a common header tank • Fuel valve: MAIN and OFF on left side of cockpit forward of throttle quadrant (cannot
select individual tanks) • 2 Fuel gauges (If equipped with MVP-50, all indications are on the one digital screen along
with fuel flow) • Note: Half a tank remaining is not half of the gauge • 4 Gallons in each wing tank ungaugeable • Strainers in each tank, main fuel filter located forward side of firewall • Fuel Filter Warning light will illuminate in the event of a clogged firewall fuel filter (the is a
bypass on this filter that will allow fuel to continue to the FCU, but if the FCU filter clogs, flameout can occur)
• Single electrical airframe mounted fuel pump and engine driven fuel pump both capable of delivering fuel to the fuel control pump at a minimum of 15 psi
• The engine driven pump operates continuously while the electrical boost pump is only used to pressurize the lines prior to starting and as a back-up to the engine driven boost pump.
• The Fuel Control Unit (FCU) has its own fuel pump as well that is capable of providing fuel to the engine with unrestricted operation up to 12,500 ft msl.
• Fueled via over wing fuel caps • Optional single point refueling common on a lot of aircraft. Relocates fueling port to lower
left aft side of fuselage.
Oil • All variants of the PT6A -65&67 carry 10 quarts (9.5 liters) of oil • Only 6.0 qts (5.7 ltrs.) usable • Recommend filling the engine to 1 quart below maximum when hot. • There is a spring loaded check valve to prevent oil loss in the event the dipstick is not
installed, because of this, make sure to add oil slowly to prevent overfill.
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G. Lesson 2 – Powerplant (20 min.) Engine
The AT-802/802A is powered by the Pratt and Whitney Canada PT6A engine
Pratt and Whitney PT6A-65AG, -67AG, and -67F • Reverse flow free turbine driving a gas generator and a reduction box • 4 stage axial, 1 stage centrifugal compressor
Propeller and Governor • Hartzell HC-B5MA-3D Five blades • Aluminum 115”-118” diameter depending on engine • Constant Speed with Reverse and Full Feathering capability • Woodward Over-speed Governor
• Engages 4% over primary governor in the event of primary failure • Test function reduces rpm to 1570 (+/- 60)
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H. Lesson 3 - Electrical System (20 min.)
The AT-802’s electrical system is energized by turning the master switch key 90 deg to the right. This will allow the three 24 volt batteries to provide power to all the DC instruments. After the engine is running, the starter generator will switch over from turning the engine to providing DC power. The electrical system is protected by a series of circuit breakers located on both sides of the lower instrument panel. There is also a single master breaker located underneath the cowling on the upper right corner of the firewall. This is the “CB MAIN BUS” breaker and protects the main power bus. A Ground Power Receptacle located just in front of the left gear leg on the bottom of the fuselage and can be used to supplement the aircraft’s batteries during engine start. Be sure to check orientation of the plug before attempting connection. System components:
• 24 volt 250 amp system • Lucas 250-Amp 28-Volt starter generator (SG)/ 300 amp version optional • Generator Control Unit (GCU) - mounted R/H side below cockpit floor • Line Contractor Relay (LCR) – right side of firewall • Start Relay – right side of firewall • Start Switch – Lower instrument panel • Generator Switch – Lower instrument panel • Pilot’s Panel Voltmeter – Lower instrument panel • Low Voltage Warning Light – Upper instrument panel • 15 amp GCU Circuit Breaker – Lower instrument panel
• 3 Gill 24-volt batteries (63 amp-hrs) wired in parallel for high cranking power • Ground start receptacle on lower left side of cowling • Should be used if less than 24 volts in the batteries to prevent a hot start
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I. Lesson 4 – Dispersal Systems: Agricultural and Firefighting _________________ (1 hr.) Agricultural The Air Tractor can be outfitted with numerous types and brands of equipment for agricultural jobs. This manual will only provide a brief overview of the configuration the aircraft leaves the factory with. Individual operators will educate new pilots on the operation of their equipment, such as the various SatLoc systems and different types of gates and pumps. The components of a basic agricultural configuration are simple, they consist of the following:
• 2.5 in. stainless plumbing and streamlined extruded aluminum tubes • 48 nozzles (drilled and tapped for an additional 48 if desired) • Spray Pump; Agrinuatics 3 in. capacity • Fan: Lane Elect (Weath-Aero, a less common option) • Control Valve • Strainer • Gate Box • Hopper Vent • Flow Meter
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Switching from liquid to dry material
• Remove only the pump and booms
• For extended fertilizer use, the center boom assembly and control valve should
be removed to prevent fertilizer from getting into the valve assembly
• Can be accomplished in a few minutes by removing stainless T-pins that
support the center boom assembly and removing the bolts that attach
the valve to the stainless bracket
• The hopper vent tube is welded 3” stainless steel tubing inside the hopper.
• The vent tube protruding from the side of the adapter box is aluminum and
points backwards when liquid material is being used, the slight negative
pressure prevents fumes from escaping around the lid. It must be rotated
forward to provide positive pressure inside the hopper when dry material is
used. This allows for a smaller gate opening for a given poundage which
reduces the blockage effects of the door opening into the slipstream.
Optional Transland NorCal Swathmaster spreader, but requires an adapter box and the 25-in gate box
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Fire Fighting Like agricultural equipment, Air Tractors can be equipped with different brands of firefighting equipment. For the gate systems, the most popular are; the Air Tractor Gen 2, the Vondoran Hydromax, and the Hatfield gate. Each has its advantages and disadvantages. For the purposes of this training program, only the Air Tractor Gen 2 gate will be discussed. If the aircraft is equipped with any of the other above listed gates, the pilot should receive proper training on that system prior to operation.
The AT-802’s Fire Retardant Dispersal System (FRDS) uses state-of-the-art electronic controls
and hydraulic power. The FRDS uses a programmable computer to control the hydraulically powered release system.
Two hopper tanks provide a total of 820 gallons capacity for fire retardant. Additionally, an optional 18-gallon foam tank and pump allow the mixing of surfactant or other additives to liquid in the hoppers. The programmable FRDS computer may be set at its control panel for the precise release of hopper contents. This computer monitors several conditions such as liquid level, g’s, hydraulic pressure, and dump door position. Then, at the pilot’s command, it sends signals to the system’s hydraulic controls to initiate a programmed release of fire retardant. The computer monitors the preset parameters and makes minor adjustments of the door position during the drop. Finally, when the drop is complete, the doors return to the closed position. When the computer senses a drop in the accumulator pressure, it starts the hydraulic pump to recharge the accumulator pressure, it starts the hydraulic pump to recharge the accumulator in preparation for another programmed drop.
The hydraulic system is pressurized by an electrically driven pump. When the system is turned ON, the pump charges a hydraulic accumulator to the desired pressure and the motor is turned OFF. When the system is armed and fired, the accumulator discharges high-pressure fluid into the rotary actuator, moving the doors to an open position. Following the drop, the system is reset for the next drop. FRDS Control Panel and Operation All current production AT-802/802As in firefighting configuration are equipped with the Air Tractor Gen II Fire Gate System. Located on the lower left side of the instrument panel, the FRDS Control panel receives power from the main battery bus and is activated by turning on the aircraft Master Switch. Operation of the control panel is fairly intuitive. It will first display a title screen showing the manufacturer, model, version, and date of last update. Then it will conduct a self-test and eventually come up to the default settings screen. The numbers displayed represent the values of the different variables listed around the outside of the screen. A blinking cursor will highlight the value to be manipulated. The rotary knob on the left will change the value by turning it left or right. Not all the variables displayed can be manipulated. The cursor will only go back and forth between Coverage level and Gallons to Dump. The other variables are display indications showing quantities or pressures. Depressing the same knob will cycle the cursor through the different variables.
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A series of indicator lights on the lower left of the control panel give a basic status of the gate’s systems. The toggle switches across the bottom control the general operation of the gate. The Armed, Mode, and Hydraulic Power switches are fixed position toggles that must be set to the pilot’s desired configuration. The Foam, Lamp Test, and Gate switch are spring loaded switches that are depressed and released to momentarily activate the corresponding system. To gain basic operation of the gate, the following must be turned on and indicating: 1.) Aircraft Master – ON 2.) Hyd Power – ON 3.) (self-test complete, default settings screen displayed) 4.) Low Pres indicator light – Not Illuminated 5.) Gate Closed light – Green 6.) Armed Switch – Up for On (Green Light illuminates) 7.) Mode – selected (usually Auto) With these steps completed, depressing the gate door open switch, in the trigger position of the control stick, will activate the gate. Some basic settings techniques will be discussed later in the Segment covering Maneuvers; Firefighting deliveries. Hydraulic System
The hydraulic system is designed to operate at 3000 psi. It uses an electrically powered pump to
move fluid from the fluid reservoir to the accumulator for storage. The pump will run approximately 45 seconds to fill a completely discharged accumulator. The normal replenishment time following a drop is 18 seconds.
The hydraulic pump is equipped with a check valve to prevent reverse flow of fluid when the pump is OFF. It also has a pressure relief valve to ensure that system pressure does not exceed 3200 psi. This valve will be active in the event that the system’s pressure transducer fails to signal the computer to stop the pump when 3000 psi has been attained.
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There are two fluid filters in the system. The low-pressure filter is located between the fluid reservoir and the pump, on the suction side of the system. The high-pressure filter is located between the pump and the accumulator.
The one-gallon accumulator holds a nitrogen precharge of 1650 psi. Two programmed dumps may be executed with a fully charged accumulator.
When a drop is initiated with the trigger switch, the supply solenoid opens, allowing pressurized hydraulic fluid to flow from the accumulator to the servo valve. The servo valve shuttles between the CLOSED - and - OPEN positions, supplying fluid to the rotary actuator in response to commands from the computer. The servo valve also opens a route for the displaced fluid to return to the fluid reservoir.
System Components (Some components are inside the gate and cannot be seen is these pictures)
• Motor/Pump combination • Accumulator • Servo-Supply-Solenoid-Valve • Low-Pressure Filter • High-Pressure Filter • Servo Valve • Rotary Actuator • Bleed-Solenoid Valve • Emergency-Dump-Solenoid Valve • Check Valve
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Fire Fighting Dump Gate (Fairing removed)
Dump Gate The dump gate consists of a hopper plenum chamber and a pair of hinged gate doors that are oriented fore and aft beneath the hopper tanks. These doors have watertight seals around their edges. These contain the hopper contents without leakage. The dump gate mechanism is joined to the bottoms of the individual hopper tanks with the hopper plenum chamber that is open at its top to both tanks. Each of the doors is operated by one of the pair of parallel shafts that run fore and aft through the hopper plenum. The rotary motion of these shafts is synchronized by the mesh of a pair of spur gears that are attached to the forward end of each of the shafts, outside the hopper plenum. A rotary hydraulic motor drives one of the gear and shaft assemblies through approximately 180 degrees of travel. The mating gear and shaft assembly is driven through a mirror image travel of that for the motor driven gear and shaft assembly. Elbow type linkage arms are attached along the length of these shafts, with the opposite end of the linkage attached to the dump doors. As the shafts rotate through 180 degrees of travel, the elbow linkages move the doors from full closed to full open positions. While the doors are closed, the linkages are in an over center lock position. This ensures that the doors are held closed without hydraulic assistance.
Foam System
The optional foam tank holds approximately 18 gallons. On the Gen 2 gate the system is controlled
through the FRDS control panel and has a pump that transfers contents of the foam tank to the hopper
tanks for mixing. The panel allows setting the desired amount of foam material to be mixed in the
hopper tanks. There are several foam systems however that use a separate control panel usually
located just below the FRDS panel. They have their own power switch, quantity indicator, timer for
injection, and injection button.
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Smoke System
The smoke system is a 2 gallon tank and pump
Smoke Tank located just aft of cockpit on left side. Fill port is on the left side of fuselage just aft
of the door at the base of the fiberglass canopy.
Total quantity is approximately 2 gallons and is pumped into the right exhaust stack
Activation is via a press and hold button on the control stick.
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J. Lesson 5 - Landing Gear and Brakes (10 min.)
• Spring type landing gear: low drag, min. maintenance, high energy absorption • Main tires: 11.00-12 10-ply (60 - 62 psi) with Cleveland wheels and brakes • Tail wheel: 17.5x6.25-6 10-ply, 6.00-6 tube (60 psi)
• 360 swivel, centering lock located left side of cockpit • Brakes: Dual Cleveland, toe brakes, single reservoir (mounted on top of lower instrument
panel) 5606A hydraulic fluid • Parking brake applied by holding brake pressure, pulling parking brake lever, and
releasing pedal pressure. Released by applying pedal pressure.
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K. Lesson 6 - Pneumatic System_____________________________________(+15 min) The only pneumatic system used on the aircraft is for the emergency dump on the firefighting configured 802’s. They require a minimum of 60 psi prior to takeoff. The gauge is located on the lower left next to the throttle. In the event an emergency dump is necessary, the system is activated by depressing the red button on the E-Dump handle and pushing the handle forward. This will result in a full salvo dump of the contents of the hopper. The doors will then remain open until the system is recharged and reset. This is accomplished by securing the E-Dump handle back to its aft position, confirming pressure restored on the gate system, and then manually closing the gate doors using the toggle switch located on the gate control panel. Be advised, if the system does not close the doors, rebooting the fire gate control panel may be required. In this case simply turn the gate off, wait ten seconds, then turn it back on and try closing the doors again.
Manual gate
operation switch
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L. Lesson 7 - Environmental Control (10 min.)
Air Conditioning • Gas-cycle system allows for outside fresh air, re-circulated cockpit air, or a combination
• Fresh air lever: aft wall of cockpit, right side • Compressor driven by engine gears via serpentine belt, 2 pulleys, and an electromagnetic
clutch to the compressor drive shaft • Air Conditioning master switch (BLOWER ONLY/OFF/AIR COND.): allows for blower forced
air circulation without air conditioning • Blower Switch (HIGH/MED/LOW): blower is ON anytime the A/C Switch is not OFF
Heating • Compressor bleed air is routed to an ON-OFF valve on the left-hand side of the fuselage just
forward of the cockpit. This heated air is diffused in a Cockpit Heat manifold, mounted on the R/H cockpit floor.
• Actuated by pulling a cable on the left side of the pilot’s seat.
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M. Lesson 8 - Flight Controls (15 min.)
• Ailerons and Elevator: push-pull tubes through bell cranks to the control surface • Rudder: stainless steel cables and an aileron spring interconnect system that eases turn
coordination • Flaps: Fowler type electrically driven by jack screw to a torque tube
• Can be stopped anywhere between 0 and 30 degrees of travel • Controlled by toggle switch mounted just aft of throttle quadrant • 10 deg increment markings on left wing appear as flaps are extended
• Trim • Elevator trim wheel on left side of cockpit with push-pull cable to trim tab on elevator • Rudder trim control wheel located left side of cockpit drives cables to rudder control
tab • Aileron trim tab is mounted on the inner portion of the aileron and electrically
actuated. A bendable tab is mounted on the right hand aileron. • Aileron Servo tabs on the outer end of the control surface are to reduce control force
work load
Engine controls located on left side of cockpit • Power, Prop, Start (Fuel) control levers connected to a series of pushrods
(CAUTION: Damage may occur to linkage if Power lever moved to reverse while engine is not running)
• Power: Normal forward operation; Reverse- depress Thumb Latch and pull lever aft • Propeller: Forward= high RPM; Full Aft= Feather • Start: Full Aft= Cut-Off; Middle= Low Idle (Ground); Forward= High Idle (Taxi and Flight in
order to avoid operating prop in yellow range) Starter, Generator, Igniter switches located on Lower Cockpit Panel, right hand side
• Start switch spring loaded to OFF • Ignitor Switch: Up = ON (only when starter energized)/ Center = OFF / Down = Continuous
Aftermarket power quadrants are available from Kawak Aviation, and are commonly found in
802/802As. These quadrants feature positive reverse, feather, and cutoff locks, which are
actuated by pulling up on the lever grip.
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N. Lesson 9 - Instrumentation and Navigation (5 min.)
The AT-802 is produced with basic VFR flight and engine instrumentation. The engine instruments can be either analog or digital, through an MVP-50 Engine Monitoring System. Analog engine instruments receive their data straight from the engine and require no external power source. The MVP-50 receives its power from the battery bus and is energized as soon as the master switch is turned on. The fuel system is monitored through dual analog fuel gauges powered by the main battery bus. Note that the “½ Full” indication does not correspond with half way on the gauge. There is also a Shadin Fuel Flow monitor that can be used to keep a very accurate fuel level. However, it is important to realize that the Shadin only bases its quantity indication from a fuel flow sending unit. It will use that data from the sending unit to count down from a quantity set by the pilot. So if the pilot fails to update the unit after refueling the aircraft, it will give false readings. If an MVP-50 is installed, fuel flow monitoring is handled through the EMS and the Shadin is removed. Flight instruments use a standard pitot static system for an airspeed and altimeter. The standard Digital Horizon attitude indicator and an optional electrical turn and bank indicator provides an orientation reference. All airplanes are equipped with a whiskey compass located on top of the lower instrument panel in front of the hopper fill window. (It is very common for an AT-802/802A to receive additional equipment post-delivery. A thorough cockpit checkout in your particular airplane is recommended. Below is an example of an 802 Fire Boss cockpit.)
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O. Lesson 10 - Ice and Rain Protection (+15 min.)
No Air Tractor is certified for operation in icing conditions. With the exception of optional pitot heat, there is no real ice protection on the aircraft. However, if operating in precipitation at a cold enough temperature, then induction icing could be a factor. What will happen is moisture will gather on the air filter inside the intake plenum. The cool air coming in will drop a few more degrees prior to entering the engine. This could result in the moisture on the air filter freezing and building an ice layer. What will happen is the sensor inside the intake plenum will detect a change in the pressure differential and activate the Air Filter light on the annunciator panel. If warmer conditions are not encountered and the situation is allowed to continue, a worst case scenario will result in the engine suffocating and a flameout will ensue. In the event of this very unlikely scenario there is an alternate air door on the back of the intake plenum. This is opened by pulling a “T-Handle” located on the floor to the right of the pilot’s seat. However, be aware that once this handle is pulled you are introducing unfiltered air from inside the cowling directly into the engine. For rain operations a single windshield wiper has been installed. It has variable speed control through a rheostat on the lower left instrument panel. Max airspeed for windshield operation (Vww) is 144 KIAS.
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P. Lesson 11 - Fire and Overheat Protection (+10 min.)
• Single dry chemical fire extinguisher located on the floor of the cockpit to the right of the seat
• An Engine Fire Detection (only) system, and an Engine Fire Detection and Extinguishing system are optional installations, but very few 802/802As are equipped with these systems.
• (Use caution when the cockpit heat system is operating. Its operating temperature is high, and flammable materials should be kept away from the cockpit heat manifold.)
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Q. Lesson 12 - Autopilot and Communications (+10 Min)
The Genesys Aerosystems System 50 Two Axis Autopilot (was S-Tec, Cobham, etc.) is approved and optionally available for installation in 802/802As (If equipped, an AFM Supplement will be inserted into this manual), This autopilot system provides Altitude hold, a Roll (wing leveler) mode, and a Nav mode (when interfaced with NAV/GPS equipment.) After delivery Air Tractors may be outfitted with a multitude of different avionics and communications packages. The most common post delivery avionics installations include audio panels, com transceivers, GPS systems, transponders, and autopilots. Manuals are available for each of these pieces of equipment when they are purchased, as well as online through their respective companies. This program will not cover the operation of the different avionics equipment. It is up to the owner of the aircraft and the pilot to make sure proper training is provided on that particular operator’s equipment before operating the aircraft.
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R. Lesson 13 – Aircraft Lighting (+10 min)
Exterior Lights
Dual Landing light on engine cowling, Nav and Anti Collision lights on wingtips
Work Lights
Retractable forward facing wingtip lights
Detachable turn lights (must be attached/detached prior to flight)
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SEGMENT 3 – AIRPLANE SPECIFIC EMERGENCY TRAINING
S. Lesson 1 - Emergency Equipment (10 min.)
Airbags The AT-802 is equipped with the AMSAFE Aviation Inflatable Restraint System, meeting the requirements of 14-CFR 23.562 for a 26g impact. These are airbags located inside your shoulder harnesses. They’re specifically designed to protect your upper body during a survivable aircraft accident, and subsequently allow an occupant to be able to egress the aircraft.
The four/five-point restraint consists of the airbag unit and the gas hose attached to both shoulder harnesses of the restraint system. Either a lift latch buckle or a rotary buckle can be used. A magnetic sensor secured to the aircraft will actuate a switch when 9 G’s of deceleration is experienced in the forward direction. This switch sends a signal to a high pressure cylinder that will release a charge inflating the airbags. They only maintain their inflated state through impact. Vent holes allow the airbags to deflate quickly. This allows the occupant to egress the aircraft much easier not having to deal with inflated airbags. The entire inflate – deflate event takes less than half a second.
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From a pilot’s perspective, all that’s required for maintenance of the airbag system is a visual inspection of the harness as part of preflight. The pilot should not make any attempt to open the harness up to inspect the bags. Only a qualified airbag maintenance technician can inspect the system. This should be accomplished every 1000 flight hours, or annually, whichever comes first. Emergency door removal The Air Tractor is equipped with emergency escape, or Rescue, handles on both doors of the aircraft. These are large red handles at the base of the door, not to be confused with the normal door opening handles located halfway up on the forward side of the door or at the top of the door(usually painted the same color as the aircraft).
When the rescue handle is rotated toward the front of the aircraft, the two connecting rods pull the
hinge pins out of the hinges at the base of the door. This allows the door to fall down and out regardless
of the position of the normal door entry lever. BE ADVISED, as soon as the Rescue lever is turned, the
person turning the lever will be holding the full weight of the door. For this reason it is important to
brief any ground personnel handling the airplane, on normal operation of the door.
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T. Lesson 2 - Emergency Procedures (1 hr.) In this section you will continue seeing the “NOTES”, “WARNINGS”, and “CAUTIONS” just like listed in the previous sections. These remain unchanged from what they say in the FAA approved 802 Airplane Flight Manual. Additionally there will be green shaded containers that contain tips and techniques gathered from pilots in and out of this industry. They are to be used simply as guidance and offered as techniques. The checklists are very similar to the AFM, but have been adjusted to follow more of a standard checklist layout and flow. Some steps have been moved around to facilitate a possible better way of doing things. All checklists have been coordinated with the Flight Test Division of Air Tractor and meet their approval of safe practice. When dealing with any emergency don’t forget the very basic priorities of flying: Aviate, Navigate, Communicate. For anything happening outside the normal routine and/or falling into the Emergency Procedures section, breakdown the “Aviate” into sub categories of:
• MAINTAIN AIRCRAFT CONTROL • ANALYZE THE SITUATION • TAKE PROPER ACTION • LAND AS SOON AS CONDITIONS PERMIT.
Often times for the type of flying you will be doing in these aircraft the very first step of any emergency, although not listed, is GET AWAY FROM THE GROUND! Ground Engine Fire
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 6) MAINTAIN STARTER OPERATION FOR THE DESIRED DURATION. (Refer to Limitations
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 In-Flight Engine Fire
1) POWER LEVER – Reduce to minimum level to sustain flight
2) HOPPER – Emergency Dump 3) Look for suitable landing spot 4) ITT and TORQUE – Monitor to see if engine stabilizes at reduced power setting 5) Determine source of fire and if it is minor or major in proportion
IF FIRE IS STILL MINOR…. Find suitable field to land while power is still available. Stop as soon as possible and before shutting down swing tail of aircraft into the wind. This will allow a growing fire to blow away
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from the cockpit providing more safety to exit the aircraft as well as by time to try to extinguish the fire before it spreads to the rest of the plane. Once the aircraft is stopped proceed as follows:
1) POWER LEVER – Idle position 2) PROPELLER LEVER “P” - Pull aft to feather stop “F” 3) START CONTROL LEVER “S” – Pull aft to fuel cut-off “C” 4) ITT – Monitor for fire indications inside engine (Usually indicated by a high ITT out of
limits after fuel cut-off). If ITT remains out of limits proceed with “DRY MOTORING RUN”, but leave fuel off.
5) IF ITT is falling – All switches OFF. Use screwdriver to remove R/H side of cowling and use fire extinguish to put out remaining fire.
IF FIRE IS MAJOR….
1) FUEL VALVE LEVER - OFF 2) PROPELLER LEVER “P” - Pull aft to feather stop “F” 3) START CONTROL LEVER “S” – Pull aft to fuel cut-off “C” 4) POWER LEVER – Idle 5) All Switches – OFF 6) Prepare for forced landing. Secure seat harness. If going into rough terrain turn Battery
Switch ON, extend flaps, and turn Battery OFF. 7) Side slip aircraft to prevent flames from reaching cockpit.
Electrical Fire In-Flight
1) BATTERY and GENERATOR – OFF 2) Cockpit Air Vents – OPEN to ventilate any smoke as required 3) All remaining electrical switches – OFF 4) CIRCUIT BREAKERS – Check to identify faulty circuit if possible 5) Land as soon as possible
Engine Failure
An engine failure has different symptoms than an engine flame-out. Engine failure symptoms contain the failure indications: - Loud noises followed by heavy vibrations and loss of power - Rapid loss of power with unusual noises, vibrations, or sudden increases in ITT. - Loss of power following a drop in oil pressure below redline or an increase in oil
temperature above redline or both. - Loss of power following overspeed of gas generator (Ng). - Engine explosion.
Engine Failure Checklist
1) PROPELLER LEVER “P” – Pull aft to feather stop 2) START CONTROL LEVER “S” – Pull aft to fuel cut-off “C” 3) POWER LEVER – Idle 4) Fuel Valve Lever – OFF 5) BATTERY and GENERATOR – OFF 6) All remaining switches – OFF 7) Prepare for forced landing
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Engine Flame-Out • The symptoms of an engine flame-out will be the same as those of an engine failure only in
regard to the drop in ITT, Torque, and Ng speed. The flame-out may result 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 has been eliminated, the engine may be restarted in the manner described under AIR STARTS.
• Remember that turbine engines seldom fail so long as fuel is provided. An important procedure in this respect is to know the location of the fuel boost pump switch and the CONTINUOUS position for the ignitor switch.
Anytime an indication of power loss exists:
1) IGNITOR – CONTINUOUS 2) FUEL BOOST PUMP Switch – ON
• At the same time you should be pushing the stick forward to get the nose down to make
sure the airplane doesn’t stall while you are troubleshooting.
Air Start 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 a re-light. Air Starts are to be conducted in a similar manner to Ground Starts.
A successful air start may be achieved at any altitude and airspeed normally flown. However, with the gas generator rpm (Ng) below 10%, starting temperatures tend to be higher and caution is required. Air Start
1) FUEL BOOST PUMP – ON 5 psi min. 2) START Switch – HOLD ON (must achieve 10% minimum) 3) IGNITOR Switch – CONTINUOUS 4) START CONTROL LEVER – CONFIRM FLIGHT Idle 5) Observe engine acceleration to low idle (56-58% Ng), don’t exceed ITT light off limitation
of 1000 deg. C 6) START Switch – Release 7) IGNITOR Switch – ON 8) FUEL BOOST PUMP - OFF
Immediate Re-Light
There is always the chance that the engine may light up successfully just as soon as the Ignitor switch is turned ON. In an emergency, turn ON the Ignitor (Move switch to “CONTINUOUS” position) as soon as possible after flameout, provided the generator speed (Ng) has not dropped below 50%. Under these conditions it is not necessary to
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shut off the fuel or feather the prop. The Power Lever should be retarded to the Idle position, and the fuel boost pump turned ON.
Immediate Re-Light
1) GAS GENERATOR (Ng) – Confirm above 50% 2) IGNITOR Switch – CONTINUOUS 3) POWER LEVER – Idle 4) FUEL BOOST PUMP – ON Following successful re-light.. 5) GAS GENERATOR (Ng) – CONFIRM stable above 56% and ITT stable within limits 6) POWER LEVER – As required 7) IGNITOR Switch – ON 8) FUEL BOOST PUMP – OFF
Aborted Takeoff (Sufficient Runway Remaining)
1) POWER CONTROL LEVER – Idle or Reverse as necessary 2) WHEEL BRAKES – Apply as permitted by aircraft attitude and directional control. 3) Hopper Load – Consider dumping hopper if necessary to shorten braking roll. Push the
stick forward as necessary to prevent nose pitch-up during hopper dump. Aborted Takeoff (Insufficient Runway Remaining)
1) POWER LEVER – Full Reverse 2) WHEEL BRAKES – Apply full braking 3) Hopper Load – Consider dumping hopper as speed slows below 50 mph (40 kts) to
reduce weight and improve braking. Forced Landing (With engine power remaining)
1) Maintain 125 to 130 mph (109 to 113 kts) airspeed with approximately 10 deg. of flaps. 2) Select a safe dump area if possible 3) Dump the hopper load while moving the control stick forward as the dump is made to
control nose pitch-up. Forced Landing (No engine power remaining) If carrying liquids in the hopper:
1) Hopper – Dump 2) PROPELLER LEVER – Full aft to Feather 3) Airspeed – Maintain 90-100 mph (78-87 kts) IAS 4) Identify suitable landing area 5) Seat belt and harness – Secure 6) FLAPS – as required to maintain a minimum of 80 mph (70 kts) IAS until flare 7) FUEL VALVE – OFF 8) START CONTROL LEVER “S” – After to Fuel Cut-Off “C” 9) All Switches – OFF 10) Canopy Doors – Open during approach
If carrying solids in the hopper:
1) Hopper – Drop as much as possible
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2) PROPELLER LEVER – Full aft to Feather 3) FLAPS – Lower to approx. 15 deg 4) Airspeed – If gross weight above 12,500 lbs (5670 kg) maintain 130 mph (113kts) IAS 5) Seat belt and harness – Secure 6) All switches – OFF, except Battery (for Flaps) 7) Canopy Doors – OPEN during approach 8) FLAPS – FULL during flare for landing
Airframe Mounted Boost Pump Failure (Engine driven) If the airframe fuel boost pump becomes inoperative, the electric fuel boost pump should be switched 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.
1) Confirm loss of fuel pressure (fuel gauge reads zero) 2) ELECTRIC FUEL BOOST PUMP – ON
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) POWER – 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) RUDDER – Apply full opposite direction of spin. : If you have trouble determining which way the airplane is spinning, look at your turn coordinator, or turn needle, it will show you the direction.
4) ELEVATOR – Forward to break 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 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
1) Airspeed – Reduce to 140 mph (122 kts) or less 2) Land as soon as possible
Cockpit Door Opens In-Flight
1) Do not attempt to close the door. 2) Gently maneuver the aircraft avoiding abrupt control inputs, stall speed may have
increased. 3) For firefighting mission – dump hopper over suitable location
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For agricultural mission – land at a safe location or dump hopper over a suitable location.
4) Land as soon as practical (The aircraft flies just fine with the door open, it’s just loud)
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SEGMENT 4 – SYSTEMS INTEGRATION TRAINING
(GENERAL OPERATING PROCEDURES)
V. Lesson 1 – Cockpit Familiarization and Use of Checklists (1 + 30 min.)
NORMAL OPERATIONS Cockpit Check
1) Control Lock - STOW 2) Parking Brake – OFF (Take terrain into account) 3) Battery – ON 4) Voltmeter – 24 Volts min for battery start 5) Fuel Quantity Gauges – Check 6) Flaps – EXTEND 7) Battery – OFF
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8) Power, Prop, Start Levers – AFT
Exterior Check 1) Baggage Door – CLOSED and FASTENED 2) Booms, Spray Nozzles, and Fittings – CHECK for leaks and secure 3) Flaps – CHECK secure 4) Aileron – CHECK secure, no slop, servo arm moves opposite of aileron, and trim tab
secure 5) Wing Tip – NO Damage, NAV/Anti Collision lights secure, turning light fully stowed 6) Fuel Vent Tube – Clear no obstructions 7) Pitot Tube – Lift cover and check clear 8) L/H Fuel Cap – Visually check secure 9) Left Wing Fuel Sump – Drain and check for debris/water 10) Header Tank Sump – Drain and check for debris/water 11) E-Dump Sump (Lower Aft Fire Gate Box Fairing) – Drain
(Fire Bombing models with pneumatic E-dump system only) 12) Spray Plumbing – Check for leaks and loose connections 13) Left Hand Gear Leg - Inspect for cracks, damage, stress marks
- Optional Wire cutters may be installed on leading edge of gear leg – check secure
14) Left Wheel and Brake assembly – Check no chords showing on tire, inflated to 62 PSI, brake pads are free to move slightly
15) Oil Service Door on top Cowl – Check oil level not more than 2 quarts below “Full” mark. Cap secure.
16) FRDS Equipped models – Check hydraulic oil level 2 ¾ - 3 in. from the top of filler neck - Service FRDS Gen II system with Dextron III (ATF) - Service FRDS Gen I system with Conoco Super Hydraulic Oil 6 or equivalent
17) Prop – Remove tether and rotate briskly while listening for unusual rubbing or metallic noise
18) Cowling – Check for any unfastened Camlocs 19) Air Intake – Check for foreign objects 20) Exhaust Stacks – Remove covers 21) Right Hand Gear Leg - Inspect for cracks, damage, stress marks
- Optional Wire cutters may be installed on leading edge of gear leg – check secure
22) Right Wheel and Brake assembly – Check no chords showing on tire, inflated to 62 PSI, brake pads are free to move slightly
23) Right Wing Fuel Sump – Drain and check for debri/water 24) R/H Fuel Cap – Visually check secure 25) Fuel Vent Tube – Clear no obstructions 26) Wing Tip – NO Damage, NAV/Anti Collision lights secure, turning light fully stowed 27) Aileron – CHECK secure, no slop, servo arm moves opposite of aileron. 28) Flaps – CHECK secure 29) Booms, Spray Nozzles, and Fittings – CHECK for leaks and secure 30) Right Hand Side of Fuselage – Check skins for unfastened Camlocs 31) Static Port – Clear of obstructions 32) Right Hand Stabilizer and Strut – Check secure, should be no play in any direction 33) Right Hand Finlet – Check secure
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34) Right Hand Elevator – Check hinge bolts, move up and down, check for security 35) Trim Tabs – Check for security, inspect linkage 36) Rudder – Start from top down, inspect hinge bolts, move from stop to stop to check
security, inspect rudder cables and connections 37) Tail Wheel Assembly – Check attach points to fuselage
i. Inspect Tailwheel Fork ii. Check for broken centering springs
iii. Check tailwheel lock by lifting plunger by hand iv. Tire inflation to 60 PSI
38) Left Hand Elevator – Check hinge bolts, move up and down, check for security 39) Left Hand Finlet – Check secure 40) Left Hand Stabilizer and Strut – Check secure, should be no play in any direction 41) Static Port – Clear of obstructions 42) Left Hand Side of Fuselage – Check skins for unfastened Camlocs 43) Tie down Ropes – All removed and wheel chocks out 44) Hopper Lid – Closed, latches secure 45) Front Wind Screen – Clear and wiper sure For 2 Seat Model 46) Rear Cockpit
i. Seat Belt – Secure ii. Flight Control Area – Clear
iii. Doors – Closed and Latched
Before Start 1) Fire Extinguisher – Secure 2) Cockpit – No loose items 3) Seat Belts and Harness – FASTEN and Secure 4) Brakes – Test and set parking brake ON (Depress pedals and pull lever) 5) Trim – Elevator and Rudder set to Green Arc 6) Altimeter – SET 7) Rudder Pedals – SET (Make sure able to achieve full deflection) 8) Flight Controls – CHECK FREE and CLEAR 9) Circuit Breakers – Check all IN 10) Battery Switch – ON 11) Fuel Control Lever – MAIN 12) Fuel Boost Pump - ON (Until 5 psi min. fuel pressure noted) OFF 13) Flaps – RETRACT (can be delayed till after start to avoid battery drain) 14) Fuel Flow Meter – SET 15) Warning / Caution Lights – Push to TEST 16) Voltmeter – CHECK 24 volts min. 17) FCU Over-ride – Check Secure (if installed)
Starting
1) Power lever – IDLE STOP 2) Prop Lever – FULL AFT to Feather Stop (F) 3) Start Control Lever (Condition) – FULL AFT to Fuel Cut-Off 4) Battery Switch – ON
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5) Ignition Switch – OFF (Center Positon) 6) Generator Switch – OFF 7) Prop Overspeed Switch – OFF 8) Prop Area – CLEAR 9) Start Switch – Hold “ON” (monitor Ng rise) 10) Ignition Switch – START when 12% Ng is reached 11) Start Control Lever – after 18% Ng GROUND IDLE (“RUN” Position) 12) ITT – Monitor (1000 deg MAX Starting limit)
Observe engine accelerates to Lo Idle speed (56-58% Ng) and that maximum allowable Inter-Turbine Temperature (ITT) is never exceeded.
13) START SWITCH – RELEASE no earlier than 56% Ng 14) OIL PRESSURE and TEMPERATURE – CHECK in Green range 15) PROP LEVER “P” – Move forward to high rpm position 16) 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.
17) START LEVER – Advance to Flight (Hi Idle) 18) 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 temporary fuel interruption exists.
Dry Motoring Run
The following procedure is used to clear an engine anytime 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 section, gas generator 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 6) MAINTAIN STARTER OPERATION FOR THE DESIRED DURATION. (Refer to Limitations
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) PARKING BRAKE – OFF (Depress pedals to release) 2) Avoid sudden aggressive movements of the Power Lever allowing for spool-up time of
the turbine 3) Normal taxi must be accomplished with Start Control Lever “S” in FLIGHT position to
avoid propeller rpm in the yellow arc region of prop tach. Use Beta range of Power Lever to slow taxi speed.
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4) Whenever possible leave the tailwheel locked during taxi in order to 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 tailwheel and use a little brake along with power. Brake forces are light, so do not ride the brakes. Unlocking the tailwheel may be accomplished by moving the tailwheel lock lever aft.
BEFORE TAKEOFF
1) TAILWHEEL LOCK LEVER – Forward to locked position (Taxi forward slightly to ensure tailwheel is locked into position)
2) PARKING BRAKE – SET (Apply pedal pressure and brake lever. Release pedal pressure and brake lever should stay)
3) FLIGHT CONTROLS – Check free and clear 4) FAN BRAKE CONTROL – “ON” (For aircraft with spray equipment) 5) TRIM – SET
1) Rudder Trim – Green Band 2) Pitch Trim – Empty, Green Band; Full, slightly aft of Green Band
6) FLAPS – SET 1) Below 12,500 lbs – fully retracted 2) Above 12,500 lbs – 10 deg. (first black strip on left wing flap gauge)
7) CANOPY DOORS – Closed and latched 8) ENGINE INSTRUMENTS – Check 9) FUEL QUANTITY – Check 10) POWER LEVER - IDLE 11) PURGE PROPELLER CONTROL SYSTEM – Cycle the prop level full forward to full aft once
or twice, slowly, to ensure hub in pressurized and entire oil system is up to normal operating temperature.
12) START CONTROL LEVER “S”- FLIGHT 13) CONTROL STICK – Full Aft 14) POWER LEVER – Set 1500 Lbs –FT Torque 15) PROPELLER LEVER – Cycle aft and return Forward checking for RPM decrease
Propeller Overspeed Governor Check (Usually accomplished on first flight of the day)
16) PROPELLER LEVER “P” – MAX (Full Forward) 17) PROPELLER OVERSPEED Test Switch – ON 18) POWER LEVER – ADVANCE
Np should stabilize at 1550 +/- 60 RPM 19) POWER LEVER – Reduce to below 1500 RPM Np 20) PROPELLER OVERSPEED Test Switch – OFF and GUARDED 21) POWER LEVER – ADVANCE (1700 RPM Np should be available) 22) POWER LEVER - IDLE
Overspeed Governor Check Complete 23) AIR CONDITIONING – OFF for takeoff 24) AILERON TRIM TAB (Left Wing) – Check NEUTRAL
For Fire Bombing Aircraft with FRDS computerized firegate installed: 1) E-DUMP PRESSURE – Check minimum of 50 psi 2) Setup the Gen II FRDS for a possible emergency dump during takeoff (Reference you
FRDS operations manual if a different system is installed)
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1) HYDRAULIC POWER switch – ON 2) COVERAGE LEVEL – MAX 3) GALLONS TO DUMP – PILOT 4) ARMED switch - OFF
TAKE-OFF (Up to 12,500 lb Gross Weight)
1) Line up on center line of runway and set Tailwheel Lock lever to “LOCK” (forward) position
2) BRAKES - Apply 3) POWER LEVER – 1500 Lb-Ft Torque and 1700 RPM Np 4) Release brakes and as aircraft starts to roll forward advance power lever to provide a
smooth and continuous acceleration to maximum take-off power. NOTE: Doing a full power static runup can result in propeller blade damage due to debris being blown up off the runway.
5) As Power Lever is advanced confirm that temperature and torque limits are not exceeded.
6) Allow tail to come up to desired take-off attitude. Just maintaining a control stick position slightly aft of neutral will allow the tail to rise slightly and then the aircraft gently become airborne.
7) Best rate of climb speed at 12,500 lbs (5670 kg.) take-off weight is 122 mph. (106 kts) IAS
8) Adjust Trim for climb 9) ENGINE TEMPERATURE and TORQUE – Check within limits 10) PROPELLER LEVER – RETARD to 1550 rpm Np for climb if desired.
Note: Ensure clear of applicable obstacles before reducing rpm since climb rate will decrease slightly
TAKE-OFF (Full load or above 12,500 lb (5670 kg) Gross Weight) 1) FLAPS – 10 deg. (First mark on left wing flap indicator) 2) ELEVATOR TRIM – Slightly nose up from normal flaps up take-off position 3) Line up on center line of runway and set Tailwheel Lock lever to “LOCK” (forward)
position 4) BRAKES - Apply 5) POWER LEVER – 1500 Lb-Ft Torque and 1700 RPM Np 6) Release brakes and as aircraft starts to roll forward advance power lever to provide a
smooth and continuous acceleration to maximum take-off power. NOTE: Doing a full power static runup can result in propeller blade damage due to debris being blown up off the runway.
7) As Power Lever is advanced confirm that temperature and torque limits are not exceeded.
8) Allow tail to come up to desired take-off attitude. Just maintaining a control stick position slightly aft of neutral will allow the tail to rise slightly and then the aircraft gently become airborne.
9) After breaking ground, do not retract flaps until at least 123 mph (107 kts.) IAS 10) Best rate of climb speed at 16,000 lbs (7257 kg.) is 135 mph (117kts.) IAS 11) Adjust Trim for climb 12) ENGINE TEMPERATURE and TORQUE – Check within limits 13) PROPELLER LEVER – RETARD to 1550 rpm Np for climb if desired.
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Note: Ensure clear of applicable obstacles before reducing rpm since climb rate will decrease slightly
Cruise
1) PROPELLER LEVER – Retard propeller RPM (Np) to 1425. Use higher RPM as required for heavier loads (1700 rpm may be required for a full hopper load)
2) POWER LEVER – Reduce torque to comfortable setting and check ITT limit does not exceed nominal (700 deg C)
1) PT6A-67AG – Nominal = 725 deg C 2) PT6A-67F – Nominal = 795 deg C
3) ENGINE CONTROL QUADRANT FRICTION KNOB – Adjust to prevent levers from creeping 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
Before Landing
1) PROP LEVER “P” – Full Forward (reduce power lever first if required so as not to overspeed prop (Np))
2) START LEVER “S” – Full Forward to “Flight” position (68 – 70% Ng) Note: For landings on shorter runways, some pilots will put the Start Lever in Ground Idle in order to allow the aircraft to slow down faster and reduce ground affect in the flare.
3) POWER LEVER – Adjust to provide required rate of descent. Make sure to not move Power Lever below the idle stop position. Check Beta Light – Out
4) FLAPS – As desired 5) TAILWHEEL LOCK LEVER – Forward to “locked” position 6) AIR CONDITIONER – OFF 7) Recommended approach speeds:
1) Full Flaps, 12,500 lbs (5670 kg) – 107 mph (93 kts) IAS 2) Full Flaps, 16,000 lbs (7257 kg) – 121 mph (105 kts) IAS
Maximum demonstrated crosswind during landing, 23 mph. (20 kts)
Balked Landing/Go-Around 1) POWER LEVER – ADVANCE Takeoff power 2) Attitude – Set Pitch to approximately 7 degrees nose up 3) FLAPS – Retract to 20 deg. 4) Climb Speed – 100 mph (87 kts) until obstacles cleared 5) FLAPS – Retract after reaching a safe altitude and 115 mph (100 KIAS) climb speed
After Landing
1) POWER LEVER – As desired during landing roll. If reverse thrust is necessary, the thumb latch on top of the power lever must be pushed forward and 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 full aft). Insure Torque and/or ITT limits are not exceeded.
2) START CONTROL LEVER “S” – leave in FLIGHT position for taxing to keep prop rpm in the green arc.
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Engine Shut-down:
1) PARKING BRAKE – SET 2) POWER LEVER – Idle 3) PROPELLER LEVER – Pull aft to Feather Stop “F” 4) Allow engine to stabilize for a minimum of one minute at minimum obtainable ITT.
(Start Control Lever in RUN (Ground Idle) Position). 5) START CONTROL LEVER – Pull Aft to fuel cut-off “C” 6) All Switches – OFF 7) CONTROL LOCK - Install 8) Tether prop to prevent wind milling with zero oil pressure. 9) Once exhaust pipes are cool, install covers.
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W. Lesson 2 – Operational Maneuvers ______________________ (1 min.) Flight Maneuvers No acrobatic maneuvers, including spins, are approved Maneuvering speed (Va) is 146 knots IAS. Beyond this no full or abrupt control movements should occur. The maximum positive load factor at 16,000 lbs gross weight is 2.54 (2.0 with flaps extended. The can be increased to 3.25 once weight is below 12,500 lbs. The negative limits are -1.2 and -1.3 respectively. Spray Patterns Application speeds are going to vary depending on the type of product being dispersed as well as the equipment being used to disperse it. Expect guidance from the individual operators for these maneuvers. Different methods of agricultural turn arounds The type of spray pattern you use will have several variables that determine it. Probably the biggest one being the shape and size of the field to be sprayed. There are primarily two types of patterns; the “P” turn and the “racetrack”. “P” Turn The “P” turn is when the pilot climbs out of the field, makes a small turn in one direction followed by an immediate full turn in the opposite direction to come all the way around and parallel his last pass. Wind direction generally determines the direction of the turns. It is always recommended to avoid downwind turns. It is also recommended to “work into the wind”, so that the wind will drift the chemical away from your next pass, rather than toward it. If you were to look at the ground track from above, it would scribe a “P” on the ground. Many variables are involved with this maneuver, including; airspeed, altitude, bank angle, load factor, airplane weight, terrain, obstacles, temperature, density altitude, and air quality (gusts). Many pilots have found that using techniques such as adding flaps in the turn will decrease your radius, increase your rate, and lower your stall speed at all bank angles. The ag turn maneuvers should be explored at low airplane weights and large radiuses first using a simulated “floor”. Flight at heavier weights, tighter turns, and flight at normal “working” heights above the ground should be performed only after a sufficient amount of competency has been achieved. There’s a good training video by Wayne Handley called “Turn Smart” on how to safely execute this turn.
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“Racetrack” Pattern A racetrack swath is a much more conservative spray pattern. It allows for a larger radius, depending on the size of the field. Essentially, you make your first pass down the edge of the field, then your second roughly down the middle. Your SATLOC system will then guide you onto offset tracks from the previous paths, making overlapping racetracks down the field. Firefighting drop A normal fire fighting retardant or water drop is performed at a speed of 105 kts with flaps at 20 deg. Higher speeds will result in an abrupt pitch up that will affect the quality and accuracy of the drop. Selected coverage level also affects the airplane’s behavior in pitch during the drop; with high coverage levels causing the most pronounced pitch-up. Drop speeds below 105 kts could result in a decreased margin for error, especially in turbulent air conditions. The minimum drop altitude is 60 ft AGL. Lower altitudes can result in damage and/or injury to objects and personnel on the ground. Higher altitudes will result in greater dispersion of the load. Different gates vary in their release times and patterns, but if the aircraft is at 60 ft in the configuration described, on a level surface, the release would be just before the target disappears below the nose. Be aware that the wind speed and direction must be accounted for for best drop accuracy. Emergency Hopper Jettison Whether operating as an agricultural aircraft or a firefighter, a pilot should always be prepared to perform an emergency jettison. When the Emergency Dump handle button is depressed and the stick moved forward, a charge of air blows the gate doors over the over-center locks and allows the load to
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open the gate the rest of the way by gravity. A minimum of 50 PSI in the E-dump pressure reservoir is required to initiate this. Some situations will require the pilot to just get rid of the load as quickly as possible without allowing time to check for hazards on the ground. In these cases exercise as much caution as can be allowed and just focus on flying the airplane. If time and conditions permit, try to locate an area where jettisoning will not harm anything on the ground. Use a higher altitude and slow the aircraft so as to avoid a rapid pitch change. Two notches of flaps would also be recommended if time allows. Stall/Spin Stalls and spins continue to be a contributing factor to accidents in our industry. The Air Tractor AT-802/802A is not approved for spins, and intentional spins are prohibited. While stalls and spins are not part of any Air Tractor flight training program, stall/spin awareness should be taught, practiced, and briefed as part of any flight training program. The stall/spin recovery is covered in the Emergency Procedures section. Single Pilot Resource Management Air Tractors are usually operated single pilot. Because of this it is essential that the pilot have a good understanding of the checklist for both normal and emergency procedures and the associated systems before ever operating the aircraft. The unique flying characteristics of the Air Tractor as well as the environment it usually operates in will not usually allow a pilot to pull a checklist out and read it as a more conventional aircraft would. It’s also equally important to never let your guard down in the low altitude environment these aircraft operate in no matter how much experience a pilot has. A number of Air Tractor pilots have been involved in fatal accidents by allowing themselves to be distracted by not flying related tasks, such as cell phone calls and text messages. There is nearly no margin for error when operating these aircraft.
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Chapter 3 – Supplemental Courseware
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Quiz – 1 Aircraft Operating Limitations__
1.) Motoring - Maximum duration of 30 seconds followed by 1 minute of cool down.
2.) The 65AG is limited to a max of 820 deg C for takeoff, for a maximum of 5 minutes.
3.) Max takeoff weight is 16000 lbs.
4.) T/F: If no other options are available, the 67F is approved for avgas.
5.) Stall speed, flaps down, 12,500 lbs = 82 mph.
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Quiz – 2 Aircraft Systems
1.) Fuel system is composed of 2 x 127 Gallon wet wing tanks: 254 Gallons total (250 Gallons usable)
2.) 4 Gallons in each wing tank ungaugeable
3.) The Fuel Control Unit (FCU) has its own fuel pump as well that is capable of providing fuel to the
engine with unrestricted operation up to 12,500 ft msl.
4.) The PT6 can carry 10 qts of oil, but only 6 are useable.
5.) The electrical system is a 24 volt 250 ampere/hour system powered by 3 Gill batteries and the engine driven generator.
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Quiz – 3 Emergency Procedures 1.) The symptoms of an engine flame-out will be the same as those of an engine failure only in
regard to the drop in ITT, Torque, and Ng speed.
2.) The best air-start technique is to initiate the re-light procedure immediately after a flame-out occurs.
3.) A successful air start may be achieved at any altitude and airspeed normally flown.
However, with the gas generator rpm (Ng) below 10%, starting temperatures tend to be
higher and caution is required.
4.) In an emergency, turn ON the Ignitor (Move switch to “CONTINUOUS” position) as soon as
possible after flameout, provided the generator speed (Ng) has not dropped below 50%. Under these conditions it is not necessary to shut off the fuel or feather the prop.
5.) 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.
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Quiz – 4 Normal Operations
1.) Voltmeter – 24 Volts min for battery start 2.) Start Sequence Start Switch – Hold “ON” (monitor Ng rise) Ignition Switch – START when 12% Ng is reached Start Control Lever – after 18% Ng GROUND IDLE (“RUN” Position) ITT – Monitor (1000 deg MAX Starting limit)
Observe engine accelerates to Lo Idle speed (56-58% Ng) and that maximum allowable Inter- Turbine Temperature (ITT) is never exceeded.
START SWITCH – RELEASE no earlier than 56% Ng 3.) Cruise Settings PT6A-67AG – Nominal = 725 deg C
PT6A-67F – Nominal = 795 deg C
4.) Recommended approach speeds: Full Flaps, 12,500 lbs (5670 kg) – 107 mph (93 kts) IAS Full Flaps, 16,000 lbs (7257 kg) – 121 mph (105 kts) IAS
5.) Balked Landing Climb Speed – 100 mph (87 kts) until obstacles cleared
FLAPS – Retract after reaching a safe altitude and 115 mph (100 KIAS) climb speed
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Chapter 4 – Approval Letters and Forms
-Training Completion Record
-Type Rating Exemption
-Pilot Training Program Approval Letter
-Restarted Category Operating Limitations Example
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Training Completion Record
Student’s Name: ___________________________
Pilot Cert info: _____________________________
Date Completed Sat Unsat Trainer Initials
Segment 1
Lesson 1
Lesson 2
Lesson 3
Lesson 4
Segment 2
Lesson 1
Lesson 2
Lesson 3
Lesson 4
Lesson 5
Lesson 6
Lesson 7
Lesson 8
Lesson 9
Lesson 10
Lesson 11
Lesson 12
Segment 3
Lesson 1
Lesson 2
Segment 4
Lesson 1
Lesson 2
Instructor Pilot’s signature _________________________________________ Date _________________
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Type Rating Exemption
(INSERT CURRENT EXEMPTION NO. 5651 HERE)
AFS-16-106739-E
CORRECTED COPY
November 29, 2016
Exemption No. 5651Q
Regulatory Docket No. FAA-2002-11498
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 in part your petition to extend Exemption No.
5651, as amended. It explains the basis for our decision, describes its effect, and lists the revised
conditions and limitations.
The Federal Aviation Administration (FAA) is reissuing an extension of Exemption No. 5651, as
amended, to address key points in your letters dated November 23, 2016, January 12, 2017, and
March 9, 2017. It is the policy of the FAA Office of Rulemaking, (ARM), to only issue
amendments to existing relief at the time of renewal, not at the request of the petitioner.
Air Tractor asked that the requirement in Condition and Limitation No. 2 for their Training
Manual that covers the topic Minimum Equipment Lists (MEL) be deleted, since the FAA has
yet to authorize a Master Minimum Equipment List (MMEL) for the AT-802/802A series. The
FAA has reviewed this requirement and concludes that ground instruction in the topic of
management of inoperative components would meet the same intent, and would provide for
broader coverage of this subject.
Air Tractor asked that the Condition and Limitation No. 6 phrase “Except as provided in
Condition and Limitation No. 6, before any pilot can serve as pilot in command (PIC) in the AT-
802 or AT-802A airplane…” be corrected to instead state: “Except as provided in Condition and
Limitation No. 7, before any pilot can serve as pilot in command (PIC) in the AT-802 or AT-
2
802A airplane…” The FAA does not concur with this as we have determined that there was a
numbering error in the originally issued exemption. Condition and Limitation No. 6 remains
unchanged.
Air Tractor asked that the Condition and Limitation No. 7 phrase “Pilots who have logged at
least 100 hours of flight time, with at least 10 hours in the preceding 12 months, in an AT-
802/802A series airplane need not complete the training requirements of Condition and
Limitation No.2” be corrected to “Pilots who have logged at least 100 hours of flight time, with
at least 10 hours in the preceding 12 months, in an AT-502 series airplane need not complete the
training requirements of Condition and Limitation No.2.” The FAA concurs but notes that this is
now Condition and Limitation No. 6 due to the numbering error noted above.
Air Tractor asked that the Condition and Limitation No. 9 provision which requires that a pilot
authorized by Air Tractor to provide training in the AT-802 or AT-802A airplane (as applicable),
hold an Advanced Ground Instructor or Flight Instructor certificate be removed. We have
carefully considered the arguments and evidence put forward and weighed them against the
interest of maintaining a level of safety equivalent to §61.31(a)(1), and have concluded that this
requirement should remain in Exemption 5651Q. Additionally, the FAA notes that this is now
Condition and Limitation No. 8 due to the numbering error noted above.
The FAA recognizes that the new requirement for instructor qualifications in Condition and
Limitation No. 8 will require a reasonable implementation period. Therefore we are extending
the date for the requirement for Air Tractor’s authorized training pilots to hold either a ground
instructor or certificated flight instructor certificate to the end of the 12th
month after the issue
date of this corrected exemption. This will give Air Tractor a 12 month period to ensure
compliance with Condition and Limitation No. 8.
The Basis for Our Decision
By letter dated March 7, 2016, 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
(14 CFR) allows Air Tractor and pilots of AT-802, AT-802A, AT-1002, or AT-1002A airplanes
to operate those airplanes without holding a type rating, although the maximum gross weight of
the airplanes exceeds 12,500 pounds.
In your March 7, 2016 petition, you also requested an amendment that would include an
exemption from § 91.313(a) as described in FAA Notice 8900.295 Pilot Training and/or
Certification Events Conducted in Restricted Category Aircraft. The amendment, if granted,
would allow Air Tractor to operate a restricted category civil aircraft for other than the special
purpose for which it was certificated, or in an operation other than one necessary to accomplish
the work activity directly associated with that special purpose.
3
On April 18, 2016, the FAA granted a six-month extension of the existing relief at that time,
while the agency considered the broader issues related to granting the relief requested in Air
Tractor’s amendment request.
On October 28, 2016, the FAA granted an extension of the existing relief (Exemption 5651P),
with expiration date of October 31, 2018. The extension included a revision to Condition and
Limitation No 2 which required Air Tractor to revise its training manuals to include ground
training topics consistent with curriculum outlines for type ratings. On November 18, 2016, the
FAA received a letter from Air Tractor requesting an amendment to Condition and Limitation
No. 2 to give the company adequate time to develop the new training manual specified. In that
letter, Air Tractor committed to submitting the required training manual by March 1, 2017 for
agency review and approval. The FAA agrees that exemption 5651P gave the petitioner
insufficient time to develop and submit the revised training manual specified in Condition and
Limitation No. 2. The FAA concurs with the petitioner’s request for an extension, in that it gives
Air Tractor a reasonable period to develop the new training manual and then to implement this
manual after FAA review and approval. Accordingly, the term of the approval of the Air Tractor
AT-802/802A Pilot Training Program dated March 1, 2015, is hereby extended to May 31, 2017.
The FAA will issue a separate letter to the petitioner to indicate this extension of the term of
approval of the current training manual.
This partial grant of exemption is a result of a closer review of current regulations, policies,
historical grants of exemption dating back to 1993 that were issued to Air Tractor, and the grant
of exemption currently issued to Air Tractor.
In your petition, you indicated 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.
Our Decision
The FAA has determined that good cause exists for not publishing a summary of the petition in
the Federal Register because the requested extension and amendment 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 and is in the public interest. However,
upon further review of Exemption No. 5651Q, the FAA finds it necessary to amend the
Conditions and Limitations to allow the petitioner adequate time to develop the enhanced
training materials specified in that amended exemption. The FAA has also determined that past
exemptions erroneously omitted a condition and limitation which restrict the use of this
exemption to the area of the United States. The petitioner has not asked for this exemption to be
used in connection with operations outside the United States. Title 14 Code of Federal
Regulations Part 11, §11.83 requires that if a petitioner desires to use an exemption outside the
United States, then this must be requested when petitioning for this relief, as well as the reason
for this use.
4
Under the authority provided by 49 U.S.C. § 106(f), 40113, and 44701, which the FAA
Administrator has delegated to me, I grant Air Tractor, Inc. and pilots of Air Tractor Models AT-
802 and AT-802A, relief from § 61.31(a)(1) to the extent necessary to operate these models
without holding a type rating for the airplane, subject to the following conditions and limitations.
Conditions and Limitations
1. This exemption applies to pilots operating AT-802 and AT-802A airplanes that have a
restricted category airworthiness certificate.
2. Air Tractor must use an FAA-approved pilot training program to comply with the terms
of this exemption
a) Until May 30, 2017, Air Tractor may use the AT-802/802A Pilot Training Program
dated March 1, 2015, for its required training manual.
b) After May 30, 2017, Air Tractor must maintain and use a training manual(s) (to
include lesson times and courseware) that include the following ground training topics for
the AT-802 and AT-802A airplane covered by this partial grant of exemption:
SEGMENT 1 – GENERAL OPERATIONAL SUBJECTS
a. Lesson 1 - Introduction to the aircraft and operating limitations
b. Lesson 2 - Weight and balance
c. Lesson 3 - Adverse weather practices
d. Lesson 4 - Aerodynamics, performance, and management of inoperative
components.
e. Lesson 5 – Segment 1 written examination
SEGMENT 2 – AIRPLANE SYSTEMS AND COMPONENTS
f. Lesson 1 – Fuel and oil systems
g. Lesson 2 – Powerplant
h. Lesson 3 - Electrical system
i. Lesson 4 - Hydraulic system
j. Lesson 5 - Landing gear and brakes
k. Lesson 6 – Pneumatic system
l. Lesson 7 - Environmental system
m. Lesson 8 - Flight controls
n. Lesson 9 - Ice and rain protection
o. Lesson 10 - Fire and overheat protection
p. Lesson 11 - Flight instruments
q. Lesson 12 - Navigation equipment and display systems
r. Lesson 13 - Autoflight system
s. Lesson 14 - Communications equipment
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t. Lesson 15 - Segment 2 written examination
SEGMENT 3 – AIRPLANE SPECIFIC EMERGENCY TRAINING
u. Lesson 1 - Emergency equipment
v. Lesson 2 - Abnormal and emergency procedures
w. Lesson 3 - Segment 3 written examination
SEGMENT 4 – SYSTEMS INTEGRATION TRAINING
x. Lesson 1 – Cockpit familiarization and use of checklists
y. Lesson 2 – Classroom review of flight maneuvers
z. Lesson 3 – Single pilot resource management
aa. Lesson 4 – Segment 4 written examination
3. Air Tractor must provide pilots authorized by Air Tractor to provide training in the AT-
802 or AT-802 airplane (as applicable) a copy of the approved training manual and
courseware described in Condition and Limitation No. 2, along with the applicable
approval documentation from AFS-800. This copy may be hard copy or electronic.
4. Pilots operating the AT-802 and/or AT-802A airplanes may continue to exercise the
privileges of this exemption only if Air Tractor complies with the following:
a) Air Tractor must continue to maintain approval of its training manual and
courseware, and obtain approval for any revisions to the approved training manual
and/or courseware, from AFS-800.
b) The training manual(s) and/or courseware approval documentation must be made
available to any representative of the FAA Administrator, upon request.
c) Air Tractor must submit a new training manual, or request extension to the approval
of the currently approved training manual and courseware, provided no changes are
required, when requesting an extension to this exemption. Electronic submissions
are desired and can be sent via email to [email protected]. If
Air Tractor desires to send a hard copy document, it should be mailed to General
Aviation and Commercial Division, AFS-800, 800 Independence Avenue, S.W.,
Washington, DC 20591
5. Except as provided in Condition/Limitation No. 6, before any pilot can serve as pilot in
command (PIC) in the AT-802 or AT-802A airplane (as applicable), that pilot must have
successfully completed the applicable training in accordance with Air Tractor’s approved
training manual described in Condition and Limitation No. 2.
6. Pilots who have logged at least 100 hours of flight time, with at least 10 hours in the
preceding 12 months, in an AT-502 series airplane need not complete the training
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requirements of Condition No.2. A record of this flight time must be made available by
the pilot upon request by a representative of the FAA Administrator.
7. Any person (including Air Tractor) that provides training described by Condition and
Limitation No. 5 must -
a) Ensure each pilot logs the ground training in his or her logbook, or record such
training in the pilot’s training record; and
b) Make this record of training available for review to any representative of the FAA
Administrator, upon request.
8. Pilots authorized by Air Tractor to provide training in the AT-802 or AT-802A airplane
(as applicable), to include pilots employed by Air Tractor, must meet the following
minimum qualifications:
a) Be authorized by Air Tractor to provide this instruction. This authorization will be
given by Air Tractor in writing and will be on Air Tractor letterhead; b) After May 31,
2018, hold an Advanced Ground Instructor certificate or Flight Instructor certificate;
c) Hold at least a commercial pilot certificate; and
d) Meet the following experience requirements:
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-802 series airplane.
9. Air Tractor must make a copy of this exemption available to each pilot who serves as
PIC in the AT-802 and AT-802A aircraft.
10. This exemption is not valid for operations outside the United States.
The Effect of Our Decision
Our decision extends the termination date of Exemption No. 5651, as amended, to November 30,
2018, unless sooner superseded or rescinded.
Sincerely,
/s/
John S. Duncan
Director, Flight Standards Service
SEGMENT 1 S
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RESTRICTED OPERATING LIMITATIONS
Make: Air Tractor Model: AT-802A Serial Number: 802A-XXXX
Registration Number: NXXXXX
Date of Issuance: 0X XXX 2017 Expiration Date: Unlimited
1. No person may operate this RESTRICTED aircraft for other than the special purpose for which it is certificated.
2. This aircraft is prohibited from carrying cargo for compensation or hire. Carriage of cargo is limited to such cargo
that is incidental to the aircraft owner/operator’s business which is other than air transport.
3. No person may be carried on a restricted category aircraft unless that person is a flight crew member; is a flight
crew member trainee; performs an essential function in connection with a special purpose operation for which the
aircraft is certificated; or is necessary to accomplish the work activity directly associated with the special purpose.
4. Except when operating in accordance with the terms and conditions of a certificate of waiver or special operating
limitations issued by the Administrator, no person may operate a restricted category civil aircraft within the United
States over densely populated areas; in a congested airway; or near a busy airport where passenger transport
operation are conducted.
5. This aircraft may not be operated over any foreign country without the special permission of that country.
Evidence of that permission must be carried aboard the aircraft, along with the U.S. airworthiness certificate and
made available to the
Federal Aviation Administration or the civil air authority in country of operation upon request.
6. This aircraft shall be operated in accordance with CFR 91.313, and all applicable Air Traffic and General
Operating Rules of CFR 91.
7. This aircraft has not been shown to meet the requirements of the applicable comprehensive and detailed
airworthiness code as provided by Annex 8 to the Convention on International Civil Aviation and may not be
operated over any foreign country without the special permission of that country.
8. The pilot-in-command of this aircraft must, as applicable, hold an appropriate category/class rating, have an
aircraft type rating, have a flight instructor’s log book endorsement or possess a “Letter of Authorization” issued by
an FAA Flight Standards Operations Inspector.
9. All requirements contained in the aircraft’s FAA approved flight manual are part of these limitations.
_______________________ 0X XXX 2017
Signature of FAA Designee: Date:
