FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT

Title Page .................................................................................... December 2014 iii .......................................................................................................... June 2013 iv ...................................................................................................... August 2012 1-1 ............................................................................................. September 2013 1-2 .................................................................................................... August 2012 1-3 thru 1-6 ................................................................................. December 2014 2-1 thru 2-3 ...................................................................................... August 2012 2-4 .............................................................................................. September 2013 2-5 thru 2-12 .................................................................................... August 2012 3-1 .................................................................................................... August 2012 3-2 ............................................................................................... December 2014 3-3 thru 3-4 ...................................................................................... August 2012 3A-1 thru 3A-6 ............................................................................ December 2014 4-1 ............................................................................................... December 2014 4-2 .................................................................................................... August 2012 4-3 thru 4-10 ............................................................................... December 2014 5-1 .............................................................................................. December 2014 5-2 thru 5-4 ...................................................................................... August 2012 5-5 thru 5-7 ................................................................................. December 2014 5-8 .................................................................................................... August 2012 5-9 thru 5-11 ............................................................................... December 2014 5-12 thru 5-13 .................................................................................. August 2012 5-14 thru 5-15 ............................................................................. December 2014 5-16 .................................................................................................. August 2012 5-17 ................................................................................................. January 2013 5-18 .................................................................................................. August 2012 5-19 thru 5-39 ............................................................................. December 2014 5-40 thru 5-42 .................................................................................. August 2012 5-43 ................................................................................................. January 2013 5-44 .................................................................................................. August 2012 5-45 thru 5-65 ............................................................................. December 2014 5-66 thru 5-78 .................................................................................. August 2012 5-79 thru 5-81 ............................................................................. December 2014 5-82 thru 5-84 ............................................................................ September 2013 SECTION 1 CENTEX AEROSPACE 006-2 GENERAL AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 1-6 6-1 & 6-2 .......................................................................................... August 2012 6-3 .............................................................................................. September 2013 6-4 thru 6-6 ...................................................................................... August 2012 7-1 thru 7-3 ...................................................................................... August 2012 7-4 ........................................................................................................ April 2013 7-5 .................................................................................................... August 2012 7-6 thru 7-8 .......................................................................................... April 2013 8-1 thru 8-2 ...................................................................................... August 2012 9-1 thru 9-4 ................................................................................. December 2014 LOG OF REVISIONS Initial Release October 16, 2012 Includes pages dated August 2012 Revision 1 April 19, 2013 Includes pages dated January 2013 and April 2013. APPROVED BY: Rick M. Ritz Revision 2 June 30, 2013 Includes pages dated June 2013 APPROVED BY: Rick M. Ritz Revision 3 September 30, 2013 Includes pages dated September 2013 APPROVED BY: Gary A. Sharon Revision 4 December 31, 2014 Includes pages dated December 2014 APPROVED BY: S. Frances Cox CENTEX AEROSPACE 006-2 SECTION 3 AIRPLANE FLIGHT MANUAL SUPPLEMENT EMERGENCY PROCEDURES AUGUST 2012 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS SUBJECT PAGE EMERGENCY AIRSPEEDS ................................................................................. 3-2 ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1).................................. 3-2 TAKEOFF ABORTED ENGINE FAILURE DURING TAKEOFF (AT OR ABOVE V1) .................................. 3-3 TAKEOFF CONTINUED CABIN EMERGENCY LIGHTING ACTIVATION ................................................... 3-3 EMERGENCY ESCAPE PATH ............................................................................. 3-3 SECTION 3 CENTEX AEROSPACE 006-2 EMERGENCY PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 3-2 All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error. EMERGENCY AIRSPEEDS One-Engine Inoperative Best Angle-of-Climb (VXSE) ............................. 115 Knots One-Engine Inoperative Best Rate-of-Climb (VYSE) ............................... 121 Knots One-Engine-Inoperative Enroute Climb (VENR): 13,420 pounds ...................... 125 Knots 13,000 pounds ...................... 123 Knots 12,000 pounds ...................... 120 Knots 11,000 pounds ...................... 115 Knots 10,000 pounds ...................... 111 Knots 9,000 pounds ...................... 108 Knots Air Minimum Control Speed (VMCA) ........................................................ 86 Knots Raisbeck Engineering STC Prop Installation (VMCA)......................... 91 Knots BLR Aerospace STC Prop Installation (VMCA) ................................... 92 Knots Emergency Descent ............................................................................. 181 Knots Maximum Range Glide ......................................................................... 136 Knots ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) – TAKEOFF ABORTED 1. Power Levers ........................................................................ GROUND FINE 2. Brakes ............................. MAXIMUM or AS REQUIRED (to stop on runway) 3. Operative Engine .............................. MAXIMUM REVERSE or AS REQUIRED WARNING Extreme care must be exercised when using single-engine reversing on surfaces with reduced traction. CENTEX AEROSPACE 006-2 SECTION 3A AIRPLANE FLIGHT MANUAL SUPPLEMENT ABNORMAL PROCEDURES DECEMBER 2014 3A-1 SECTION 3A ABNORMAL PROCEDURES TABLE OF CONTENTS SUBJECT PAGE FLAPS UP LANDING ...................................................................................... 3A-2 ONE-ENGINE-INOPERATIVE APPROACH AND LANDING ............................... 3A-3 ONE-ENGINE-INOPERATIVE GO-AROUND..................................................... 3A-5 OVERWEIGHT LANDING ................................................................................ 3A-5 SECTION 3A CENTEX AEROSPACE 006-2 ABNORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 3A-2 FLAPS UP LANDING Refer to Section 5 of Supplement AFM 006-2 for Flaps Up Landing Distance. WEIGHT POUNDS VREF (FLAPS UP) KNOTS 13,420 135 13,000 133 12,500 131 12,000 129 11,000 125 10,000 121 9,000 117 1. Approach Speed, VREF (Flaps Up) ....................................................... CONFIRM 2. Autofeather ..............................................................................................ARM 3. Pressurization......................................................................................... CHECK 4. Cabin Sign............................................................................. NO SMOKE & FSB 5. Flaps ............................................................................................................. UP CAUTION Do not silence the landing gear warning horn, since the flap actuated portion of the landing gear warning system will not be actuated during a flap up landing. 6. Flap Override (If installed)..................................................................... SELECT 7. Landing Gear ......................................................................................... DOWN 8. Lights ...........................................................................................AS REQUIRED NOTE Under low visibility conditions, landing and taxi lights should be left off due to light reflections. 9. Radar ...........................................................................................AS REQUIRED 10. Surface Deice .................................................................. CYCLE (as required) If wings are free of ice: 11. Stall Warning Ice Mode Switch  PRESS (to select Normal Mode) If residual ice remains on wing boots: 12. Surface Deice ........................................................................................CYCLE 13. Stall Warning Ice Mode Annunciator ....................................... ILLUMINATED 14. Approach Speed and Landing Distance ...... INCREASE VREF BY 15 KNOTS AND INCREASE LANDING DISTANCE BY 25 PER CENT. See LANDING DISTANCE chart in Section 5 of Supplement AFM 006-2 CENTEX AEROSPACE 006-2 SECTION 3A AIRPLANE FLIGHT MANUAL SUPPLEMENT ABNORMAL PROCEDURES DECEMBER 2014 3A-3 NOTE Prior to the landing approach, cycle the wing deice boots to shed as much residual ice as possible, regardless of the amount of ice remaining on the boots. Stall speeds can be expected to increase if ice is not shed from the deice boots. NOTE If crosswind landing is anticipated, determine Crosswind Component from Section 5, PERFORMANCE. Immediately prior to touchdown, lower upwind wing and align the fuselage with the runway. During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes. Use propeller reverse as desired. When Landing Is Assured: 15. Approach Speed .............. VREF  ESTABLISHED (With ice on wings, VREF + 15) 16. Yaw Damp ................................................................................................ OFF 17. Power Levers........................................................................................... IDLE 18. Propeller Levers .................................................................... FULL FORWARD After Touchdown: 14. Power Levers...... LIFT AND SELECT GROUND FINE OR REVERSE (as required) 15. Brakes ....................................................................................... AS REQUIRED ONE-ENGINE-INOPERATIVE APPROACH AND LANDING WEIGHT POUNDS Flaps DOWN VREF Speeds, KNOTS 13,420 105 13,000 104 12,500 103 12,000 102 11,000 99 10,000 96 9,000 93 1. Approach Speed (VREF) ...................................................................... CONFIRM 2. Fuel Balance ........................................................................................... CHECK 3. Pressurization ........................................................................................ CHECK 4. Cabin Sign ............................................................................ NO SMOKE & FSB When It Is Certain that the Field Can Be Reached: 5. Flaps ............................................................................................... APPROACH 6. Landing Gear ......................................................................................... DOWN 7. Propeller Lever (operating engine) ......................................... FULL FORWARD 8. Airspeed .................................................................................. VREF + 10 KNOTS SECTION 3A CENTEX AEROSPACE 006-2 ABNORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 3A-4 9. Interior and Exterior lights ..........................................................AS REQUIRED 10. Radar .........................................................................................AS REQUIRED 11. Surface Deice .................................................................. CYCLE (as required) If wings are free of ice: 12. Stall Warning Ice Mode Switch .................... PRESS (to select Normal Mode) If residual ice remains on wing boots: 13. Surface Deice ........................................................................................CYCLE 14. Stall Warning Ice Mode Annunciator ....................................... ILLUMINATED 15. Approach Speed and Landing Distance INCREASE VREF BY 15 KNOTS AND INCREASE LANDING DISTANCE BY 25 PER CENT See LANDING DISTANCE chart in Section 5 of Supplement AFM 006-2. NOTE Prior to the landing approach, cycle the wing deice boots to shed as much residual ice as possible, regardless of the amount of ice remaining on the boots. Stall speeds can be expected to increase if ice is not shed from the deice boots. NOTE If crosswind landing is anticipated, determine Crosswind Component from Section 5, PERFORMANCE. Immediately prior to touchdown, lower upwind wing and align the fuselage with the runway. During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes. When It is Certain There is No Possibility of a Go-Around 16. Flaps .......................................................................................................... DN 17. Airspeed .................................................... VREF (With ice on wings, VREF + 15) 19. Perform normal landing. NOTE Single-engine reverse thrust may be used with caution after touchdown on smooth, dry, paved surfaces. CENTEX AEROSPACE 006-2 SECTION 3A AIRPLANE FLIGHT MANUAL SUPPLEMENT ABNORMAL PROCEDURES DECEMBER 2014 3A-5 ONE-ENGINE-INOPERATIVE GO-AROUND 1. Power ......................................................................... MAXIMUM ALLOWABLE 2. Landing Gear ................................................................................................ UP 3. Flaps ............................................................................. UP AT VREF + 10 KNOTS 4. Airspeed .................................................................................. VREF + 20 KNOTS OVERWEIGHT LANDING WEIGHT POUNDS VREF KNOTS 13,420 105 13,000 104 12,500 103 When Landing Is Assured: 1. Flaps ...................................................................................................... DOWN 2. Airspeed ..................................................................................................... VREF 3. Yaw Damp .................................................................................................. OFF 4. Power Levers............................................................................................. IDLE 5. Propeller Levers ...................................................................... FULL FORWARD CAUTION To ensure constant reversing characteristics, the propeller levers must be in the high rpm position. 6. Sink Rate .......................... TOUCHDOWN WITH NOMINAL OR LESS SINK RATE After Touchdown: 7. Power Levers.................................................. LIFT AND SELECT GROUND FINE 8. Brakes ......................................................................................... AS REQUIRED NOTE An overweight landing is defined as any landing made when the airplane gross weight is greater than 12,500 pounds, which is the maximum landing weight limitation (except for an airplane equipped with Beechcraft High Flotation landing gear). When the airplane is landed at a gross weight above 12,500 pounds (except an airplane equipped with Beechcraft High Flotation landing gear) the pilot should request that an inspection in accordance with the King Air 200 Series Maintenance Manual Section 5-50-00 Inspection After Hard Landing be performed before the next flight. Note that components in the standard landing gear have less overall strength margin than the corresponding components in the high flotation landing gear. Also, an overweight landing where the touchdown sink rate is nominal will not result in damage to the landing gear or airframe structure. SECTION 3A CENTEX AEROSPACE 006-2 ABNORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 3A-6 THIS PAGE IS INTENTIONALLY BLANK CENTEX AEROSPACE 006-2 SECTION 4 AIRPLANE FLIGHT MANUAL SUPPLEMENT NORMAL PROCEDURES DECEMBER 2014 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS SUBJECT PAGE AIRSPEEDS FOR SAFE OPERATION ................................................................ 4-2 PROCEDURES BY FLIGHT PHASE PREFLIGHT INSPECTION .......................................................................... 4-3 BEFORE ENGINE STARTING .................................................................. 4-3 BEFORE TAKEOFF (RUNUP) .................................................................. 4-3 TAKEOFF ............................................................................................... 4-4 ENROUTE CLIMB ICING CONDITIONS ....................................................................... 4-4 CRUISE ICING CONDITIONS ....................................................................... 4-5 BEFORE LANDING ................................................................................. 4-6 NORMAL LANDING.................................................................................. 4-7 MAXIMUM REVERSE THRUST LANDING.................................................. 4-7 BALKED LANDING ................................................................................. 4-7 SHUT DOWN AND SECURING ............................................................... 4-7 OTHER PROCEDURES ICING FLIGHT ........................................................................................ 4-8 TAKEOFF TRIM WARNING TEST ............................................................ 4-8 OVER-SPEED WARNING TEST ............................................................... 4-8 STALL WARNING SYSTEM OPERATION .................................................. 4-9 CABIN EMERGENCY LIGHTING SYSTEM OPERATION ............................ 4-9 CHARGING EMERGENCY ESCAPE PATH MARKINGS ........................... 4-10 OVERWEIGHT LANDING ...................................................................... 4-10 NOISE CHARACTERISTICS ................................................................... 4-10 SECTION 4 CENTEX AEROSPACE 006-2 NORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT AUGUST 2012 4-2 All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error. AIRSPEEDS FOR SAFE OPERATION Maximum Demonstrated Crosswind Component ................................. 25 Knots Maximum Demonstrated Wind Components for Coupled Approaches Crosswind...................................................................... See basic AFM / POH Tailwind......................................................................... See basic AFM / POH Takeoff (Flaps UP) Decision Speed, V1 ......................................................................................... Rotation, VR .................................................................................................... Safety Speed, V2 ............................................................................................. Enroute Climb, VENR ........................................................................................ Takeoff (Flaps Approach) Decision Speed, V1 ......................................................................................... Rotation, VR .................................................................................................... Safety Speed, V2 ............................................................................................. Enroute Climb, VENR ........................................................................................ Two-Engine Best Angle-of-Climb (VX)................................................... 100 Knots Two-Engine Best Rate-of-Climb (VY) .................................................... 125 Knots Cruise Climb: Sea level to 10,000 feet ................................................................. 160 Knots 10,000 feet to 20,000 feet ............................................................. 140 Knots 20,000 feet to 25,000 feet ............................................................. 130 Knots 25,000 feet to 35,000 feet ............................................................. 120 Knots Maximum Airspeed for Effective Windshield Anti-icing ...................... 226 Knots Operating Maneuvering Speed (VO) ..................................................... 181 Knots Turbulent Air Penetration .................................................................... 170 Knots Landing Approach: Flaps Down.................................................. VREF, see Section 5 Performance Balked Landing Climb ........................................ VREF, see Section 5 Performance Intentional One-Engine-Inoperative Speed (VSSE) ................................ 104 Knots Air Minimum Control Speed (VMCA) Hartzell & McCauley propellers ....................................................... 86 Knots Raisbeck Engineering STC SA2698NM-S, Flaps Up .................. 91 Knots Flaps Approach ....... 88 Knots BLR Hartzell STC SA02130SE, Flaps Up .................. 92 Knots Flaps Approach ....... 87 Knots See Section 5 Performance for Takeoff Speeds CENTEX AEROSPACE 006-2 SECTION 4 AIRPLANE FLIGHT MANUAL SUPPLEMENT NORMAL PROCEDURES DECEMBER 2014 4-3 PROCEDURES BY FLIGHT PHASE NOTE Refer to all applicable Supplements for flight phase procedures for optional equipment installed in the airplane. The procedures listed below are required for airplanes modified by the installation of the CenTex Aerospace Halo 250 Commuter Category STC. PREFLIGHT INSPECTION CABIN/COCKPIT Add the following steps while Battery Switch is OFF. Emergency Lighting Cabin Switch ............................................................. ON Emerg Cabin Lt Control Switch................................................................ARM Emergency Cabin Flood Lamps ...................................... CHECK (illuminated) Add the following step when Battery Switch is ON Emergency Cabin Flood Lamps ................................ CHECK (not illuminated) Add the following step after the Battery Switch is turned OFF. Emergency Lighting Cabin Switch ............................................................ OFF BEFORE ENGINE STARTING Add the following step after airstair door is LOCKED. Emergency Lighting Cabin Switch ............................................................. ON Add the following steps after the Battery Switch is ON. Left Power Lever ............................... ADVANCE TO AT LEAST 80% POSITION Autofeather Switch .................................................................................ARM Elevator Trim Warning System ............................................................... TEST Elevator Trim Control......................................................... SET FOR TAKEOFF Autofeather Switch .................................................................................. OFF Left and Right Power Levers ................................................................... IDLE Over-speed Aural Warning ..................................................................... TEST BEFORE TAKEOFF (RUNUP) Add the following steps after the Surface Deice System check. Stall Warning Ice Mode Annunciator ....................................... ILLUMINATED Stall Warning........................................................................................... TEST Stall Warning Ice Mode Annunciator ........... PRESS (to select Normal Mode) NOTE The stall warning system must be in the Normal Mode during takeoff and initial climb-out. If a takeoff is conducting with the stall warning system in the Ice Mode, a misleading stall warning following lift-off will likely occur. SECTION 4 CENTEX AEROSPACE 006-2 NORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 4-4 TAKEOFF 1. Brakes ..................................................................................................... HOLD 2. Power ................................. SET (ensure minimum takeoff power is available) 3. Autofeather Annunciator ........................................................... ILLUMINATED 4. Brakes .................................................................................................RELEASE 5. VR ................................................ ROTATE TO APPROX. 8° NOSE UP ATTITUDE 6. Landing Gear (when positive climb established) ......................................... UP 7. Airspeed ........................................ MAINTAIN V2 UNTIL CLEAR OF OBSTACLES 8. Flaps (at V2 + 5 Knots) .................................................................................. UP CLIMB ICING CONDITIONS 1. Engine Anti-Ice ........................................................................ CONFIRM ON L & R ENG ANTI-ICE annunciators ILLUMINATED 2. Auto Ignition .........................................................................................ARM 3. Prop Deice ........................................................................................... AUTO 4. Stall Warning Heat .................................................................. CONFIRM ON 5. Left and Right Fuel Vent Heat ................................................. CONFIRM ON 6. Left and Right Pitot Heat ........................................................ CONFIRM ON 7. Windshield Anti-Ice ............................................. CONFIRM NORMAL OR HI At first sign of ice accretion on aircraft. 8. Surface Deice Switch ................. SINGLE AND RELEASE (repeat as required) 9. Stall Warning Ice Mode Annunciator .................................... ILLUMINATED 10. Climb Power ........................... SET MAX CONT POWER (to expedite climb) 11. Airspeed ................................................. 145 KNOTS MINIMUM AIRSPEED CENTEX AEROSPACE 006-2 SECTION 4 AIRPLANE FLIGHT MANUAL SUPPLEMENT NORMAL PROCEDURES DECEMBER 2014 4-5 CRUISE Add the following after normal cruise checklist. CRUISE IN ICING CONDITIONS At first sign of ice accretion on aircraft. 1. Airspeed – 145 KNOTS MINIMUM 2. Surface Deice Switch  SINGLE AND RELEASE 3. Stall Warning Ice Mode Annunciator – VERIFY ILLUMINATED OUTSIDE OF ICING CONDITIONS AND WINGS FREE OF ICE 1. Stall Warning Ice Mode Annunciator  PRESS (to select Normal Mode) 2. Stall Warning Ice Mode Annunciator – EXTINGUISHED ICING CONDITIONS Replace the warning statement with the following: Due to distortion of the wing airfoil, ice accumulation on the leading edges can cause a significant loss in rate of climb and in cruise speed, as well as increases in stall speed. Even after cycling deicing boots, the ice accumulation remaining on the boots plus ice accumulations on unprotected areas can cause large performance losses. In order to minimize ice accumulation on unprotected surfaces of the wing, maintain a minimum of 145 knots during operations in sustained icing conditions. In the event of windshield icing, reduce airspeed to 226 knots or below. Prior to a landing approach, cycle the deicing boots to shed any accumulated ice. The stall warning system will sound the aural warning at 15 to 20 knots above the normal warning speed when it is in the ice mode, which is appropriate when there is ice on the wings. Add the following after Surface Deice. At first sign of ice accretion on aircraft. a. Airspeed – 145 KNOTS MINIMUM b. Surface Deice Switch – SINGLE AND RELEASE c. Stall Warning Ice Mode Annunciator – VERIFY ILLUMINATED d. Repeat as required If Single Position of the Surface Deice Switch Fails: e. Surface Deice Switch – MANUAL AND HOLD FOR A MINIMUM OF 6 SECONDS, THEN RELEASE f. Stall Warning Ice Mode Annunciator – VERIFY ILLUMINATED g. Repeat as required. Add the following. OUTSIDE OF ICING CONDITIONS AND WINGS FREE OF ICE a. Stall Warning Ice Mode Annunciator PRESS (to select Normal Mode) b. Stall Warning Ice Mode Annunciator EXTINGUISHED WARNING SECTION 4 CENTEX AEROSPACE 006-2 NORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 4-6 BEFORE LANDING 1. Approach Speed .......................................................................... CONFIRM 2. Autofeather .........................................................................................ARM 3. Pressurization................................................................................... CHECK 4. Cabin Sign ....................................................................... NO SMOKE & FSB 5. Flaps ......................................................................................... APPROACH 6. Landing Gear ......................................................................................... DN 7. Lights .....................................................................................AS REQUIRED NOTE Under low visibility conditions, landing and taxi lights should be left off due to light reflections. 8. Radar .....................................................................................AS REQUIRED 9. Surface Deice ............................................................. CYCLE AS REQUIRED If wings are free of ice: 10. Stall Warning Ice Mode Switch ................ PRESS (to select Normal Mode) If residual ice remains on wing boots: 11. Surface Deice ....................................................................................CYCLE 12. Stall Warning Ice Mode Annunciator ................................... ILLUMINATED 13. Approach Speed and Landing Distance .......... INCREASE VREF BY 15 KNOTS AND INCREASE EXPECTED LANDING DISTANCE BY 25 PER CENT In the NOTE replace last sentence with “Stall speeds can be expected to increase as much as 15 knots if ice is present on the wings and/or horizontal tail surfaces.” CENTEX AEROSPACE 006-2 SECTION 4 AIRPLANE FLIGHT MANUAL SUPPLEMENT NORMAL PROCEDURES DECEMBER 2014 4-7 NORMAL LANDING 1. Flaps ................................................................................................ DOWN 3. Airspeed ................................................ VREF (With ice on wings, VREF + 15) 4. Yaw Damper ......................................................................................... OFF 5. Power Levers....................................................................................... IDLE 6. Prop Levers ....................................................................... FULL FORWARD After Touchdown: 7. Power Levers............................................ LIFT AND SELECT GROUND FINE 8. Brakes ................................................................................... AS REQUIRED MAXIMUM REVERSE THRUST LANDING Replace step 2: 2. Airspeed .................................................. VREF (With ice on wings, VREF + 15) BALKED LANDING 1. Power ..................................................................... MAXIMUM ALLOWABLE 2. Airspeed .............................................................................. MAINTAIN VREF When clear of obstacles or 400 feet AGL, whichever is higher: 3. Airspeed ............................................................................... VREF + 10 knots 4. Flaps ........................................................................................................ UP 5. Landing Gear ........................................................................................... UP 6. Airspeed ......................................................................................125 KNOTS SHUT DOWN AND SECURING 1. Emerg Cabin Lt Switch ............................................................................... OFF Add the following step when exiting the cabin. 2. Emergency Cabin Light Power Switch ........................................................ OFF SECTION 4 CENTEX AEROSPACE 006-2 NORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 4-8 OTHER PROCEDURES ICING FLIGHT Refer to Section 2 Limitations of this Supplement for limitations relating to icing flight. See Section 3A for abnormal procedures associated with icing equipment malfunctions and procedures required for severe icing conditions. See the BEFORE TAKEOFF (RUNUP) and CRUISE checklists in this section for normal ground and in-flight procedures pertaining to flight in icing conditions. At first sign of ice accretion on aircraft: a. Airspeed .................................................. 145 KNOTS MINIMUM b. Surface Deice Switch ................................. SINGLE AND RELEASE c. Stall Warning Ice Mode Annunciator ........ VERIFY ILLUMINATED d. Repeat as required TAKEOFF TRIM WARNING TEST A warning system has been added that provides a constant tone aural alert in the cockpit when the elevator trim tab is not set within the acceptable range for takeoff and engine power is increased above approximately 80% N1. The system should be tested for proper operation before the first flight of each day while conducting the BEFORE ENGINE STARTING procedure. To perform this test the trim warning system must first be activated by placing the Autofeather switch to ARM. Then the left power lever must be advanced past the 80% N1 position. The system should now be tested by adjusting the elevator trim tab to a position outside of the takeoff range marked on the tab position indicator in both the nose up and the nose down directions. The aural alert should sound just as the tab position indicator moves outside of the takeoff range. The aural alert should be silent when the tab position is inside of the takeoff range. When the power levers are advanced to initiate a takeoff and the aural alert sounds, immediately reduce power to idle and abort the takeoff. Do not takeoff when the elevator trim tab position is not set within the takeoff range. OVER-SPEED WARNING TEST A warning system has been added to the aircraft (except Proline 21 equipped airplanes) that provides a pulsing tone aural alert in the cockpit when the airspeed is greater than VMO or the Mach number is greater than MMO. When the alert is heard the pilot must take immediate action to reduce airspeed below the maximum operating limit. The system should be tested while conducting the BEFORE ENGINE STARTING procedure by simply selecting the TEST position on the OVERSPEED WARNING TEST switch. A loud pulsing tone should sound if the system is functioning properly. CENTEX AEROSPACE 006-2 SECTION 4 AIRPLANE FLIGHT MANUAL SUPPLEMENT NORMAL PROCEDURES DECEMBER 2014 4-9 STALL WARNING SYSTEM OPERATION An ICE MODE feature has been added to the stall warning system. The ice mode is automatically activated when the Surface Deice system is selected by the pilot. Illumination of the STALL WARNING ICE MODE annunciator indicates the stall warning system is operating in the ice mode. After exiting icing conditions and when the aircraft is free of ice, transfer the stall warning system to the normal mode by pressing and releasing the STALL WARNING ICE MODE annunciator. CABIN EMERGENCY LIGHTING SYSTEM OPERATION An emergency lighting system has been added to provide supplemental lighting in the passenger cabin around the emergency exit door and cabin door. Two switches – a cabin switch located in the ceiling and a control switch located in the copilot instrument panel – control operation of the system. When entering the cabin during the preflight inspection the charge level of the emergency lighting system battery pack should be verified. To do this, place the cabin switch to ON with the aircraft battery switch OFF. The emergency cabin flood lamps should illuminate. If the lamps do not illuminate, the emergency lighting system batteries have been discharged or there is a malfunction in the system. Discharged batteries must be removed and recharged or replaced. The Halo 250 Instructions for Continued Airworthiness manual describes the proper procedures for removing and recharging or replacing the cabin emergency lighting system batteries. Before taxiing, place the cabin switch to ON and the control switch to ARMED. This is the switch configuration for normal taxiing and flight operations. When shutting down and exiting the airplane, place both the control switch and the cabin switch to OFF. It is acceptable to utilize the flood lamps to illuminate the cabin whenever needed, such as for boarding or to charge the photoluminescent escape path markings. Limit the time the flood lamps are being powered by the emergency lighting system battery to no more than 20 minutes to ensure the battery will have remaining capacity in case of an emergency. SECTION 4 CENTEX AEROSPACE 006-2 NORMAL PROCEDURES AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 4-10 CHARGING EMERGENCY ESCAPE PATH MARKINGS Photoluminescent markings have been installed on the cabin floor outlining the aisle and the paths to the emergency exit door and cabin door. The markings must be charged during preflight operations by illuminating the cabin with either or a combination of sunlight through the cabin windows, the cabin lights, or the emergency cabin flood lamps when any part of that flight will be conducted in darkness. The table below lists the minimum charging time to ensure the markings will perform as intended throughout the respective flight. Required Charging of Emergency Escape Path Markings Charging Time Duration of Acceptable Luminance 5 minutes 1.5 hours 10 minutes 2.5 hours 20 minutes 4 hours 30 minutes 5 hours OVERWEIGHT LANDING An overweight landing is defined as any landing made when the airplane gross weight is greater than 12,500 pounds, which is the maximum landing weight limitation (except for an airplane equipped with Beechcraft High Flotation landing gear that has a maximum landing weight limitation of 13,420 pounds). If it becomes necessary to land the airplane at a gross weight above 12,500 pounds the pilot should request that an inspection in accordance with the King Air 200 Series Maintenance Manual Section 5-50-00 Inspection After Hard Landing be performed before the next flight (except for an airplane equipped with Beechcraft High Flotation landing gear that has a maximum landing weight limitation of 13,420 pounds). Note that components in the standard landing gear have less overall strength margin than the corresponding components in the high flotation landing gear. Also, an overweight landing where the touchdown sink rate is nominal will not result in damage to the landing gear or airframe structure. NOISE CHARACTERISTICS The takeoff noise level of King Air 200 series airplanes modified in accordance with the CenTex Aerospace Halo 250 Commuter Category STC established in compliance with 14 CFR Part 36, Appendix G and ICOA Annex 16, Chapter 10 is 85.3 dB(A). The limit is 88.0 dB(A). No determination has been made by the Federal Aviation Administration that the noise level of this airplane is, or should be, acceptable or unacceptable for operation at, into, or out of any airport. CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE DECEMBER 2014 5-1 SECTION 5 PERFORMANCE TABLE OF CONTENTS SUBJECT PAGE Introduction to Commuter Category Performance and Flight Planning ......... 5-2 Takeoff Path Profile ........................................................................................ 5-5 Maximum Allowed Takeoff Weight ................................................................ 5-6 Maximum Allowed Landing Weight ................................................................ 5-6 Performance Example ..................................................................................... 5-6 Conditions ............................................................................................... 5-6 Maximum Allowed Takeoff Weight Tables ............................................. 5-7 Maximum Enroute Weight (14 CFR Part 135 Operations) Chart ............ 5-8 Takeoff Speeds & Balanced Field Lengths Tables ................................... 5-9 Takeoff Field Length Correction Chart .................................................... 5-9 Clearways .............................................................................................. 5-10 Close In and Distant Takeoff Flight Path Charts .................................... 5-10 Maximum Allowed Landing Weight Tables ........................................... 5-11 Airspeed Calibration – Normal System, Take-Off Ground Roll ..................... 5-12 Stall Speeds – Power Idle .............................................................................. 5-13 Maximum Allowed Takeoff Weight (LBS) – Flaps Up .................................... 5-14 Maximum Allowed Takeoff Weight (LBS) – Flaps Approach ......................... 5-15 Maximum Enroute Weight, 14 CFR Part 135 Operations ............................. 5-16 Using Takeoff Speeds & Balanced Field Length Tables ................................. 5-17 Takeoff Speeds & Balanced Field Lengths – Flaps Approach ........................ 5-19 Takeoff Field Length Correction – Flaps Approach ....................................... 5-41 Accelerate Stop Distance – Flaps Approach .................................................. 5-42 Net Gradient of Climb – Flaps Approach....................................................... 5-43 Takeoff Speeds & Balanced Field Lengths – Flaps UP ................................... 5-45 Takeoff Field Length Correction – Flaps UP .................................................. 5-67 Accelerate Stop Distance – Flaps UP............................................................. 5-68 Net Gradient of Climb – Flaps UP ................................................................. 5-69 Climb – One Engine Inoperative ................................................................... 5-70 Climb – Two Engines – Flaps Up.................................................................... 5-71 Time, Fuel, and Distance to Climb ................................................................ 5-72 Close-In Takeoff Flight Path .......................................................................... 5-73 Distant Takeoff Flight Path............................................................................ 5-74 Maximum Cruise Power, ISA ......................................................................... 5-75 Maximum Range Power, ISA ......................................................................... 5-76 One Engine Inoperative Maximum Cruise Power ......................................... 5-77 Time, Fuel, Distance to Descend ................................................................... 5-78 Maximum Allowed Landing Weight – To Achieve Landing Climb Req .......... 5-79 Maximum Allowed Landing Weight – To Achieve Landing Climb Req (Ice) .. 5-80 Discontinued Approach Climb Gradient ....................................................... 5-81 Climb – Balked Landing ................................................................................. 5-82 Landing Distance Without Propeller Reversing ............................................ 5-83 Landing Distance With Propeller Reversing .................................................. 5-84 SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT AUGUST 2012 5-2 INTRODUCTION TO COMMUTER CATEGORY PERFORMANCE AND FLIGHT PLANNING REGULATORY COMPLIANCE Information in this section is provided for the purpose of maintaining compliance with the applicable certification requirements of 14 CFR Part 23, which imposes specific performance based limitations. The airplane will not meet these performance limitations under all atmospheric conditions for which it is approved at the maximum takeoff weight of 13,420 pounds and at the maximum landing weight of 12,500 pounds. Therefore, the operating weight must be reduced under some atmospheric conditions. The maximum operating weights are limited by the following performance data and compliance therewith is mandatory. Please note that brake energy and tire speed are not limiting factors when the brakes and tires specified by this conversion are installed on the airplane. For all 14 CFR Part 91 and Part 135 operations: 1. Maximum Takeoff Weight (takeoff climb requirements) 2. Takeoff Field Length 3. Maximum Landing Weight (discontinued approach and balked landing climb requirements) 4. Landing Distance For 14 CFR Part 135 operations only: 5. Maximum Enroute Weight (one engine inoperative service ceiling) FLIGHT TEST PERFORMANCE CONDITIONS All performance data presented in this section is based on FAA-approved performance data taken from applicable King Air 200 series Airplane Flight Manual(s) and verified by FAA flight testing. 1. Power ratings include the installation, bleed air, and accessory losses. 2. Full temperature accountability within the operational limits for which the airplane is certified. NOTE Should ambient air temperature or altitude be below the lowest temperature or altitude shown on the performance charts, use the performance at the lowest value shown. 3. All takeoff and landing performance is based on paved, dry runway. 4. Runway or takeoff and landing performance was obtained using the following procedures and conditions: CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE DECEMBER 2014 5-5 The performance data in this section are presented in a familiar format, similar to the Beechcraft performance charts, tables, and graphs in the basic AFM/POH. However, the tabular presentations of takeoff field lengths and of maximum allowed takeoff and landing weight to meet minimum climb requirements are new to the operators and pilots of the King Air 200 series airplanes. These tables should prove to be straightforward and easy to use. It is noted interpolation of the tabulated data can be utilized when needed. The following example shows how to properly plan for a typical flight. This departure airport and destination airport were selected for the following example so that there is similarity with the flight planning example found in the Beechcraft King Air 200 series AFM/POH. Please note the airport, weather, and route information presented in this example are not to be considered accurate or reliable and should not be used for any actual flight plan. It is presented here only as an example of how to properly plan a flight and how to correctly utilize the performance data in this section. TAKEOFF PATH PROFILE For the King Air 200 series airplanes with the Halo 250 Commuter category conversion, the takeoff path is defined as shown below. The performance data presented in this section provide the parameters that are needed to construct such a takeoff path for a given departure runway and location. The variable the pilot must consider and restrict, if necessary, is the takeoff weight. This is required to ensure the takeoff path of the airplane will not require more runway than is available and will clear all obstacles. SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 5-6 MAXIMUM ALLOWED TAKEOFF WEIGHT The maximum takeoff weight limit from Section 2 Limitations is 13,420 pounds. However, the maximum allowed takeoff weight may be less than the maximum takeoff weight limit depending on the available runway length and any obstacles in the takeoff path, and on the engine inoperative climb performance of the airplane. Below is a list of the performance data tables and charts contained in the section that establish the maximum allowed takeoff weight.  MAXIMUM ALLOWED TAKEOFF WEIGHT – FLAPS UP TO MEET FIRST, SECOND AND FINAL SEGMENT CLIMB REQUIREMENTS  MAXIMUM ALLOWED TAKEOFF WEIGHT – FLAPS APPROACH TO MEET FIRST, SECOND AND FINAL SEGMENT CLIMB REQUIREMENTS  MAXIMUM ENROUTE WEIGHT (14 CFR PART 135 OPERATIONS)  TAKEOFF SPEEDS & BALANCED FIELD LENGTHES – FLAPS UP  TAKEOFF SPEEDS & BALANCED FIELD LENGTHES – FLAPS APPROACH MAXIMUM ALLOWED LANDING WEIGHT The maximum landing weight limit from Section 2 Limitations is 12,500 pounds or 13,420 pounds for an airplane equipped with Beechcraft High Flotation landing gear. However, the maximum allowed landing weight may be less if a reduction in weight is required so that the engine inoperative climb performance during a discontinued/missed approach meets the minimum requirement. The following chart(s) should be used to determine the maximum allowed landing weight:  MAXIMUM ALLOWED LANDING WEIGHT - TO ACHIEVE LANDING CLIMB REQUIREMENTS  MAXIMUM ALLOWED LANDING WEIGHT - TO ACHIEVE LANDING CLIMB REQUIREMENT WITH ICE ACCUMULATIONS PRESENT  LANDING DISTANCE (WITHOUT/WITH) PROPELLER REVERSE  CLIMB -BALKED LANDING (Note-requirement met at all weights) PERFORMANCE EXAMPLE CONDITIONS At Departure: Outside Air Temperature .............................................................................. 28°C Field Elevation ...................................................................................... 5,333 feet Altimeter Setting ......................................................................... 29.82 Inches Hg Wind .......................................................................................... 330° at 10 knots Runway 35L length ............................................................................. 11,500 feet Runway 35L gradient ......................................................................... 0.4% Down Pressure Altitude ........................5,333 ft + (29.92-29.82) x 1,000 ft = 5,433 feet Temperature Relative to ISA ......... 28°C - (ISA @ 5,333 ft) = 28° - 4° => ISA+24°C Airplane is not equipped with Beechcraft High Flotation landing gear. CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE DECEMBER 2014 5-7 Route Segment Course Dist. NM Wind, Temp. at FL 260 Temp. FL 180 LEG A 265° M 252° T 143 350°/40ks, -10°C -6°C LEG B 321° M 255° T 192 350°/40ks, -10°C -6°C LEG C 270° M 233° T 81 340°/35ks, -20°C 0°C LEG D 250° M 234° T 145 340°/35ks, -20°C 0°C LEG E 227° M 210° T 146 290°/45ks, -20°C -4°C At Destination: Outside Air Temperature .............................................................................. 26°C Field Elevation...................................................................................... 4,412 feet Altimeter Setting......................................................................... 29.60 Inches Hg Wind ............................................................................................ 270° at 5 knots Runway 25 length ................................................................................ 6,101 feet Pressure Altitude ........................4,412 ft + (29.92-29.60) x 1,000 ft = 4,732 feet MAXIMUM ALLOWED TAKEOFF WEIGHT TABLES TO MEET FIRST, SECOND AND FINAL SEGMENT CLIMB REQUIREMENTS The maximum allowed takeoff weight must be established for the takeoff configuration (i.e, flaps up or flaps approach) and the departure conditions (i.e., pressure altitude and outside air temperature). These two tables list the maximum allowed takeoff weight for the corresponding configuration at which the airplane will meet the first, second, and final segment climb requirements. A check of the example shown on the table for flaps up shows the maximum allowed takeoff weight to be 13,420 pounds, and for flaps approach, 12,422 pounds. NOTE: Similarly, the maximum allowed landing weight should be established for the arrival conditions during preflight planning. The landing weight (i.e., takeoff weight minus the fuel consumed enroute to the destination) must not be greater than the maximum allowed landing weight. SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT AUGUST 2012 5-8 MAXIMUM ENROUTE WEIGHT (14 CFR PART 135 OPERATIONS) CHART This chart establishes the maximum weight at which the airplane can meet the 14 CFR Part 135.181 performance requirements. A determination of the maximum enroute weight is only required when operating under Part 135. A check of the example shown on the MAXIMUM ENROUTE WEIGHT (14 CFR PART 135 OPERATIONS) chart shows the maximum weight for the most critical route segment (-6°C, 18,000 ft, 29.92 Inches Hg): Maximum Enroute Weight (14 CFR Part 135 Operations) ............12,860 pounds The performance example route segment conditions show there are no MEAs above 18,000 feet, which is the lowest altitude for navigating via jet airways, therefore, 18,000 feet is selected as the highest MEA for the example trip. To determine the maximum takeoff weight, the weight of the fuel used to reach the MEA is added to the maximum enroute weight. A check of the example shown on the TIME, FUEL, and DISTANCE TO CLIMB chart provides the following information: Time to climb from 5,333 feet (28°C) to FL180 (-6°C) ......................... 8 minutes Fuel .................................. 90 (Fuel to start, taxi, & takeoff) + 122 = 212 pounds Distance ................................................................................... 23 nautical miles Adding the fuel to reach the MEA (212 pounds) to the maximum enroute weight shows the maximum allowed takeoff weight cannot exceed 13,072 pounds if the flight is to be operated in accordance with 14 CFR Part 135.181 requirements. CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE DECEMBER 2014 5-9 TAKEOFF SPEEDS & BALANCED FIELD LENGTHS TABLES There are two sets of takeoff speeds and field length tables - one set for flaps up and the other set for flaps approach. The pilot can choose either of these two flap settings for takeoff, but the corresponding maximum allowed takeoff weight, accelerate stop distance, and net gradient of climb data must be applied. Takeoff speeds are the takeoff decision speed (V1), rotation speed (VR), safety speed (V2), and final segment climb speed (VENR) that apply to the takeoff condition. The field lengths presented in these charts allow the airplane to be stopped within the distance shown when an engine fails at a speed below V1 and the pilot immediately aborts the takeoff with maximum braking. Also, the field lengths are sufficient to allow a takeoff to be continued and to reach a height of 35 feet above the point of liftoff within the distance shown when an engine failure occurs at or just below V1, the airplane is rotated at VR, and V2 is obtained and maintained before or upon reaching the 35 feet height. Takeoff field length is said to be “balanced” when upon reaching the takeoff decision speed the pilot can elect to abort the takeoff and stop the airplane, or, continue the takeoff and reach a height of 35 feet above the point of lift off; either within the available runway length. Please note a takeoff with flaps set to approach is only advantageous at heavy gross weights when there is a relatively short runway with minimal obstacles in the second segment of the takeoff path. A preliminary look at the takeoff field length required for a flaps-up takeoff at the performance example departure conditions and at a gross weight of 13,420 pounds shows the required field length to be very close to the available runway length of 11,500 feet. As you can see, interpolation is required to determine whether the takeoff field length is greater than the available runway. Also, if pressure altitude is in-between table values, select the next higher pressure altitude. Below is an example of how to interpolate takeoff field length for temperatures that are in-between values shown in the table. For Flaps Up: TOW of 13,420 lbs, Pressure Altitude 5,500 ft, and, OAT of 24°C and 34°C; TFL is 11,181 ft and 13,452 ft, respectively. Interpolate to find TFL at 28°C; TFL = 11,181 + (13,452-11,181) x 4/10 = 12,089 feet, uncorrected TFL. The corresponding V1, Vr, V2, and VENR takeoff speeds are listed as 114, 115, 125, 125 knots, respectively. TAKEOFF FIELD LENGTH CORRECTION CHART Use these charts to correct the takeoff field length for runway slope/gradient and for headwind and tail wind components. When the runway surface is not flat, the takeoff field length should be corrected to account for the effect of a sloping takeoff surface. A downward slope will aid in accelerating the airplane and thus reduces the field length. However, if the accelerate-stop distance is the deciding field length, a downward slope will result in a longer field length. This effect can be seen for field lengths less than approximately 4,000 feet. SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 5-10 The uncorrected TFL distance of 12,089 feet can now be corrected for the runway 35 downward gradient of 0.4% and effect of wind (330° at 10 knots) using this chart. For determining headwind or tail wind component see the WIND COMPONENTS graph in the basic AFM/POH. The example on the chart shows the corrected TFL to be 11,470 feet, which is less than the available length of runway 35 at the departure airport. CLEARWAYS If the runway to be used for takeoff has a clearway, up to 20% of the balanced field length required for takeoff can be over the clearway. Check the runway declared distance information, which is published in the Airport/Facility Directory, to determine whether the runway has a clearway. This information will include the following lengths if a clearway exists:  TORA (takeoff run available)  TODA (takeoff distance available)  ASDA (accelerate-stop distance available) Note - The length of a clearway is TODA minus TORA. To utilize a clearway all of the following conditions must be met: 1. The TORA must be at least 80% of the required balanced field length. 2. The TODA must be at least equal to the required balanced field length. 3. The ASDA must be equal to or greater than the required accelerate-stop distance (see the ACCELERATE-STOP DISTANCE chart in this section). CLOSE IN and DISTANT TAKEOFF FLIGHT PATH CHARTS The Close-In Takeoff Flight Path and Distant Takeoff Flight Path charts are used to determine the minimum climb gradient required from the zero reference point in the takeoff path to clear any obstacles in the takeoff path. To demonstrate how to use the charts assume there is a 175 feet high ridge located 9,970 feet from the end of departure runway 35 in the performance example. The corrected takeoff field length from the example is 11,470 feet. Since the departure runway is 11,500 feet long, from reference zero to the end of the runway is only 30 feet. This distance is added to the 9,970 feet to place the 175 feet high ridge 10,000 feet from reference zero. A check of the Close-In Takeoff Flight Path chart example shows the minimum climb gradient must be 1.4%. Next, check the Net Gradient of Climb chart to see whether the climb gradient produced by the airplane will meet the minimum climb gradient. The example on this chart shows the airplane will deliver a climb gradient of 1.65%, which will allow the airplane to clear the ridge. DECEMBER 2014 5-11 Note, when a takeoff is made with flaps set to approach there is a period upon reaching 400 feet AGL where the pilot momentarily levels off and accelerates to V2 + 5, and then retracts the flaps before climbing again at VENR. The airplane travels approximately 6,000 feet horizontally during this period. This 6,000 feet should be subtracted from the distance to the obstacle when determining the minimum climb gradient. The reduction in the distance to the obstacle is a means to account for the distance the aircraft travels while it is accelerating and not climbing. MAXIMUM ALLOWED LANDING WEIGHT TABLES The maximum landing weight limitation from Section 2 Limitations is 12,500 pounds. However, the maximum allowed landing weight may be less than the maximum landing weight limit depending on the airplane’s climb performance. In the event of a discontinued approach with one engine inoperative the climb gradient must not be less than 2.1%. Following the data in the maximum allowed landing weight table ensures the airplane will be at a weight allowing the climb requirements to be met. The fuel required to reach the destination should be subtracted from the takeoff weight to determine the predicted landing weight. If the predicted landing weight is greater than the maximum allowed landing weight, then the takeoff weight must be reduced so that the maximum allowed landing weight is not exceeded at the destination. A check of the example shown on the MAXIMUM ALLOWED LANDING WEIGHT table, which corresponds to the example trip, shows the maximum allowed landing weight to be 12,500 pounds. The following charts contained in this section are provided to aid in determining the fuel required to reach the destination. See the basic AFM/POH for more detailed information regarding cruise performance and the associated fuel consumption.  TIME, FUEL, AND DISTANCE TO CLIMB  MAXIMUM CRUISE POWER 1700 RPM (ISA and ISA+20°C tables)  MAXIMUM RANGE POWER 1700 RPM (ISA and ISA+20°C tables)  TIME, FUEL, AND DISTANCE TO DESCEND Please note when icing is expected during the landing approach, the MAXIMUM ALLOWED LANDING WEIGHT - TO ACHIEVE LANDING CLIMB REQUIREMENTS WITH ICE ACCUMULATIONS PRESENT table must be used to determine the maximum allowed landing weight. The data presented in this table takes into account the increased drag and loss of propeller efficiency caused by ice accumulations on the airplane. CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT AUGUST 2012 5-12 CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE AUGUST 2012 5-13 SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 5-14 MAXIMUM ALLOWED TAKEOFF WEIGHT – FLAPS UP TO MEET FIRST, SECOND, AND FINAL SEGMENT CLIMB REQUIREMENTS NOTES: 1. For operations with ice vanes extended, add 6°C to the actual Outside Air Temperature and use this adjusted Outside Air Temperature in the table. 2. For takeoff, the gross weight of the airplane must not exceed the maximum allowed takeoff weight at the corresponding pressure altitude and temperature shown in this table. This ensures compliance to the regulatory requirement for a climb gradient of not less than 2% in the event of an engine failure. 3. Blue background indicates under the respective conditions the maximum allowed takeoff weight is less than 13,420 pounds. 4. No reduction in gross weight is required when pressure altitude is 2,000 feet or less; or, when outside air temperature is equal to or less than the corresponding ISA+8°C temperature. Pressure Altitude Feet Outside Air Temperature Maximum Allowed Takeoff Weight - Pounds 10,000 2°C 4°C 6°C 8°C 10°C 12°C 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,334 12,167 12,000 11,834 11,667 11,500 11,333 11,166 10,999 9,500 3°C 5°C 7°C 9°C 11°C 13°C 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,334 12,167 12,000 11,834 11,667 11,500 11,333 11,166 9,000 4°C 6°C 8°C 10°C 12°C 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 13,420 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,334 12,167 12,000 11,833 11,666 11,499 11,332 8,500 5°C 7°C 9°C 11°C 13°C 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 13,420 13,420 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,334 12,167 12,000 11,833 11,666 11,499 8,000 6°C 8°C 10°C 12°C 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 13,420 13,420 13,420 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,334 12,167 12,000 11,833 11,666 7,500 7°C 9°C 11°C 13°C 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 37°C 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,333 12,166 11,999 11,832 7,000 8°C 10°C 12°C 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 38°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,333 12,166 11,999 6,500 9°C 11°C 13°C 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 37°C 39°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,140 13,000 12,834 12,667 12,500 12,333 12,166 6,000 10°C 12°C 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 38°C 40°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,140 13,000 12,833 12,666 12,499 12,332 5,500 11°C 13°C 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 37°C 39°C 41°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,140 12,973 12,806 12,639 12,472 5,000 12°C 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 38°C 40°C 42°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,113 12,946 12,779 12,612 4,500 13°C 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 37°C 39°C 41°C 43°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,253 13,086 12,919 12,752 4,000 14°C 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 38°C 40°C 42°C 44°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,393 13,226 13,059 12,892 3,500 15°C 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 37°C 39°C 41°C 43°C 45°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,366 13,199 13,032 3,000 16°C 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 38°C 40°C 42°C 44°C 46°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,339 13,172 2,500 17°C 19°C 21°C 23°C 25°C 27°C 29°C 31°C 33°C 35°C 37°C 39°C 41°C 43°C 45°C 47°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,312 2,000 18°C 20°C 22°C 24°C 26°C 28°C 30°C 32°C 34°C 36°C 38°C 40°C 42°C 44°C 46°C 48°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE DECEMBER 2014 5-15 MAXIMUM ALLOWED TAKEOFF WEIGHT (LBS) – FLAPS APPROACH TO MEET FIRST, SECOND, AND FINAL SEGMENT CLIMB REQUIREMENTS Pressure Altitude Feet Outside Air Temperature Maximum Allowed Takeoff Weight - Pounds 10,000 -35°C -30°C -25°C -20°C -15°C -10°C -5°C 0°C 5°C 10°C 15°C 20°C 25°C 30°C 32°C 13,420 13,420 13,200 13,000 12,750 12,500 12,250 11,980 11,660 11,290 10,950 10,590 10,250 9,900 9,750 9,500 -34°C -29°C -24°C -19°C -14°C -9°C -4°C 1°C 6°C 11°C 16°C 21°C 26°C 31°C 33°C 13,420 13,420 13,420 13,200 12,950 12,680 12,450 12,190 11,890 11,550 11,130 10,775 10,440 10,050 9,900 9,000 -33°C -28°C -23°C -18°C -13°C -8°C -3°C 2°C 7°C 12°C 17°C 22°C 27°C 32°C 34°C 13,420 13,420 13,420 13,380 13,120 12,880 12,600 12,350 12,080 11,750 11,350 10,950 10,600 10,200 10,050 8,500 -32°C -27°C -22°C -17°C -12°C -7°C -2°C 3°C 8°C 13°C 18°C 23°C 28°C 33°C 35°C 13,420 13,420 13,420 13,420 13,340 13,050 12,800 12,530 12,270 11,960 11,600 11,170 10,800 10,400 10,220 8,000 -31°C -26°C -21°C -16°C -11°C -6°C -1°C 4°C 9°C 14°C 19°C 24°C 29°C 34°C 36°C 13,420 13,420 13,420 13,420 13,420 13,240 12,950 12,700 12,450 12,175 11,850 11,450 11,000 10,575 10,400 7,500 -30°C -25°C -20°C -15°C -10°C -5°C 0°C 5°C 10°C 15°C 20°C 25°C 30°C 35°C 37°C 13,420 13,420 13,420 13,420 13,420 13,420 13,200 12,910 12,650 12,350 12,030 11,600 11,150 10,750 10,570 7,000 -29°C -24°C -19°C -14°C -9°C -4°C 1°C 6°C 11°C 16°C 21°C 26°C 31°C 36°C 38°C 13,420 13,420 13,420 13,420 13,420 13,420 13,350 13,070 12,780 12,480 12,200 11,830 11,330 10,900 10,750 6,500 -28°C -23°C -18°C -13°C -8°C -3°C 2°C 7°C 12°C 17°C 22°C 27°C 32°C 37°C 39°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,280 13,000 12,670 12,370 12,000 11,520 11,090 10,900 6,000 -27°C -22°C -17°C -12°C -7°C -2°C 3°C 8°C 13°C 18°C 23°C 28°C 33°C 38°C 40°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,170 12,870 12,530 12,170 11,750 11,280 11,100 5,500 -26°C -21°C -16°C -11°C -6°C -1°C 4°C 9°C 14°C 19°C 24°C 29°C 34°C 39°C 41°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,270 12,980 12,710 12,350 11,950 11,480 11,280 5,000 -25°C -20°C -15°C -10°C -5°C 0°C 5°C 10°C 15°C 20°C 25°C 30°C 35°C 40°C 42°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,150 12,850 12,490 12,130 11,680 11,450 4,500 -24°C -19°C -14°C -9°C -4°C 1°C 6°C 11°C 16°C 21°C 26°C 31°C 36°C 41°C 43°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,350 13,050 12,670 12,300 11,880 11,700 4,000 -23°C -18°C -13°C -8°C -3°C 2°C 7°C 12°C 17°C 22°C 27°C 32°C 37°C 42°C 44°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,250 12,860 12,500 12,080 11,900 3,500 -22°C -17°C -12°C -7°C -2°C 3°C 8°C 13°C 18°C 23°C 28°C 33°C 38°C 43°C 45°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,350 13,000 12,600 12,220 12,060 3,000 -21°C -16°C -11°C -6°C -1°C 4°C 9°C 14°C 19°C 24°C 29°C 34°C 39°C 44°C 46°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,150 12,700 12,330 12,175 2,500 -20°C -15°C -10°C -5°C 0°C 5°C 10°C 15°C 20°C 25°C 30°C 35°C 40°C 45°C 47°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,300 12,890 12,430 12,280 2,000 -19°C°C -14°C -9°C -4°C 1°C 6°C 11°C 16°C 21°C 26°C 31°C 36°C 41°C 46°C 48°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,050 12,550 12,370 1,500 -18°C -13°C -8°C -3°C 2°C 7°C 12°C 17°C 22°C 27°C 32°C 37°C 42°C 47°C 49°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,170 12,700 12,500 1,000 -17°C -12°C -7°C -2°C 3°C 8°C 13°C 18°C 23°C 28°C 33°C 38°C 43°C 48°C 50°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,300 12,800 12,600 500 -16°C -11°C -6°C -1°C 4°C 9°C 14°C 19°C 24°C 29°C 34°C 39°C 44°C 49°C 51°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 12,980 12,750 Sea Level -15°C -10°C -5°C 0°C 5°C 10°C 15°C 20°C 25°C 30°C 35°C 40°C 45°C 50°C 52°C 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,420 13,100 12,900 NOTES 1. For operations with ice vanes extended, add 6°C to the actual Outside Air Temperature and use this adjusted Outside Air Temperature in the table. 2. For takeoff, the gross weight of the airplane must not exceed the maximum allowed takeoff weight at the corresponding pressure altitude and temperature shown in this table. This ensures compliance to the regulatory requirement for a climb gradient in the event of an engine failure of not less than 2%. 3. Blue background indicates under the respective conditions the takeoff weight is less than 13,420 pounds. EXAMPLE OAT ................................... 28°C Pressure Altitude ......... 5,433 Ft Enter table at 5,500 Feet, interpolation is not required when the next higher pressure altitude is selected. Interpolation is required between 12,710 lbs @ 24°C and 12,350 lbs @ 29°C. 12,710 + (-360 x 4/5) = 12,422 Max Allowed TOW ........................... 12,422 Pounds SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT AUGUST 2012 5-16 CENTEX AEROSPACE 006-2 SECTION 5 AIRPLANE FLIGHT MANUAL SUPPLEMENT PERFORMANCE DECEMBER 2014 5-19 TAKEOFF SPEEDS & BAL. FIELD LENGTHS - FLAPS APPROACH SEA LEVEL PRESSURE ALTITUDE Notes: For operations with ice vanes extended, add 6°C to actual Outside Air Temperature. Red shading indicates performance requirements are not met. T.O. WEIGHT ITEM OUTSIDE AIR TEMPERATURE (OC) -15 -5 5 15 25 35 45 52 13,420 LB 6087 KG VENR = 125 V1 96 96 96 96 96 96 96 96 VR 97 97 97 97 97 97 97 97 V2 107 107 107 107 107 107 107 107 TOFL-FT 3,538 3,687 3,911 4,159 4,659 5,304 6,228 7,052 13,000 LB 5897 KG VENR = 123 V1 95 95 95 95 95 95 95 95 VR 97 97 97 97 97 97 97 97 V2 106 106 106 106 106 106 106 106 TOFL-FT 3,262 3,397 3,598 3,821 4,270 4,841 5,659 6,389 12,500 LB 5670 KG VENR = 121 V1 95 95 95 95 95 95 95 95 VR 97 97 97 97 97 97 97 97 V2 105 105 105 105 105 105 105 105 TOFL-FT 3,182 3,309 3,498 3,709 4,132 4,660 5,418 6,094 12,000 LB 5443 KG VENR = 120 V1 94 94 94 94 94 94 94 94 VR 97 97 97 97 97 97 97 97 V2 104 104 104 104 104 104 104 104 TOFL-FT 3,086 3,205 3,382 3,579 3,973 4,458 5,153 5,773 11,500 LB 5216 KG VENR = 118 V1 94 94 94 94 94 94 94 94 VR 97 97 97 97 97 97 97 97 V2 104 104 104 104 104 104 104 104 TOFL-FT 2,982 3,091 3,256 3,439 3,803 4,245 4,877 5,441 11,000 LB 4990 KG VENR = 115 V1 93 93 93 93 93 93 93 93 VR 97 97 97 97 97 97 97 97 V2 103 103 103 103 103 103 103 103 TOFL-FT 2,946 3,029 3,155 3,321 3,629 4,031 4,605 5,115 10,500 LB 4763 KG VENR = 113 V1 91 91 91 91 93 93 93 93 VR 97 97 97 97 97 97 97 97 V2 102 102 102 102 102 102 102 102 TOFL-FT 2,757 2,843 2,966 3,111 3,288 3,620 4,113 4,549 10,000 LB 4536 KG VENR = 111 V1 90 90 90 90 91 92 93 93 VR 97 97 97 97 97 97 97 97 V2 101 101 101 101 101 101 101 101 TOFL-FT 2,628 2,705 2,813 2,943 3,131 3,362 3,698 4,074 9,500 LB 4309 KG VENR = 110 V1 89 89 89 89 89 90 92 93 VR 97 97 97 97 97 97 97 97 V2 100 100 100 100 100 100 100 100 TOFL-FT 2,515 2,584 2,683 2,801 2,970 3,178 3,447 3,691 9,000 LB 4082 KG OR LESS VENR = 108 V1 88 88 88 88 89 89 91 92 VR 97 97 97 97 97 97 97 97 V2 99 99 99 99 99 99 99 99 TOFL-FT 2,418 2,482 2,573 2,681 2,833 3,026 3,272 3,499 SECTION 5 CENTEX AEROSPACE 006-2 PERFORMANCE AIRPLANE FLIGHT MANUAL SUPPLEMENT DECEMBER 2014 5-20 TAKEOFF SPEEDS & BAL. FIELD LENGTHS - FLAPS APPROACH 500 FEET PRESSURE ALTITUDE Notes: For operations with ice vanes extended, add 6°C to actual Outside Air Temperature. Red shading indicates performance requirements are not met. T.O. WEIGHT ITEM OUTSIDE AIR TEMPERATURE (OC) -16 -6 4 14 24 34 44 51 13,420 LB 6087 KG VENR = 125 V1 96 96 96 96 96 96 96 96 VR 97 97 97 97 97 97 97 97 V2 107 107 107 107 107 107 107 107 TOFL-FT 3,897 4,089 4,336 4,643 5,141 5,872 6,958 7,972 13,000 LB 5897 KG VENR = 123 V1 95 95 95 95 95 95 95 95 VR 97 97 97 97 97 97 97 97 V2 106 106 106 106 106 106 106 106 TOFL-FT 3,592 3,763 3,985 4,261 4,706 5,353 6,316 7,221 12,500 LB 5670 KG VENR = 121 V1 95 95 95 95 95 95 95 95 VR 97 97 97 97 97 97 97 97 V2 105 105 105 105 105 105 105 105 TOFL-FT 3,428 3,585 3,790 4,043 4,454 5,040 5,910 6,734 12,000 LB 5443 KG VENR = 120 V1 94 94 94 94 94 94 94 94 VR 97 97 97 97 97 97 97 97 V2 104 104 104 104 104 104 104 104 TOFL-FT 3,256 3,400 3,588 3,817 4,193 4,720 5,500 6,242 11,500 LB 5216 KG VENR = 118 V1 94 94 94 94 94 94 94 94 VR 97 97 97 97 97 97 97 97 V2 104 104 104 104 104 104 104 104 TOFL-FT 3,091 3,221 3,393 3,601 3,943 4,415 5,112 5,776 11,000 LB 4990 KG VENR = 115 V1 93 93 93 93 93 93 93 93 VR 97 97 97 97 97 97 97 97 V2 103 103 103 103 103 103 103 103 TOFL-FT 2,987 3,092 3,228 3,413 3,705 4,127 4,747 5,338 10,500 LB 4763 KG VENR = 113 V1 91 91 91 92 93 93 93 93 VR 97 97 97 97 97 97 97 97 V2 102 102 102 102 102 102 102 102 TOFL-FT 2,809 2,906 3,032 3,174 3,354 3,707 4,240 4,745 10,000 LB 4536 KG VENR = 111 V1 90 90 90 90 91 92 93 93 VR 97 97 97 97 97 97 97 97 V2 101 101 101 101 101 101 101 101 TOFL-FT 2,675 2,761 2,870 3,005 3,183 3,420 3,808 4,239 9,500 LB 4309 KG VENR = 110 V1 89 89 89 89 90 90 92 93 VR 97 97 97 97 97 97 97 97 V2 100 100 100 100 100 100 100 100 TOFL-FT 2,557 2,635 2,735 2,856 3,017 3,232 3,522 3,828 9,000 LB 4082 KG OR LESS VENR = 108 V1 88 88 88 88 89 89 91 92 VR 97 97 97 97 97 97 97 97 V2 99 99 99 99 99 99 99 99 TOFL-FT 2,457 2,528 2,620 2,731 2,875 3,075 3,338 3,587