MODEL 402C PILOT'S OPERATING HANDBOOK

LOG OF EFFECTIVE PAGES COVERAGE The Pilot's Operating Handbook and FAA Approved Airplane Flight Manual in the airplane at the time of delivery from Cessna Aircraft Company contains information applicable to the 1980 Model 402C airplane designated by the serial number and registration number shown on the Title Page of this handbook. This information is based on data available at the time of publication. REVISIONS Changes and/or additions to this handbook will be covered by revisions published by Cessna Aircraft Company. These revisions are distributed to owners of U.S. Registered aircraft according to FAA records at the time of revisioni$Suance, and to Intemationally Registered aircraft according to Cessna Owner Advisory records at the time of issuance. Revisions should be examined immediately upon receipt and incorporated in this handbook. r-------- NOTE -------....., It is the resrx>nsibility of the owner to maintain this handbook in a current status, when ij is being used lor operational purposes. Owners should contact a Cessna Service Station whenever the revision status of their hand- book is in question. A revision bar will extend the full length of new or revised text and/or illustrations added on new or presently existing pages. This bar will be located adjacent to 1I1e applicable revised area on the outer margin of the page. All revised pages will carry the revision number and date on the applicable page. The following Log of Effective Pages provides the dates of issue for original and revised pages. and a listing of 811 pages in the handbook. Pages affected by the current revision are indicated by an asterisk (") preceding the pages listed. LOG OF EFFECTIVE PAGES 3 Aug 81 1 Nov 79 1 Dec 83 1 Nov 79 1 Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 . . . . . . . . .. 2 March 1982 1 December 1983 . . . . . . . . . 18 March 1998 29 September 1998 Date Revision 3 Revision 4 Revision 5 Revision 6 Page 1~ . 1-5 thru 1-7 . 1-8 thru 1-10 . 1-11 thru 1-12 . 2-1 thru 2-2 . 2-3 thru 2~ . 2-5 . 2-6 .. 1 November1979 2 January 1980 3 August 1981 Date 1 Nov 79 1 Nov 79 3 Aug 81 1 Dec 83 29 Sep 98 1 Nov 79 3 Aug 81 18 Mar 98 Page Title . Assignment Record . i . ~ . iii thru vlvi . Contents . 1-1 thru 1-2 . 1-3 . Dates of issue for original and revised pages are: Original ....... Revision 1 Revision 2 1 Noverrber 1979 Revision 6 - 29 September 1998 iii INTRODUCTION LOG OF EFFECTIVE PAGES MODEL 402C LOG OF EFFECTIVE PAGES (Continued) Date Page Page 2-7 thru 2-8 . 2-9 . 2-10 ttlru 2-11 . 2-12 . 2-13 thru 2-14 . 2-15thru2-16 . 2-17/2-18 . 3-1 . 3-2 thru 3-3 . 3-4 ttlru 3-5 .. 3-6 . 3-7 . 3-8 .. 3-9 ttlru 3-10 . 3-11 . 3-12 . 3-13 . 3-14 . 3-15thru3-16 . 3-17 . 3-18 thru 3-20 . 3-21 . 3-22 . 3-23 thru 3-24 . 3-25 thru 3-26 . 3-27 . 3-28 . 3-29 . 3-30 .. 3-31 thru 3-32 . 4-1 . 4-2 . 4-3/4-4 . 4-5 . 4-6 .. 4-714-8 . 4-9 . 4-10ttlrU4-13 . 4-14 . 4-15 . 4-16 . 4-17 ttlru 4-18 . 4-19 ttlru 4-20 . 4-21 ttlru 4-22 . 4-23 . 1 Nov 79 2 Jan 80 1 Nov 79 2 Jan 80 1 Nov 79 2 Jan 80 1 Nov 79 1 Dec 83 18 Mar 98 1 Nov 79 18 Mar 98 3 Aug 81 1 Nov 79 3 Aug 81 1 Dec 83 18 Mar 98 1 Dec 83 18 Mar 98 1 Dec 83 18 Mar 98 1 Nov 79 18 Mar 98 1 Nov 79 3 Aug 81 1 Nov 79 1 Dec 83 3 Aug 81 1 Dec 83 1 Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 1 Dec 83 29 Sep 98 1 Nov 79 1 Nov 79 , Nov 79 1 Dec 83 3 Aug 81 1 Nov 79 1 Dec 83 1 Nov 79 3 Aug 81 1 Nov 79 3 Aug 81 4-24 . 4-25 . 4-26 thru 4-30 .. 5-1 thru 5-19 . 5-20 . 5-21 . 5-22 . 5-22A ttlru 5-22B . 5-1 thru 5-19 . 5-20 . 5-21 . 5-22 . 5-22A ttlru 5-22B . 5-23 .. 5-24 .. 5-25 thru 5-27 .. 5-28 .. 5-29 .. 5-30 .. 5-31 ttlru 5-39 . 5-40 ttlru 5-42 . 5-43/5-44 . 6-1 . 6-2 thru 6-3 . 6-4 .. 6-5 .. 6-6 thru 6-8 . 6-9 ttlru 6-10 . 6-10A/6-10B . 6-11 . 6-12 . 6-13 . 6-14 . 6-15 tI1ru 6-23 . 6-24 . 6-25thru 6-30 . 6-31/6-32 . 6-33 . 6-34 .. 6-35 .. 6-36 ttlru 6-44 .. 6-45 .. 6-46 ttlru 6-50 .. 6-51/6-52 . 6-53/6-54 .. Date 2 Mar 82 1 Dec 83 1 Nov 79 1 Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 1 Dec 83 1 Nov 79 1 Dec 83 1Nov 79 1 Dec 83 1 Dec 83 1 Dec 83 3 Aug 81 , Nov 79 1 Dec 83 1 Nov 79 2 Mar 82 1 Nov 79 1 Dec 83 1 Dec 83 1 Dec 83 1 Nov 79 2 Mar 82 1 Nov 79 1 Dec 83 1 Nov 79 18 Mar 98 1 Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 1 Nov 79 2 Jan 80 1 Nov 79 1 Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 1 Nov 79 2 Jan 80 1 Nov 79 1 Nov 79 1 Nov 79 /---" iv 1 November 1979 Revision 6 - 29 Seotember 1998 MODEL 402C INTRODUCTION LOG OF EFFECTIVE PAGES LOG OF EFFECTIVE PAGES (Continued) Date 1 Dec 83 2 Mar 82 1 Dec 83 18Mar98 1 Dec 83 2 Mar 82 1 Dec 83 18 Mar 98 1 Dec 83 1 Dec 83 1 Dec 83 7-51 thru 7-53 7-54 . 8-1 thru 8-8 . 8-9 thru 8-11 . 8~'2 thru 8-18 . 9-1 . 9-2 . 9-3 •.•..•.....•.... 9-4 . Index-, thru Index-6 . Index-7/1ndex-8 . Date Page 1 Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 , Nov 79 3 Aug 81 1 Nov 79 3 Aug 81 2 Mar 82 1 Dec 83 3 Aug 81 1 Dec 83 1 Nov 79 ,------ NOTE ------, 1 Dec 83 1 Nov 79 Refer to Section 9 Table of Contents for 3 Aug 81 supplements applicable to optional systems. 1 Dec 83 1 Nov 79 2 Jan 80 1 Nov 79 1 Dec 83 , Nov 79 1 Dec 83 1 Nov 79 1 Dec 83 3 Aug 81 1 Dec 83 1 Nov 79 Page 6-55/6-56 . 7-1 thru 7-2 7-3 thru 7-5 . 7-6 thru 7-7 . 7-8 thru 7-14 . 7-15 . 7-16 . 7-17 thru 7-19 , . 7-20 . 7-21 . 7-22 . 7-23 thru 7-26 . 7-27 . 7-28 . 7-29 . 7-30 . 7-31 . 7-32 . 7-33 . 7-34 . 7-35 thru 7 -36 . 7-37 . 7-38 . 7-39 thru 7-42 . 7-43 .....•.......... 7-44thru 7-45 . 7-46 ...•............ 7-47 thru 7-50 . PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL PART NUMBER D1582-6-13PH I 1 November 1979 Revision 6 - 29 September 1998 v/vi C";;"'402C MODEL SECTION TABLE OF CONTENTS INTRODUCTION TABLE OF CONTENTS PAGE 2 3 4 S 6 - 7 - 8 9 GENERAL ••••••••••••••••••••••••••••••••••••••••••••• 1-1 LIMITATIONS •••••••••••••••••••••••••••••••••••••••••• 2-1 EMERGENCY PROCEDURES ••••••••••••••••••••••••••••• 3-1 NORMAL PROCEDURES •••••••••••••••••••••••••••••••• 4-1 PERFORMANCE •••••••••••••••••••••••••••••••••••••••• 5-1 WEIGHT & BALANCE/EQUIPMENT LIST •••••••••••••••••••• 6·1 AIRPLANE & SYSTEMS DESCRIPTIONS •••••••••••••••••••• 7.1 AIRPLANE HANDLING, SERVICE & MAINTENANCE ••••••••• 8-1 SUPPLEMENTS ••••••••••••••••••••••••••••••••••••••••• 9-1 ALPHABETICAL INDEX ••••••••••••••••••••••••••••••••••••••• Index-' 1 November 1979 Contents ~;;L402C SECTION 1 GENERAL TABLE OF CONTENTS Page SECTION 1 GENERAL Page I NTRODUCTI ON ENGINES . . . THREE-VIEW DRAWING PROPELLERS FUEL . OIL . . . . . . . . MAXIMUM CERTIFICATED WEIGHTS . . . . . . CABIN, BAGGAGE AND ENTRY DIMENSIONS ... . . . STANDARD AIRPLANE WEIGHTS SPECIFIC LOADINGS . . . INTRODUCTION I-I I-I 1-2 1-3 1-3 1-4 1-4 1-5 1-7 1-8 SYMBOLS, ABBREVIATIONS AND TERMINDLOGY . . . General Airspeed Ter- minology and Symbols Meteorological Terminology . ... Power Terminology . . Airplane Performance and Flight Planning Terminology ... Weight and Balance Tenn; n01 09Y . . . . 1-8 1-8 1-9 1-10 1-10 I-II This handbook consists of 9 sections and an alphabetical index as shown on the Contents page. This handbook includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental I data supplied by Cessna Aircraft Company. Specific information can be rapidly found by referring to the Contents page for the appropriate sec- tion, then referring to the Table Of Contents on the first page of the appropriate section, or by the use of the Alphabetical Index. Section 1 of the handbook presents basic airplane data and general infonnation which will be of value to the pilot. ENGINES Number of Engines: 2 Manufacturer: Engine Model Number: Teledyne Continental Motors TSIO-520-VB Engine Type.: Turbocharged, horizontally di splacement. fuel-injected, direct drive, air-cooled, opposed, six-cylinder, 520 cubic-inch • Horsepower: 325 rated horsepower at 2700 propeller RPM and 39.0 inches Hg. manifold pressure to the critical altitude of 12,000 feet. 310 horsepower at 2600 propeller RPM and 39.0 inches H9. manifold pressure to the critical altitude of 16,000 feet. I November 1979 Revision 2 - 3 AU9 1981 I-I SECTION 1 GENERAL THREE-VIEW DRAWING 1--,044·-1 1-----------36.38·-------1 1_------------'.,..--44.12 -----------_1 I Figure 1-1 1. NORMAL PROPELLER TIP TO GROUND CLEARANCE IS .79'. 2. TOTAL WING AREA, INCLUDING NACELLES AND FUSELAGE WITHIN THE WING PLANFORM, IS 225,8 SQUARE FEET. 3. MINIMUM TURNING DIST ANCE IS 62.10' SEE FIGURE 7-11 FOR ADDITIONAL INFORMATION. []L346, 521O~006 52104007 1 November 1979 - MODEL402C PROPELLERS Number of Propellers: Manufacturer: Propeller Part Number. Number of Blades: Propeller Diameter. Propeller Type: Blade Range: ~~"""",-,." . GENERAL 2 McCauley Accessory Division, Cessna Aircraft Company 0850334-29 3 6' 4,5" Constant speed, full feathering, nonreversible hydraulically actuated. (At 30-lnch Station) a Low Pitch b. Feather 14.9° ± 0.2 0 82.2° ±O.3 D FUEL (Approved Fuel Grades and Colors) * PRIMARY: 100 (Formerly 1001130) Grade Aviation Fuel (Green) ALTERNATE: 100ll Grade Aviation Fuel (Blue) • Isopropyl alcohol, or ethylene glycol monomethyl ether (EGME) may beladded to the fuel supply. Additive concentrations by volume shall not exceed 1 % for isopropyl alcohol. Additive concentrations by volume for EGME shall be 0.10% minimum to 0.15% maximum. Refer to Section 8 for additional information. Total Fuel Capacity (U.S. Gallons) - 213.4 Usable Fuel (U.S.) Gallons) - 206.0 "1gD Ll/i: 1 November 1979 Revision 5 - 18 March 1998 1-3 SECTION 1 GENERAL OIL Grade: Viscosity: MODEL 402C Aviation grade engine oil. Refer to Section 8 for additional infonnation. SAE Rating Ambient Temperature - °C (OF) 50 Above 4.4 (40) 30 Below 4.4 (40) Multiviscosity Unrestricted - After 25 Hours Total Sump Capacity: Drain and Refill QuanTIty: Oil Quantity Operating Range: 12 quarts per engine 13 quarts per engine including one quart for oil filter. Do not operate engine on less than 9 quarts. To minimize loss of oil through breather, fill to 10-quart level for nonnal flights of less than 3 hours. For extended flight, fill to capacity. r---..,...---NOTE------., Dip stick indicates the quantity of oil in the engine and does not account for the 1 quart of oil in the oil filter. MAXIMUM CERTIFICATED WEIGHTS Maximum Ramp Weight: Maximum Takeoff Weight: Maximum Landing Weight: 6885 pounds 6850 pounds 6850 pounds ""SIOI i'j 31 07 l-''J Maximum Zero Fuel Weight Maximum Weights in Baggage Compartments (Passenger Configuration): 1-4 6515 pounds .') 1 'S S l-c ':-', j a. Left and Right Wing Lockers - 2Q~ pounds each. Inh 'I k.; b. Avionics Bay - 250 pounds less installed optional equipment Refer to the loading placard in the airplane avionics baggage bay. 151k< c. Nose Bay . 350 P6unds less installed optional equipment Refer to the loading placard in the airplane nose baggage bay. 1 November 1979 Revision 2 - 3 Aug 1981 SECTION 1 GENERAL 'Mo;,,402C CABIN, BAGGAGE AND ENTRY DIMENSIONS BUSINESSLINER I~ -12.8" "'I 31t' 280 240" ]-']1 lU-'040'~ 17S"/ UPPER AND LOWER SHELF 190' AVIONICS SHELF 16 O' [ I NOSE BAGGAGE [7~08"1---r c=='S=S=6r·0_"+=5'~OS==>==",B:::--YS:V ---.L!1120~S7"~ [rn""n~::[JID[<]~. 4}J4~00'~JJJ ,.J) TIl ~--W+H-E-E-L-.JWELL .~ 1899 .. ~ ··J=d=1 AVIONICS BAY BUSINESSLINER BAGGAGE COMPARTMENT VOLUME - CUBIC FEET AVIONICS BAY 11.0 NOSE 26.0 WING LOCKER EACH (STD) 8.9 AFT CABIN (BAY A AND BAY B) 31.7 52103003 54103004 Fi9ure 1-3 (Sheet 1 of 2) 1 November i979 1-5 SECTION 1 GENERAL (MO~l402C CABIN, BAGGAGE AND ENTRY DIMENSIONS UTlllLiNER ttr 19 . 0 " X "T.!(:1:.~=. f,;E~O-€ejO~joji-:li';~T D: L 1\ . .;;;tF] l! 1040"~ UPPER AND LOWER SHELF ,7.5;9.],6.0.' AVIONICS SHELF BAY B [r~%;OO' O.~••, ~O ··tIl <CrJ I :1~~517 [ =.,.,~.~ .•.;2c.·.t;.~.'~.··•.•.•.'.'-.••~.:-.} ..-o.-.j53jf.~.~oo"-- ---_J~ :~:_lJt-~~11~~ WHEEL WELL I 56.0" - - t I AVIONICS BAY 189.9" I 00. 000 ~O"' '::;:h~ ~;O~MO..l-.B:Y ,.,----":=! .... - ,. [~] n n ~"" =-i 24.0" I-- CARGO A CARGO D ~~ CARGO B 189.9" CARGO C UTILILlNER BAGGAGE AND CARGO COMPARTMENT VOLUME - CUBIC FEET AVIONICS BAY NOSE WING LOCKER EACH (STD) AFT CABIN (BAY A AND BAY B) CABIN (CARGO A, B, C AND D) 31.7 150.0 5210300, 54103004 Figure 1-3 (Sheet 2 of 2) SECTION 1 GENERAL I.!'I'< , d. Aft Cabin (Bay A) See Figure 1-3 - 400 pounds (200 Pounds Per Side). "~t<.!l e. Aft Cabin (Bay B) See Figure 1-3 - 100 pounds (50 Pounds Per Side). Maximum Weights in Baggage Compartments (Cargo Configuration) : a. b. c. d. e. f. g. "I, "5 Left and Right Wing Lockers - 200 pounds each. /I~><J Avionics Bay - 250 pounds less installed optional equipment. Refer to the loading placard in the airplane avionics baggage bay. 'Pi",,> Nose Bay - 350 pounds less installed optional equipment. Refer to the loading placard in the airplane nose baggage bay. '1o~~. Cargo A Through Cargo 0 - Maximum/cargcr load aft of the front spar is not to exceed 2000 pounds. Maxi- mum cargo load in any 22.5-inch length of cabin floor is not to exceed 500 Rounds. The total cabin load, including optional~qu1pment aft of Station 238.1, is not to exceed 600 pounds. z..7"Z-~, / tl II! Aft Cabin (Bay A) See Figure 1-3 400 iounds (200 Pounds Per Side). II:~~ Aft Cabin (Bay B) See Figure 1-3 - 100 pounds (50 Pounds Per Side). Refer to Section 7, Cargo Loading for additional information. STANDARD AIRPLANE WEIGHTS Standard Empty Weight (Bus; nessl i ner): Sta nda rd Empty Weight (Utililiner): Maximum Usefu 1 Load (Businessliner):* Maximum Usefu 1 Load (Utililiner):* 4074 pounds (4220 pounds for 402 Businessliner II) (4325 pounds for 402 Businessliner III) 4102 pounds (4241 pounds for 402 UtililinerII) 2811 pounds (2665 pounds for 402 Businessliner II) (2560 pounds for 402 Businessliner III) 2783 pounds (2645 pounds for 402 Utililiner II) *Based On Maximum Ramp Weight. I November 1979 1-7 SECTION 1 GENERAL SPECIFIC LOADINGS Wing Loading: Power Loadi ng: 30.3 pounds per square foot 10.5 pounds per horsepower SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS lAC CAS I DC G lAS KCAS KIAS KTAS INM lAS , n AC is alternating current. Calibrated Airspeed is the indicated speed corrected for position and instrument error. Calibrated airspeed is equal to true ai rspeed in standard atmosphere at sea level. ~ is direct current. Q is acceleration due to gravity. Indicated Airspeed is the speed as shown on the airspeed indicator. lAS values published in this handbook assume zero instrument error. Calibrated Airspeed expressed in knots. Indicated Airspeed expressed in knots. True Airspeed expressed in knots. NM is nautical miles. True Airspeed is the airspeed relative to undisturbed air WhlCh is the CAS corrected for altitude, temperature and compressibil ity. Maneuvering Speed is the maximum speed at which appl i- cat i on of full ava i1 able aerodynami c control wi 11 not overstress the airplane. Maximum Flap Extended Speed is the highest speed permis- sible with wing flaps in a prescribed extended position. Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the land- ing gear extended. Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted. Air Minimum Control Speed is the minimum flight speed at which the airplane is directionally controllable as determined in accordance with Federal Aviation Regula- tions. Airplane certification conditions include one engine becoming inoperative and windmill ing; not more than a 5° bank towards the operative engine; takeoff power on operative engine; landlng gear up; flaps in takeoff position; and most rearward CG. 1 November 1979 Rgvicinn A _ 1 ngrgmhg~ lQR1 r~~~402C SECTION 1 GENERAL Never Exceed Speed ; 5 the speed 1 imit that may not be exceeded at any time. ~1aximum Structural Cru; sing Speed ;s the speed that should not be exceeded except in smooth air and then only with caution. Intentional One Engine Inoperative Speed ;s a minimum speed selected by the manufacturer for intentionally rendering one engine inoperative in f1 ight for pilot training. Best Angle-or-Climb Speed is the airspeed which delivers the greatest gain of a1 titude in the shortest possible horizontal distance. Best Rate-or-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. METEOROLOGICAL TERMINOLOGY Temperature in degrees Celsius. ISA OAT Pressure Altitude Temperature in degrees Fahrenheit. International Standard Atmosphere in which: (I) The air is a dry perfect gas; (2) The temperature at sea level is IS° Cel sius (59° Fahrenheit) ; (3) The pressure at sea level is 29.92 inches Hg. (1013.2 mb); (4) The temperature gradient from sea level to the altitude at which the temperature is _56.5°C (-69.7°F) is -1. 98°C (_3.5°F) per 1000 feet. Outside Air Temperature is the free air static tempera- ture, obtained either from infl ight temperature indica- tions adjusted for instrument error and compressibility effects or ground meteorological sources. Altitude measured from standard sea-level pressure (29.92 inches H9.) by a pressure or barometric altim- eter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. -" TEMP Wind TEMP is temperature. The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. I I November 1979 Revision 4 - I December 1983 1-9 SECTION 1 GENERAL POWER TERMINOLOGY BHP Brake horsepower means the power del ivered at the pro- peller shaft of an airplane engine. Critical Altitude Maximum Nonnal Operating Power Maximum Power For Takeoff And Single Engine Operation The maximum al titude at which in standard temperature 'it is possible to maintain a specified power. The power developed in a standard atmosphere from sea level to the critical altitude at the maximum RPM and manifold pressure approved for use during all engines climb conditions. The power developed in a standard atmosphere from sea level to the critical altitude at the maximum RPM and manifold pressure approved for use during takeoff and single engine operation. IRPM The revolutions per minute (RPM) as referred to the rotational speed of the propeller shaft. Propeller RPM shown on a tachometer. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY ~" Accelerate-Go The distance required to accelerate an airplane to a Distance specified speed and. assuming failure of an engine at that speed after lift-off and with gear in transit, continue takeoff on the remaining engine to a height of 50 feet. Acce 1 era te-Stop Distance Aeroba tic Maneuver Sal ked landing Sal ked landing Transition Speed The di stance required to accelerate an airplane to a specified speed and. assuming failure of an engine at the instant that speed is attained. to bring the air- plane to a stop. An intentional maneuver involving an abrupt change of an a i rp 1ane I s attitude, an abnonna1 attitude, or abnonna1 acceleration, not necessary for nonnal flight. A balked landing is an aborted landing (i.e., all engines go-around in the landing configuration). The minimum speed at which a transition to a bal ked landing cl imb should be attempted from 50-foot obstacle height. Demonstrated Crosswind Velocity The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. This value is not an aerodynamic limit for the airplane. Maneuvering Fuel Maneuvering fuel is the usable fuel as shown in Section 2 for all airplane configurations. provided the maximum side slip duration ;s not exceeded. Maximum Effective The maximum amount of braking pressure that can be Brak i ng appl i ed to the toe brake s wi thout 1ocki ng the wheels. 1_10 1 November 1979 0 .... "; .. ;"... ,, , n"... ,,~I0..-.~ lno') I SECTION 1 GENERAL WEIGHT AND BALANCE TERMINOLOGY Arm Basic '-<~O-_'C' Empty Weight C.G. Arm C.G. Limits ~ Center of Gravity (C.G.) Jack Point ~ MAC Maximum Landing Weight Maximum Ramp Weight Maximum Takeoff Weight Maximum Zero Fuel Weight Moment Payload Reference Datum The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Standard empty weight plus installed optional equipment. The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. The extreme center of gravity locations within which the airplane must be operated at a given weight. The point at which an airplane would balance if sus- pended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. One of the three points on the airplane designed to rest On a jack. The mean aerodynamic chord of a wing is the chord of an imaginary airfoil which throughout the flight range will have the same force vectors as those of the wing. Maximum weight approved for the landing touchdown. Maximum weight approved for ground maneuver. (It includes weight of start, taxi and run up fuel.) Maximum weight approved for the start of the takeoff run. Maximum weight exclusive of usable fuel. The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Weight of occupants, cargo and baggage. An imaginary vertical plane from which all horizontal distances are measured for balance purposes. ._- Residual Fuel , , Standard Empty Weight 1 November 1979 The undrainable fuel remaining when the airplane is defueled in a specific attitude by the normal means and procedures specified for draining the tanks . Weight of a standard airplane including unusable fuel. full operating fluids and full oil. 1-11 SECTION 1 GENERAL Station Tare Unusable Fuel Usable Fuel 1-1 ? A location along the airplane fuselage given in terms of distance from the reference datum. Tare is the weight of chocks, blocks. stands, etc. used when weighing an airplane. and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. Fuel remaining after fuel runout tests have been completed in accordance with governmental regulations. Fuel available for flight planning. - SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS INTROOUCTION . . . . . . AIRSPEED LIMITATIONS . . ENGINE LIMITATIONS . . . MISCELLANEOUS INSTRUMENT MARKINGS ..••. . . WEIGHT LIMITS . . • • . . MANEUVER LIMITS . . . . • FLIGHT LOAD FACTOR LIMITS FLIGHT CREW LIMITS . . INTRODUCTION Page 2-1 2-2 2-3 2-6 2-6 2-7 2-7 2-7 OPERATION LIMITS .. . .. FUEL LIMITATIONS . . . . . MAXII~Ufl OPERATING ALTITUDE LIMIT • . . . . . . . . MAXIMUM PASSENGER SEATING LIMITS ., . . . . . . . REQUIRED PLACARDS . . . . . . A'dh In10 lei":!) C."t/i"'ns Page 2-7 2-7 2-8 2-8 2-9 ,,2-/f Section 2 of this handbook presents the operating limitations,the significance of such limitations, instrument markings, color coding and basic placards necessary for the safe operation of the airplane, its powerplants, standard systems and standard equipment. The limitations included in this section and Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by law. Operation in countries other than the United States may require observance of other limitations. procedures or performance data in appli- cable supplements . .....-------NOTE----------, Refer to Section 9 of this handbook for amended operating limitations. operating procedures, per- formance data and other necessary information for airplanes equipped with specific options. FAA Approved I November 1979 2-1 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS (See Figure 2-1) AIRSPEED LIMITATIONS TABL~ ~o~l402C SPEED KIAS KCAS REMARKS Maneuvering Speed 150 147 Do not make abrupt control move- VA (Knots) ments above this speed. Maximum Flap Extended Do not exceed this speed with the Speed VFE (Knots) 150 180 175 given flap setting. 45 0 149 145 Maximum Gear Operating 180 175 Do not extend or retract landing Speed VLO (Knots) gear above this speed. Maximum Gear Extended 180 175 Do not exceed this speed with Speed VLE (Knots) landing gear extended. Air Minimum Control 80 81 This is the minimum flight speed Speed VMC A (Knots) at which the airplane is direc- tionally controllable with one engine inoperative and with a 50 bank towards the operative engine. One Engine Inoperative Best 104 103 This speed delivers the greatest Rate-of-Climb Speed gain in altitude in the shortest Vy (Knots) possib1e time with one engine inoperative at sea level, standard day conditions and 6850 pounds weight. Never Exceed Speed 235 231 Do not exceed this speed in any VNE (Knots) operation. Maximum Structural 205 200 Do not exceed this speed except Cruising Speed in smooth air and then only with VNO (Knots) caution. Figure 2-1 C;~'402C MODEL SECTION 2 LIMITATIONS Airspeed Indicator Markings: See Figure 2-2 AIRSPEED INDICATOR TABLE Flgure 2 2 KIAS VALUE MARKING OR RANGE SIGNIFICANCE Red Rad i a1 80 Air minimum control speed. White Arc 71 to 149 Operating speed range with 45° wing flaps. Lower limit is maximum weight stalling speed in landing configuration. Upper limit ;s maximum speed pennissible with wing flaps extended 45°. Green Arc 80 to 205 Nonnal operating range. Lower 1;mit ; s maximum weight stalling speed with flaps and landing gear retracted. Upper limit is maximum structural cruising speed. Blue Radial 104 One engine inoperative best rate-af-climb speed at sea level standard day conditions and 6850 pounds weight. Yellow Arc 205 to 235 Caution range. Operations must be conducted with caution and only in smooth air. Red Radial 235 Maximum speed for all operations. - ENGINE LIMITATIONS Number of Engines: 2 Engine Manufacturer: Teledyne Continental Motors Engine Model Number: TSIO-520-V8 Engine Operating Limits: a. Maximum power for takeoff and one engine inoperative operation. I ....-,~.,.., Allowable Max. Max. Manifold Propel- Rated Head Oil IAltitude - Pressure - ler Horse- Temp. Temp. Feet Inches Hg. RPM power Time OF OF S.L. to 12,000 39.0 2700 325 Continuous 460 240 14,000 37.2 2700 310 Continuous 460 240 16,000 37.2 2700 310 Continuous 460 240 18,000 32.0 2700 274 Continuous 460 240 20,000 29.5 2700 250 Continuous 460 240 22,000 27.0 2700 226 Continuous 460 240 24,000 25.0 2700 206 Continuous 460 240 26,000 23.0 2700 186 Continuous 460 240 28,000 21.0 2700 166 Continuous 460 240 30,000 19.0 2700 146 Continuous 460 240 FAA Approved I November 1979 Revision 4 - 1 December 1983 2-3 SECTION 2 LIMITATIONS b. Maximum normal operating power. Allowable Max. ~lax . I Manifold Propel- Rated Head Oil Altitude - Pressure - ler Horse- Temp. Temp. Feet Inches Hg. RPM power Time of of S. L. to 16,000 39.0 2600 310 Continuous 460 240 18,000 32.0 2600 262 Continuous 460 240 20,000 29.5 2600 240 Continuous 460 240 22,000 27.0 2600 217 Continuous 460 240 24,000 25.0 2600 199 Continuous 460 240 26,000 23.0 2600 179 Continuous 460 240 28,000 21.0 2600 160 Continuous 460 240 30,000 19.0 2600 141 Continuous 460 240 Oil Pressure: """"-=, a. Minimum: 10 PSI (Idle Power). b. Maximum: 100 PSI. Oil Viscosity: SAE Rating Ambient Temperature - °C (OF) 50 Above 4.4 (40) 30 Below 4.4 (40) Multivi scosity Unrestricted - After 25 Hours Propellers: a. Number of Propellers: 2 b. Manufacturer: McCauley Accessory Division, Cessna Aircraft Company. c. Part Number: 0850334-29. d. Number of Blades: 3 e. Diameter: 6 1 4.5" f. Blade Range: (At 30-Inch Station) /~, (1) Low Pitch 14.9° ±0.2° (2) Feather 82.2° ±O.3° g. Operating Limits: 2700 RPM maximum speed FAA Approved 1 November 1979 (~o~,402C Engine Instrument Markings: SECTION 2 LIMITATIONS a. Tachometer: (1) Normal Operating 2100 to 2450 RPM (Green Arc) (2) Takeoff and Engine Inoperative 2600 to 2700 RPM (Yellow Arc) (3) Maximum 2700 RPM (Red Radial) b. Manifold Pressure: (1) Normal Operating 15.0 to 29.5 Inches Hg. Manifold Pressure (Green Arc) (2) Conditional Normal Operating 29.5 to 30.3 Inches Hg. Manifold Pressure at 2200 to 2300 RPM (Narrow Green Arc) (a) 2450 RPM Mark at 29.5 Inches Hg. Manifold Pressure (b) 2300 RPM Mark at 30.3 Inches Hg. Manifold Pressure (c) Alt. x 1000 Max. M.P. S.L.-12 39.0 12-16 37.2 18 32.0 20 29.5 22 27.0 24 25.0 26 23.0 28 21.0 30 19.0 (3) Maximum 39.0 Inches H9. Manifold Pressure (Red Radial) c. Oil Temperature: (1) Normal Operatin9 75 to 2400 F (Green Arc) (2) Maximum 240 0F (Red Radial) d. Oil Pressure: (1) Minimum Operating 10 PSI (Red Radial) (2) Normal Operating 30 to 60 PSI (Green Arc) (3) Maximum 100 PSI (Red Radial) e. Cylinder Head Temperature: (1) Normal Operatin9 200 to 460 0 F (Green Arc) (2) Maximum 460 0 F (Red Radial) f. Fuel Flow: (I) Minimum Operating 0 Pounds per hour (3.0 PSI) (Red Radial) (2) Normal Operating 27.0 Pounds per hour (4.3 PSI) to 210.0 Pounds per hour (18.0 PSI) (Green Arc) (a) Green Dots 45% Power - 68.5 Pounds per hour (5.9 PSI) 55% Power - 83.0 Pounds per hour (6.7 PSI) 65% Power - 97.5 Pounds per hour (7.6 PSI) 75% Power - 112.5 Pounds per hour (8.7 PSI) (b) 81ue Arc - Takeoff and Engine Inoperative Climb 20,000 Feet - 133.0 Pounds per hour (10.2 PSI) 18,000 Feet - 145.0 Pounds per hour (11.2 PSI) 16,000 Feet - 185.0 Pounds per hour (15.1 PSI) (c) 81ue Triangle (75% Climb) - 117.0 Pounds per hour (9.0 PSI) (d) White Triangle (Maximum Normal Operating Power) - 190.0 Pounds per hour (15.7 PSI) . ~ (e) White Arc (Takeoff and Engine Inoperative Power - Sea Level to 12,000 Feet) 200.0 Pounds per hour (16.8 PSI) to 210.0 Pounds per hour (18.0 PSI) ~(3) Maximum Operating 214.0 Pounds per hour (18.5 PSI) (Red Radial) (4) On Face Of Indicator: "FUEL FLOW L8S/HR" "T.O. & ENG. INOP" lICRUISE % POWER II "75% CLIMB" "FT x 1000" "MAX CLIMB li FAA Approved 1 November 1979 2-5 SECTION 2 G'~J, 402CLIMITATIONS MODEL MISCELLANEOUS INSTRUMENT MARKINGS Instrument Vacuum: a. Red Line: 4.75 Inches Hg. b. Green Arc: 4.75 to 5.25 Inches Hg. Oxygen Pressure: a. Yellow Arc: 0 to 300 PSI b. Green Arc: 1550 to 1850 PSI c. Red Line: 2000 PSI d. The Cubic Foot Capacity of the 80ttle Installed Will Be Indicated On The Face of the Gage. WEIGHT LIMITS Maximum Ramp Weight: 6885 Pounds Maximum Takeoff Weight: 6850 Pounds Maximum Landing Weight: 6850 Pounds Maximum Zero Fuel Weight: 6515 Pounds Maximum Weights in Baggage Compartments (Passenger Configuration): a. Left and R; ght Wi ng lockers - 200 pounds each. '11 ,;,..;;; b. Avionics Bay - 250 pounds less installed optional equipment. /'~. c. Nose Bay - 350 pounds less installed optional equipment.]:\-1 :.cc" d. Aft Cabin (Bay A) - 400 pounds (200 Pounds Per Side). IfI "'.' e. Aft Cabin (Bay B) - 100 pounds (50 Pounds Per Side). 'is., Maximum Weights in Baggage Compartments (Cargo Configuration): a. Left and Right Wing Lockers - 200 pounds each. b. Avionics Bay - 250 pounds less installed optional equipment. c. Nose Bay - 350 pounds less installed optional equipment. ~1~-!;c d. Maximum cargo load aft of the front spar is not to exceed 2000 pounds. e. The total cabin load including optional equipment aft of Station 238.1 is not to exceed 600 pounds.·- - _';,', ".,_. <. f. Maximum cargo load in any 22.5 inch length Of cabin floor is 500 pounds. The maximum load for the lower aft cabin shelf (.Bay A) is 400 pounds, for the upper aft cabin shelf (Bay B) is 100 pounds. Center of Gravity Limits (Gear Extended): a. Aft Limit: 160.67 inches aft of reference datum (34.0% MAC) at 6850 pounds or less. b. Forward Limit: 151.58 inches aft of reference datum (19.6% MAC) at 6850 pounds and 14g.08 inches aft of reference datum (15.5% MAC) at 5800 pounds or less with straight line variation between these points. c. See Weight and Balance Data in Section 6 for loading schedule. The I reference datum line is 100 inches forward of the aft face of the fuselage bulkhead forward of the rudder pedals. The mean aerodynamic chord (MAC) is 62.65 inches in length. The leading edge of the MAC is 139.37 inches aft of the reference datum line. FAA Approved 1 November 1979 Q~vi~inn 4 _ , nprpmhpr ,qR~ (.~~402C MANEUVER LIMITS This is a normal category airplane. spins, are prohibited. SECTION 2 LIMITATIONS Aerobatic maneuvers, including Fuel Quantity: FLIGHT LOAD FACTOR LIMITS The design load factors are 150% of the following. and in all cases the structure exceeds design loads. At Design Takeoff Weight of 6850 Pounds: a. Landing gear up, wing flaps 00 +3.6G to -1.44G b. Landing gear down, wing flaps 450 D.OG to +2.0G FLIGHT CREW LIMITS Minimum Flight Crew for FAR 91 operations is one pilot. OPERATION LIMITS The standard airplane is approved for day and night operation under VFR conditions. With the proper optional equipment installed. the airplane is approved for day and night IFR operations and flight into icing conditions as defined by the FAA. FUEL LIMITATIONS Fuel Pressure: a. Minimum: 3.0 PSI (0 Pounds Per Hour) b. Maximum: 18.5 PSI (214.0 Pounds Per Hour) '1~ :; ..... (~~ a. Minimum fuel for takeoff is 20 gallons in each main tank. Maneuvering Fuel: a. Due to possible fuel starvation, maximum side slip duration time is 30 seconds. The airplane is considered in a side slip anytime the turn and bank II ball II is more than one half ball out of the center (coordinated flight) position. Fuel (Approved Fuel Grades And Colors): PRIMARY - 100 (Formerly 100/130) Grade Aviation Fuel (Green). ALTERNATE - 100LL Grade Aviation Fuel (Blue). FAA Approved 1 November 1979 2-7 SECTION 2 LIMITATIONS Total Fuel Capacity (U.S. Gallons) - 213.4 Usable Fuel (U.S. Gallons) - 206.0 MAXIMUM OPERATING ALTITUDE LIMIT With Oxygen Equipment: 30,000 Feet MAXIMUM PASSENGER SEATING LIMITS - _._~. The two forward seats are pilot seats. A maximum. of , cr' passenger seats may be installed aft of the pilot ~" seats. See we1ght and balance section for seat locations. ~-.-" ~;;,402C REQUIRED PLACARDS On Emergency Exit Window Trim: EMERGENCY EXIT 1 PUSH SAFETY CLIP FORWARD TO OPEN 2 PULL OUT RED HANDLE FULLY 3 PUSH WINDOW OPEN AT BOTTOM SECTION 2 LIMITATIONS TO CLOSE 1. PULL OUT RED HANDLE FULLY 2. PULL WINDOW SHUT TIGHT 3. STOW HANDLE UNDER SAFETY CLIP On Right Wall Adjacent to Emergency Exit Window (With Optional Right Aft Facing Seat): AFT FACING SEAT BACK MUST BE ERECT FOR TAKEOFF & LANDING On Left Wall Near Aft Facing Seat (If Installed): AFT FACING SEAT BACK MUST BE ERECT FOR TAKEOFF 8: LANDING On Floor Forward of Fuel Selectors: SET FUEL SELECTOR VALVES TO LEFT MAIN FOR LEFT ENGINE AND RIGHT MAIN FOR RIGHT ENGINE FOR TAKEOFF. DESCENT. LANDING. AND ALL NORMAL OPERATIONS TAKEOFF AND LAND WITH AUXILIARY FUEL PUMPS ON. EMERGENCY CROSSFEEO SHUTOFF VALVE MUST BE OPEN FOR ALL NORMAL OPERATIONS 100 GRADE AVIATION FUEL MINIMUM. FAA Approved 1 November 1979 Revision 1 - 2 Jan 1980 2-9 SECTION 2 LIMITATIONS Around Engine Fuel Selector Handles: 103 GAL LEFT MAIN 103 GAL RIGHT MAIN 103 GAL LEFT MAIN 103 GAL RIGHT MAIN On Floor Forward of fuel Emergency Crossfeed Shutoff Valve: EMERGENCY CROSS FEED SHUTOFF VALVE PULL TO SHUTOFF In Recess on Fuel Emergency Crossfeed Shutoff Valve Bezel (Visible When Lever is Up): LEVER UP CROSS FEED OFF On Cockpit Right Sidewall: .- STATIC SOURCE DRAIN FAA Approved 1 Nnll""mh""Y' 1 Q7Q (~o~,402C On Pilot's Sun Visor: SECTION 2 LIMITATIONS OPERATIONAL LIMITS THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE CONTAIN OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE NORMAL CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE NORMAL CATEGORY ARE CONTAINED IN THE "PILDn OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL" NO ACROBATIC MANEUVERS, INCLUDING SPINS, APPROVED AIR MINIMUM CONTROL SPEED 80 KIAS MAXIMUM GEAR OPERATING SPEEO 180 KIAS MAXIMUM GEAR EXTENDEO SPEED 180 KIAS MAXIMUM FLAP EXTENDED SPEED, 15" FLAP 180 KIAS MAXIMUM FLAP EXTENDED SPEED, 45' FLAP 149 KIAS MAXIMUM MANEUVERING SPEED 150 KIAS THIS AIRPLANE IS APPROVED FOR DAY-NIGHT VFR CONDITIONS, IT IS APPROVED FOR DAY-NIGHT IFR CONOITIDNS AND FLIGHTS INTO ICING CONDITIONS IF THE PROPER OPTIONAL EOUIPMENT IS INSTALLED AND OPERATIONAl. On Instrument Panel: Near Heater Controls: DEFROST CABIN AIR AfT FWD CABIN /HEAT~ OPEN ONE CABIN AIR CONTROL MINIMUM FOR HEATER OPERATION RAM AIR PUll RECIRCULATE PUSH Near Engine Induction Alternate Air Controls: lH AlT AIR PUll FAA Approved 1 November 1979 RH 2-11 ISECTION '2 LIMITATIONS Adjacent to Wing Flap Position Switch: Around Landing Gear Handle: 1 iUPlG G E E A A LDowNJ EMER. GEAR CONTROL 1. GEAR SELECT-DOWN 2. GEAR HYD CIS-PULL 3. "T"-HANDLE-PULL 1 On Landing Gear Indicator Lights: GEAR UNLOCKED ~ ~ Near Propeller Synchrophaser SWitch, if Optional Propeller Synchrophaser ;s Installed: MUST BE OFF FOR TAKEOFF, LOG. AND ONE ENG. OPER. FAA Approved 1 November 1979.... • __ 1 nn" Near Propeller Synchrophaser Switch, if Optional Synchrophaser is Installed: PHASE PROP PHASING SYNC OFF If Optional Unfeathering Accumlators Are Installed: PROP UNFEATHERING ACCUMULATORS ARE INSTAllEO ON THIS AIRPLANE On Engine Control Pedestal: SECTION 2 LIMITATIONS Rudder Trim Indicator: Aileron Trim Indicator: T.O. Range on elevator trim tab indicator _4° nose down, 7° nose up. T. O. Cowl Flap Control: I. L NOSE R L ROLL R .1 ..,..---LOCK----.... COWL FLAP PULL TO CLOSE FAA Approved 1 November 1979 2-13 SECTION 2 LIMITATIONS Adjacent to Alternate STATIC SOURCE: PARKING BRAKE TO APPLY BRAKES, DEPRESS RUDDER PEDALS, THEN PULL KNOB. TO RELEASE PUSH IN KNOB. DO NOT DEPRESS RUDDER PEDALS. On Horizontal Part of First Baggage Step (Station 257): MAXIMUM BAGGAGE ALLOWANCE 400 POUNDS (200 POUNDS/SIDE) FOR AIRPLANE LOADING SEE WEIGHT & BALANCE DATA IN THE PILOTS OPERATING HANDBOOK On Horizontal Part of Second Baggage Step (Station 276): MAXIMUM BAGGAGE ALLOWANCE 100 POUNDS (50 POUNDS/SIDE) FOR AIRPLANE LOADING SEE WEIGHT & BALANCE DATA IN THE PILOTS OPERATING HANDBOOK On Cabin Door Trim: ~CHECK DOOR LOCK INDICATOR (i~PEN , , , , ~ STOW "A' , U UlSE eo.i:r'·402C MODEL Near Upper Cabin Door Latch Mechanism: Center of External Door Handle: CLOSE OPEN With Optional Crew Door (Hatch) Installed: Near Internal Door Handle: OPEN ...--------.... CLOSED SECTION 2 LIMITATIONS Near Internal Locking Lever: Near External Door Handle: CLOSE - LOCK OPEN OPEN FAA Approved 1 November 1979 Revision 1 - 2 Jan 1980 2-15 SECTION 2 LIMITATIONS Near External Safety Latch Opening: I LOCK OPEN) Near Walkway: NO STEP DISMOUNT AT REAR Near Optional Cargo Door: FLIGHT WITH CARGO DOOR OPENED OR REMOVED IS PROHIBITED Near Fuel Fi ller Caps: ~o G ~\~u~ RADE .AVIATION fUEL.~\ USABLE - 103 G~L. FAA Approved 1 November 1979 - - (~oiL402C Inside Wing Locker Doors: MAX BAGGAGE '.-' 200 LBS Inside Nose Baggage Doors: SECTION 2 LIMITATIONS Inside Left Nose Baggage Door: MAXIMUM BAGGAGE I I MAX, CAPACITY 350 LBS, LESS IOPTIONAL EQUIP, On Hydraulic Reservoir: MAX FULL- ADD - On Avionics Bay Door Forward Partition: MAXIMUM BAGGAGE I FAA Approved 1 November 1979 2-17/2-18 LIMITATIONS (PLACARD) , The following new placard is provided to identify that the airplane has been modified and show the proper switch positions for normal operation. It is located on the left cabin sidewall near the auxiliary fuel pump switches. NOTICE THE AUXILIARY FUEL PUMP SYSTEMS IN THlS AIRPLANE HAVE BEEN MOllifiED BY SERVICE BULLETIN MEBBB·3. AUX PUMP LOW FOR TAKEOFF, LANDING AND VAPOR ClEARING. AUX PUMP HIGH FOR ENGINE DRIVEN PUMP FAILURE • IVERY LOW OR NO fun PRESSI SEE EMERGENCY PROCEOURES. -.An additional placard which specifies TAKEOFF AND LAND WITH AUX· .ILlARY FUEL PUMPS LOW is provided to overlay an existing placard (if installed) near the fuel selectors which reads TAKEOFF AND LAND WITH AUXILIARY FUEL PUMPS ON. __ Itl' 1. The Limitations Section of the aircraft's Aircraft Flight Manual (AFM) by incorporating the following: "WARNING" Severe icing may resu.lt from environmental conditions outSide of those for which the aircraft is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (super cooled liquid water and ice crystals) may result in: • ice build-up on protected surfaces and exceed the capability of the ice protection system, or • ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and my seriously degrade the performance and controllability of the aircraft. During flight, severe icing ~onditions that exceed those for which the aircraft is certificated shall be detennined by the visual cues described below. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. The cues are: • unusually extensive ice accumulation on the airframe and windscreen in areas not normally observed to collect ice, and/or • accumulation of ice on the lower surface of the wing aft of the protected area, and/or • accumulation of ice on the engine nacelles and propeller spinners farther aft than normally observed. Since the auto-pilot, when installed and operating, may mask tactile cues that indicate adverse changes in handling characteristics, use of the auto- pilot is prohibited when any of the visual cues specified above exist, or when unusual lateral trim requirements or auto-pilot trim warnings are encounter d while the aIrcraft l~ lil iCiIl& conditions, f'j",:·1),5. I'JE.'tiM CUff.lEA All wing i iiijf.msJl~Qtioi! llghte m"stpeioJllCWiwPeRi to flight into knownor 0f4.~~t~9~ng-90n;ti~!9:n~,~~I?-igh~",This direction su r e es an relie rovili~'d b" 'an' Minf'm'tntt'-'E"Ht" - nt·Li6t . ~.'~,~~;':i:.~~"i;~~l,~OC .. :: .1.. ~.e',~,."~ <-I iJj~:;~:;·;4o I Gi\iJ! /\V:2tIGil, 03t&d ..I-:f..--:.p..r.-:::..tJ:t:7?i?.. page 2-19 2. The Normal Procedures Section of the AFM by incorporating the following: THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: • Visible rain at temperatures below 0 degrees Celsius ambient air temperature. • Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature. PROCEDURES FOR EXITING A SEVERE ICING ENVIRONMENT: (These procedures are applicable to allflight phases from take-off to landing.) Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing when visible moisture is present. • • • • --• • • Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the aircraft has been certificated. Avoid abrupt and excessive manoeuvring that may exacerbate control difficulties. Do not engage the autopilot. If the autopilot had previously been engaged, hold the control wheel firmly and disengage the autopilot. If an unusual roll response or un-commanded roll control movement is observed, reduce the angle-of-attack. Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area. If the flaps are extended, do not retract them until the airframe is clear of ice. • RepOli these weather conditions to Air Traffic Control. If the visual cues which are specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following: page 2-20 MODEL 402C SEGTlON 3 EMERGENCVPROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-1 EMERGENCY PROCEDURES 3-2 ABBREVIATED CHECKLIST 3-2 Airspeeds For sate Operation 3-2. Engine Inoperative Procedures 3-2 Fire Procedures 3-6 Emergency Descent Procedures 3-6 Emergency Landing Procedures 3-7 Fuel System Emergency Procedures 3·9 Electrical System Emergency Procedures 3-10 Avionics Bus Failure 3-10 Landing Gear Emergency Procedures 3-11 Flight Instruments Emergency Procedures 3-11 Air Inlet or Filter Icing Emergency Procedures 3-12 Propeller Synchrophaser 3-12 Emergency Exit Window Opening 3-12 Spins 3-12 AMPLIFIED EMERGENCY PROCEDURES 3-13 Airspeeds For Safe Operation 3-13. Engine Inoperative Procedures 3-14 Maximum Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-20 Fire Procedures 3·21 Emergency Descent Procedures 3-23 Emergency Landing Procedures 3-23 Fuel System Emergency Procedures 3-28 Electrica System Emergency Procedures . . . . . . . . . . . . . . . . .. 3-28 Avionics Bus Failure 3-29 Landing Gear Emergency Procedures 3-29 Flight Instruments Emergency Procedures 3-30 Air Inlet or Filter Icing Emergency Procedures 3·31 IPropeller Synchrophaser 3-31 Emergency Exit Window Opening 3·31 Nose Baggage Door Open on Takeoff 3-31 Spins 3-31 INTRODUCTION 'C=/ Section 3 of this handbook describes the recommended procedures for emergency situations. The first part of this section provides emergency procedural action required in an abbreviated checklist, form. Amplification of the abbreviated checklist is presented in the second part of this section . -'=:? ...-------NOTE-------., Refer to Section 9 of this handbook for amended operating limitations, operating procedures, performanpe data and other necessary information for airplanes equipped with specific options. 1 November 1979 Revision 4 - 1 December 1983 3-1 SECTION 3 EMERGENcY PROCEDURES EMERGENCY PROCEDURES ABBREVIATED CHECKLIST MODEL 402C Procedures in the Abbreviated Checklist portion of this section outlined in black 0 are immediate-action items and should be committed to memory. AIRSPEEDS FOR SAFE OPERATION Conditions: 1. Takeoff Weight 6850 Pounds 2. Landing Weight 6850 Pounds 3. Standard Day, Sea Level (1) Air Minimum Control Speed 80 KIAS (2) Intentional One Engine Inoperative Speed 95 KIAS (3) One Engine Inoperative Best Angle-ol,Cllmb Speed (Wing Flaps UP) 95 KIAS (4) One Engine Inoperative Best Rate-of,Cllmb Speed (Wing Flaps UP) 104 KIAS Figure 3·' ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE 1. Throttle - CLOSE. I 2. Mixture - IDLE CUT-OFF. '-.....:3.;,..---'P.;,.ro"'pe;..:.;,.lIe;;".r_-.;,.F.;;;E.;,.A.;,.T"'H"ER"'......: -' 4. Fuel Selector - OFF (Feel For Detent). 5. Auxiliary Fuel Pump - OFF. 6. Magneto Swttches - OFF. 7. Propeller Synchrophaser - OFF (Opuonal Syslem). 8. Attemator - OFF. 9. Cowl Flap - CLOSE. ENGINE FAILURE DURING TAKEOFF (Speed Below 95 KIAS or Gear Down) 1. Throttles - CLOSE IMMEDIATELY. 2. Brake or Land and Brake - AS REQUIRED. ENGINE FAILURE AFTER TAKEOFF (Speed Above 95 KIAS with Gear Up or In Transit) I 3-2 1. Mixtures - FULL RICH. 2. Propellers - FULL FORWARD. 3. Throttles - FULL FORWARD (39.0 Inches Hg.). 4. Landing Gear - CHECK UP. 5. Inoperative Engine: a Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. c. Propeller - FEATHER. 1 November 1979 Revision 5 - 18 March 1998 MODEL 402C (ABBREVIATED PROCEDURES) ~11UI'il .,j EMERGENCY PROCEDURES 6. Establish Bank - 50 toward operative engine. 7. Climb To Clear 50-Foot Obstacle - 95 KIAS. 8. Climb At One Engine Inoperative Best Rate-of-Climb Speed - 104 KIAS. 9. Trim Tabs - ADJUST 5° bank toward operative engine with approximately 1/2 ball slip indicated on the tum and bank indicator. 10. Cowl Flap - CLOSE (Inoperative Engine). 11. Inoperative Engine - SECURE as follows: a Fuel Selector - OFF (Feel For Detent). b. Auxiliary Fuel Pump - OFF. c. Magneto Switches - OFF. d. Alternator - OFF. 12. As Soon As Practical - LAND. ENGINE FAILURE DURING FLIGHT (Speed Above YMCA) 1. Inoperative Engine - DETERMINE. 2. Operative Engine - ADJUST as required. Before securing Inoperative Engine: 3. Fuel Flow - CHECK. If deficient position aUXiliary fuel pump to ON. 4. Fuel Selectors - MAIN TANKS (Feel For Detent). 5. Fuel Quantity - CHECK. 6. Oil Pressure and 011 Temperature - CHECK. 7. Magneto Switches - CHECK ON. 8. Mixture - ADJUST. Lean until manifOld pressure begins to increase, then enrichen as power increases. If Engine Does Not Start, Secure As Follows: 9. Inoperative Engine - SECURE. a ThrotUe - CLOSE. b. Mixture - IDLE CUT-OFF. Ic. Propeller - FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Auxiliary Fuel Pump - OFF. f. Magneto Switches - OFF. g. Propeller Synchrophaser - OFF (Optional System). h. Alternator - OFF. I. Cowl Flap - CLOSE. 10. Operative Engine - ADJUST. a Power - AS REQUIRED. b. Mixture - ADJUST for power. c. Fuel Selector - AS REQUIRED (Feel For Detent). d. Auxiliary Fuel Pump - ON. e. Cowl Flap - AS REQUIRED. 11. Trim Tabs - ADJUST 5° bank toward operative engine with approximately 1/2 ball slip indicated on the turn and bank indicator. 12. Electrical Load - DECREASE to minimum reqUired. 13. As Soon As Practical - LAND. r-------- NOTE ---------. Schedule fuel use such that an adequate amount of fuel is "available in the operative engine main tank for landing. Crossteed as required to maintain lateral balance within 120 pounds per side. When crossfeeding, maintain level flight, maintain attitude greater than 1000 feet AGL and position inoperative engine aUXiliary fuel pump to LOW. 1 November 1979 Revision 5 - 18 March 1998 3-3 SECllON 3 EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) ENGINE FAILURE DURING FLIGHT (Speed Below VMCA ) MODEL 402C 1. Rudder - APPLY towards operative engine. 2. Power - REDUCE to stop tum. 3. Pilch Attitude - LOWER NOSE to accelerate above YMCA) 4. Inoperative Engine Propeller - FEATHER. 5. Operative Engine· INCREASE POWER as airspeed increases above YMCA. 6. Inoperative Engine - SECURE. 7. Trim Tabs - ADJUST 50 bank toward operative engine with approximately 1/2 bail slip indicated on the turn and bank indicator. 8. Operative Engine Cowl Flap· AS REQUIRED. ENGINE INOPERATIVE LANDING 1. Fuel Selector - MAIN TANK (Feel For Detent). 2. Auxiliary Fuel Pump· ON (Operative Engine). 3. Alternate Air Control - IN. 4. Mixture - FULL RICH or lean as required for smooth operation. 5. Propeller Synchrophaser - OFF (Optional System). 6. Propeller - FULL FORWARD. 7. Approach - 108 KIAS with excessive altitude. 8. Landing Gear - DOWN within gliding distance of field. 9. Wing Flaps - DOWN when landing is assured. 10. Speed - DECREASE below 95 KIAS only ~ landing is assured. 11. Air Minimum Control Speed - 80 KIAS. ENGINE INOPERATIVE GO-AROUND (Speed Above 95 KIAS) WARNING Level flight may not be possible for certain combinations of weight, temperature and altitude. In any event, do not attempt an engine inoperative go-around after wing flaps have been extended beyond 15 0 . 1. Throttle· FULL FORWARD (39.0 Inches Hg.). 2. Wing Flaps - UP. 3. Positive Rate-ot-Climb - ESTABLISH. 4. Landing Gear - UP. 5. Cowl Flap - OPEN. 6. Cimb at One Engine Inoperative Best Rate-of-Climb Speed - 104 KIAS. 7. Trim Tabs - ADJUST 50 bank toward operative engine with approximately 1/2 bail slip indicated on the tum and bank indicator. 3-4 1 November 1979 MODEL 402C AIRSTART (ABBREVIATED PROCEDURES) ........... ''''''' .. 0.1 EMERGENCY PROCEDURES ---./ Airplane Without Optional Propeller Unleatt1ering System: 1. Auxiliary Fuel Pump - CHECK OFF. lION or LOW, purge engine by turning OFF auxiliary fuel pump, mixture to IDLE CUT-OFF. throttle full open, magneto switches OFF, and rotating engine 15 revolutions with starter. 2. Magneto Switches - ON. 3. Fuel Selector - MAIN TANK (Feel For Detent). 4. Throttle - FORWARD approximately· one and one-half inches. 5. Mixture - FULL RICH then retard approximately two inches. 6. Propeller - FORWARD 01 detent 7. Starter Button - PRESS. 8. Primer Switch - ACTIVATE. 9. Starter and Primer Switch - RELEASE when engine fires. , O. Auxiliary Fuel Pump - LOW. , 1. Mixture - ADJUST for smooth engine operation. 12. Power - INCREASE after cylinder head temperature reaches 200°F with gradual mixture enrichment as power increases. 13. Cowl Flap - AS REQUIRED. 14. Alternator - ON. Airplane With Optional Propeller Unleathering System: 1. Auxiliary Fuel pump - CHECK OFF. lION or LOW, purge engine by turning OFF auxiliary fuel pump, mixture to IDLE CUT-OFF, throttle full open, magneto switches OFF, and rotating engine 15 revolutions with starter. 2. Magneto Switches - ON. 3. Fuel Selector - MAIN TANK (Feel For Detent). 4. Throttle - FORWARD approximately one and one-half inches. 5. Mixture ,. FULL RICH then retard approximately two inches. 6. Propeller - FULL FORWARD. 7. Propeller - RETARD to detent when propeller reaches 1000 RPM. 8. Auxiliary Fuel Pump - LOW. 9. Mixture - ADJUST lor smooth engine operation. 10. Power - INCREASE after cylinder head temperature reaches 200°F with gradual mixture enrichment as power increases. 11. Cowl Flap - AS REQUIRED. 12. Alternator - ON. BOTH ENGINES FAILURE DURING CRUISE FLIGHT 1. Wing Flaps - UP. 2. Landing Gear - UP. 3. Propellers - FEATHER. 4. Cowl Flaps - CLOSE. 5. Airspeed - 117 KIAS (See Figure 3-3). 6. Landing - ReIer to FORCED LANDING (Complete Power Loss) in this section. 1 November 1979 3-5 SECTION 3 EMERGENCYPROCEOURES (ABBREVIATED PROCEDURES) MODEL 402C FIRE PROCEDURES FIRE ON THE GROUND (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To Stop) 1. ThroWes - CLOSE. 2. Brakes - AS REQUIRED. 3. Mixtures - IDLE CUT -OFF. 4. Battery - OFF (Use Gang Bar). 5. Magnetos - OFF (Use Gang Bar). 6. Evacuate airplane as soon as practical. IN FLIGHT WING OR ENGINE FIRE I 1. 2. 3. 4. Both Auxiliary Fuel Pumps· OFF. Operative Engine Fuel Selector - MAIN TANK (Feel For Detent). Emergency Crossfeed Shutoff - OFF (PUll Up). Appropriate Engine - SECURE. a Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. c. Propeller - FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Cowl Flap - CLOSE. f. Magnetos - OFF. g. Propeller Synchrophaser - OFF (Optional Sysfem). h. Alternator - OFF. 5. Cabin Heater - OFF. 6. Land and evacuate airplane as soon as practical. INFLIGHT CABIN ELECTRICAL FIRE OR SMOKE 1. Electrical Load - REDUCE to minimum required. 2. Fuel Selectors - MAIN TANK (Feel For Detent). 3. Emergency Crossfeed Shutoff - OFF (Pull Up). 4. Attempt to isolate the source of fire or smoke. 5. Wemacs - OPEN. 6. Cabin Air Controls - OPEN all vents, including windshield dOOosL CLOSE if intensity of smoke increases. ICAUTION\ ------, Opening the foul weather Windows or emergency exit window will create a draft in the cabin and may intensify a fire. 7. Land and evacuate airplane as soon as practical. EMERGENCY DESCENT PROCEDURES PREFERRED PROCEDURE 1. Throttles - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST for smooth engine operation. 4. Wing Flaps - UP. 5. Landing Gear - UP. 6. Moderate Bank - INITIATE. 7. AirSpeed - 230 KIAS. 1 November 1979 3-6 Revision 5 - 18 March 1998 G;"', 402C MODEL (ABBREVIATED PROCEDURES) SECTION 3 EMERGENCY PROCEDURES IN TURBULENT ATMOSPHERIC CONDITIONS I. Throttles - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST for smooth engine operation. 4. Wing Flaps - DOWN 45°. 5. Landing Gear - DOWN. 6. Moderate Bank - INITIATE. 7. Airspeed - 149 KIAS. EMERGENCY LANDING PROCEDURES FORCED LANDING (With Power) I. Landing Site - CHECK. Overfly site at 105 KIAS and IS° wing flaps. 2. Landing Gear - DOWN if surface is smooth and hard. a. Nonnal Landing - INITIATE. Keep nosewheel off ground as long as practical. 3. Landing Gear - UP if surface is rough or soft. a. Approach - 105 KIAS with 15° wing flaps. b. All Switches Except Magnetos - OFF. c. Mixture, - IDLE CUT-OFF. Id. Magneto Switches - OFF. e. Fuel Selectors - OFF (Feel For Detent). f. Emergency Crossfeed Shutoff - OFF (Pull Up). g. Landing Attitude - NOSE HIGH. FORCED LANDING (Complete Power Loss) 1. Mixtures - IDLE CUT-OFF. 2. Propellers - FEATHER. 3. Fuel Selectors - OFF (Feel For Detent). 4. Emergency Crossfeed Shutoff - OFF (Pull Up). 5. All Switches Except Battery - OFF. 6. Approach - 120 KIAS. 7. If Smooth and Hard Surface: a. Landing Gear - DOWN within gliding distance of field. (1) Landing Gear Switch - DOWN. (2) GEAR HYD Circuit Breaker - PULL. (3) Emergency Gear Extension T-Handle - PULL. (4) Gear Down Lights - ON; Unlocked Light - OFF. (5) Gear Warning Horn - CHECK. b. Wing Flaps - AS REQUIRED. c. Approach - 105 KIAS. d. Battery Switch - OFF. e. Nonna' Landing - INITIATE. Keep nosewheel off ground as long Ias practical. B. If Rough or Soft Surface: a. Landing Gear - UP. b. Wing Flaps - DOWN 15°. c. Approach - IDS KIAS. d. Battery Switch - OFF. e. Landing Attitude - NOSE HIGH. I 1 November 1979 Revision 2 - 3 Aug 19BI 3-7 SECTION 3 EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) (~o~l402C LANDING WITH FLAT MAIN GEAR TIRE 1. Landing Gear - Leave DOWN. 2. Fuel Selectors - SELECT main tank on same side as defective tire; feel for detent. ~, 3. Fuel Selectors - MAIN TANKS (Feel For Detent) before landing. 4. Wind should be headwind or crosswind opposite the defective tire. 5. Wing Flaps - DOWN 450. 6. In approach, align airplane with edge of runway opposite the defective tire, allowing room for a mild turn in the landing roll. 7. Land slightly wing low on the side of the inflated tire and lower the nosewheel to the ground immediately for positive steering. 8. Use full aileron in landing roll to lighten the load on the defec- _~ tive tire. 9. Apply brakes only on the inflated tire to minimize landing roll and maintain directional control. 10. Stop airplane to avoid further damage unless active runway must be cleared for other traffic. LANDING WITH DEFECTIVE MAIN GEAR 1. Fuel Selectors - SELECT main tank on the same side as defective gear; feel for detent. 2. Fuel Selectors - MAIN TANKS (Feel For Detent) before landing. 3. Emergency Cross feed Shutoff - OFF (Pull Up). 4. Wind - HEADWIND or crosswind opposite defective gear. 5. Landing Gear - DOWN. 6. Wing Flaps - DOWN 450. 7. Approach - ALIGN AIRPLANE with the edge of runway opposite the defective landing gear. 8. Battery Switch - OFF. 9. Land wing low toward operative landing gear. Lower nosewheel immediately for positive steering. 10. Ground Loop - INITIATE into defective landing gear. 11. Mixtures - IDLE CUT-OFF. 12. Use full aileron in landing roll to lighten the load on the defec- tive gear. 13. Apply brakes only on the operative landing gear to hold desired rate of turn and shorten landing roll. 14. Fuel Selectors - OFF (Feel For Detent). 15. Airplane - EVACUATE. LANDING WITH FLAT NOSE GEAR TIRE 1. Landing Gear - Leave DOWN. 2. Passengers and Baggage - MCVE AFT. 3. Approach - 105 KIAS with 15° wing flaps. 4. Landing Attitude - NOSE HIGH. 5. Nose - HOLD OFF during landing roll. 6. Brakes - MINIMUM in landing roll. 7. Throttles - RETARD in landing roll. 8. Control Wheel - FULL AFT until airplane stops. 9. Minimize additional taxiing to prevent further damage. c.".~402C MODEL (ABBREVIATED PROCEDURES) SECTION 3 EMERGENCY PROCEDURES LANDING WITH DEFECTIVE NOSE GEAR 1. If Smooth and Hard Surface: a. Baggage and Passengers - MOVE AFT. b. Landing Gear - DOWN. c. Approach - 105 KIAS with 15" wing flaps. d. All Switches Except Magnetos - OFF. e. Landing Attitude - NOSE HIGH. f. Mixtures - IDLE CUT-OFF. g. Magneto Switches - OFF. h. Nose - LOWER as speed dissipates. 2. If Rough or Sod Surface: a. Landing Gear - UP. b. Approach - 105 KIAs with 15" wing flaps. c. All Switches Except Magnetos - OFF. d. Landing Attitude - NOSE HIGH. e. Mixtures - IOLE CUT-OFF. f. Magneto Switches - OFF. g. Fuel Selectors - OFF (Feel For Detent). h. Emergency Cross feed Shutoff - OFF (Pull Up). LANDING WITHOUT FLAPS (60 Extension) I 1. Mixtures - FULL RICH or lean as required for smooth operation. 2. Propellers - FULL FORWARD. 3. Fuel Selectors - MAIN TANKS (Feel For Detent). 4. Minimum Approach Speed - 108 KIAS (See Figure 5-25). 5. Landing Gear - DOWN. DITCHING 1. Landing Gear - UP. 2. Approach - HEADWIND if high winds. PARALLEL to SWELLS if light wind and heavy swells. 3. Wing Flaps - DOWN 45°. 4. Power - AS REQUIRED (300 Feet Per Minute Descent). 5. Airspeed - 95 KIAS minimum. 6. Attitude - DESCENT ATTlniDE through touchdown. FUEL SYSTEM EMERGENCY PROCEDURES ENGINE-DRIVEN FUEL PUMP FAILURE 1. Fuel Selector - MAIN TANK (Feel For Detent). 2. Auxiliary Fuel Pump - ON. 3. Mixture - FULL RICH. Adjust fuel flow to coincide with power setting. 4. Cowl Flap - AS REQUIRED. 5. As Soon As Practical - LAND. 6. Crossfeed is unusable if the other engine is operating. 1 November 1979 Revision 2 - 3 Aug 1981 3-9 (ABBREVIATED PROCEDURES) ~El402C ELECTRICAL SYSTEM EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES I ALTERNATOR FAILURE ($;n910) J. Electrical Load - REDUCE. 2. If Circuit Breaker ;s tripped: a. Turn off affected alternator. b. Reset affected alternator circuit breaker. c. Turn on affected alternator switch. d. If circuit breaker reopens. turn off alternator. 3. If Circuit Breaker does not trip: a. Select affected alternator on Yoltamweter and monitor output. b. If output is normal and failure light remains on, disregard fa i 1 i nd; ca ti on and have ; nd; ca tor checked after 1a nd; ng. c. If output is insufficient, turn off alternator and reduce electrical load to one alternator capacity. d. If complete loss of alternator output occurs, check field fuse and replace if necessary. e. If an intermittent light indication accompanied by voltammeter fluctuation is observed, turn off affected alternator and reduce load to one alternator capacity. f. Restrict load on remaining alternator to 80% of rated load. ALTERNATOR FAILURE (Dual) 1. Electrical Load - REDUCE. 2. If Circuit Breakers are tripped: a. Turn off alternators. b. Reset circuit breakers. c. Turn on left alternator and monitor output on voltammeter. d. If alternator is charging, leave it on. Disregard failure light if still illuminated. e. If still inoperative, turn off left alternator. f. Repeat steps c through e for right alternator. g. If circuit breakers reopen, prepare to terminate flight. 3. If Circuit Breakers have not tripped: a. Turn off alternators. b. Check field fuses and replace as required. c. Turn on left alternator and monitor output on voltammeter. d. If alternator is charging, leave it on. Disregard failure light if still illuminated. e. If still inoperative, turn off left alternator. f. Repeat steps c through e for right alternator. g. If both still inoperative, turn off al ternators and turn on emergency power alternator field switch. h. Repeat steps c through e for each alternator. i. If still inoperative, turn off alternators, nonessential elec- trical items and prepare to terminate flight. AVIONICS BUS FAILURE 1. Avionics Bus Switch - OFF. 2. Emergency Power Avionics Bus Switch - ON. 1 November 1979 MODEL 402C EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) _ ..",,/ LANDING GEAR EMERGENCY PROCEDURES HYD PRESS LIGHT REMAINS ILLUMINATED AFTER GEAR CYCLE 1. Landing Gear Switch - RAPIDLY RECYCLE. 2. If HYD PRESS light still illuminated: a Landing Gear - DOWN. b. GEAR HYD Circuit Breaker - PULL. c. If HYD PRESS light remains illuminated - LAND as soon as practical tolprevent damage to the hydraulic systems and/or components. LANDING GEAR DOWN AND LOCKED LIGHT ILLUMINATED WITH GEAR HANDLE UP AND HYD PRESS LIGHT OUT 1. Pertorm "LANDING GEAR WILL NOT EXTEND HYDRAULICALLY" Checklist. LANDING GEAR WILL NOT EXTEND HYDRAULICALLY 1. Airspeed ~ 130 KIAS or less. 2. Landing Gear Switch - DOWN. 3. GEAR HYD Circuit Breaker - PULL. 4. Emergency Gear Extension T-Handle - PULL. 5. Gear Down Lights - ON; Unlocked Light - OFF. 6. If Main Gear does not lock down - YAW AIRPLANE. Airtoads will lock main gear down II uplocks have released. 7. Gear Warning Hom - CHECK. 8. As soon as praeticai - LAND .------lcAuTION\-------, The landing gear cannot be retracted in flight once the emergency gear extension T-handle has been pulled. Ground servicing is required. LANDING GEAR WILL NOT RETRACT HYDRAULICALLY 1. Landing Gear Switch - DOWN. 2. Gear Down Lights - ON; Unlocked Light - OFF. 3. Gear Warning Horn - CHECK. 4. As soon as practical - LAND. FLIGHT INSTRUMENTS EMERGENCY PROCEDURES VACUUM PUMP FAILURE (Attitude and Directional Gyros) 1. Failure indicated by left or right red failure button exposed on vacuum gage. 2. Automatic valve will select operative source. 3. Vacuum Pressure - CHECK proper vacuum from operative source. OBSTRUCTION OR ICING OF STATIC SOURCE: 1. Alternate Static Source - OPEN. -----...,.-./ 2. Excess Altitude and Airspeed - MAINTAIN to compensate for change in caiibration. (See Figures 5-2 and 5-4) 1 November 1979 Revision 4 - 1 December 1983 3-11 SECTION 3 EMERGENCY PROCEDURES (ABBREVIATED PROCEDURES) AIR INLET OR FILTER ICING EMERGENCY PROCEDURES MODEL 402C 1. Alternate Air Control(s) - PULL OUT. 2. Propeller(s) - INCREASE (2550 RPM for normal cruise). 3. Mixture(s) - LEAN as required. IL.- ----' PROPELLER SYNCHROPHASER ENGINE INOPERATIVE PROCEDURE 1. Propeller Synchrophaser - OFF (Optional System). SYNCHROPHASER FAILURE: 1. Propeller Synchrophaser - OFF (Optional System). 2. Propeller Synchrophaser Circutt Breaker - PULL (Optional System). EMERGENCY EXIT WINDOW OPENING 1. Emergency Release Handle Plastic Cover - PULL OFF. 2. Safely Clip - PUSH FORWARD. 3. Emergency Release Handle - PULL FULL AFT. 4. Emergency Extt Window - PUSH OUT and UP until the uplOCk brace holds the window open. SPINS 1. Throttles - CLOSE IMMEDIATELY. 2. Ailerons - NEUTRALIZE. 3. Rudder - HOLD FULL RUDDER oppostte the direction of rotation. 4. Control Wheel - FORWARD BRISKLY, 1/2 tum of spin alter applying full rudder. 5. Inboard Engine - INCREASE POWER to slow rotation (if necessary). After rotation has stopped: 6. Rudder - NEUTRALIZE. 7. Inboard Engine (II used) - DECREASE POWER to equalize engines. 8. Control Wheel - PULL to recover from resultant dive. Apply smooth steady control pressure. 3-12 1 November 1 979 Revision 5 - 18 March 1998 MODEL 402C .,;> ,. ... EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) I AMPLIFIED EMERGENCY PROCEDURES r-------NOTE------....., A complete knowledge of the procedures set forth in this section will enable the pilot to cope with various emergencies that can be encountered; however, this does not diminish the fact that the primary responsibility of the pilot is to maintain control at all times. Good judgment and precise action are essential and can only be developed through frequent practice of emergency and simulated engine inoperative procedures. The pilot must have a thorough knowledge of all emergency procedures SO that in the event of an emergency, reaction will be precise and done with confidence. This is required so the pilot can cope with the demands of an emergency situation. AIRSPEEDS FOR SAFE OPERATION The most critical time for an engine failure condition in a multi-engine airplane is during a two or three second period late in the takeoff run while the airplane is accelerating to a safe engine failure speed. A detailed knowledge of recommended engine inoperative airspeeds is essential for safe operation of the airplane. The airspeed indicator is marked with a red radial at the air minimum control speed and a blue radial at the one engine inoperative best rate~of-climb speed to facilitate instant recognition. The following paragraphs present a detailed discussion of the problems associated with engine failures during takeoff. AIR MINIMUM CONTROL SPEED The multi-engine airplane must reach the air minimum control speed (80 KIAS) before full control deflections can counteract the adverse rolling and yawing tendencies associated with one engine inoperative and full power operation on the other engine. This speed is indicated by a red radial on the airspeed indicator. INTENTIONAL ONE ENGINE INOPERATIVE SPEED Although the airplane is controllable at the air minimum control speed, the airplane performance is so far below optimum that continued flight near the ground is improbable. A ,,-/ more suitable intentional one engine inoperative speed is 95 KIAS. At this speed, attitude can be maintained more easily while the landing gear is being retracted and the propeller is being feathered. ONE ENGINE INOPERATIVE BEST ANGLE·Of·CLIMB SPEED The one engine inoperative best angle-Qf-climb speed becomes important when there are obstacles ahead on takeoff. Once the one engine inoperative best angle-of-climb speed is ~ reached, altitude becomes more important than airspeed until the obstacle is cleared. The one engine inoperative best angle-at-climb speed is approximately 95 KIAS with wing flaps and landing gear up. 1 November 1979 Revision 4 - 1 December 1983 3-13 SECTION 3 EMERGENCY PROCEDURES MODEL 402C I I (AMPLIFIED PROCEDURES) ONE ENGINE INOPERATIVE BEST RATE·OF·CLIMB SPEED The one engine inoperative best rate-af-climb speed becomes important when there are no obstacles ahead on takeoff, or when it is difficult to maintain or gain attitude in one engine inoperative emergencies. The one engine inoperative best rate-af-climb speed is 104 KIAS wtth wing flaps and landing gear up. This speed is indicated by a blue radial on the airspeed indicator. The variations of wing flaps up one engine inoperative best rate-af-climb speed with altitude are shown in Section 5. For one engine inoperative best climb performance, the wings should be banked 50 toward the operative engine with approximately 1/2 ball slip indicated on the tum and bank indicator. ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE 1. Throttle - CLOSE. 2. Mixture - IDLE CUT -OFF. 3. Propeller - FEATHER. 4. Fuel Selector - OFF (Feel For Detent). 5. Auxiliary Fuel Pump· OFF. 6. Magneto Switches - OFF. 7. Propeller Synchrophaser - OFF (Optional System). 8. Alternator - OFF: 9. Cowl Flap - CLOSE. ENGINE FAILURE DURING TAKEOFF (Speed Below 95 KIAS or Gear Down) 1. Throttles - CLOSE IMMEDIATELY. 2. Brake or Land and Brake - AS REQUIRED. r------- NOTE -------., The distance required for the airplane to be accelerated from a standing start to 95 KIAS on the ground. and to decelerate to a stop with heavy braking, is presented in the Acceterate Stop Distance Chart in Section 5 for various combinations of conditions. ENGINE FAILURE AFTER TAKEOFF (Speed Above 95 KIAS with Gear Up or in Transit) 1. Mixtures - FULL RICH. 2. Propellers· FULL FORWARD. 3. Throttles - FULL FORWARD (39.0 Inches Hg.). 4. Landing Gear· CHECK UP. 5. Inoperative Engine: a Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. c. Propeller - FEATHER. 6. Establish Bank - 50 toward operative engine. 7. Climb to Clear 50-Foot Obstacle· 95 KIAS. 3-14 1 November 1979 Revision 5 - 18 March 1998 (AMPLIFIED PROCEDURES) SECTION 3 EMERGENCY PROCEDURES ADJUST 5° bank toward operative engine with approxi- mately 1/2 ball slip indicated on the turn and bank indicator. Cowl Flap - CLOSE (Inoperative Engine). Inoperative Engine - SECURE as follows: a. Fuel Selector - OFF (Feel For Detent). b. Auxiliary Fuel Pump - OFF. c. Magneto Switches - OFF. d. Alternator Switch - OFF. As Soon as Practical - LAND. Cl imb at One Engine Inoperative Best Rate-of-Cl imb Speed - 104 KIAS. 9. Trim Tabs 8. 10. II. 12. Upon engine failure after reaching 95 KIAS on takeoff, the multi-engine pilot has a significant advantage over a single-engine pilot, for he has a choice of stopping or continuing the takeoff. This would be similar to the choice facing a single-engine pilot who has suddenly lost slightly more than half of his takeoff power. In this situation, the single·engine pilot would be extremely reluctant to continue the takeoff if he had to cl imb over obstructions. However, if the failure occurred at an altitude as high or higher than surrounding obstructions, he would feel free to maneuver for a landing back at the airport. Fortunately, the airplane accelerates through this "area of decision" in just a few seconds. However, to make an intelligent decision in this type of emergency, one must consider the field length, obstruction height, field elevation, air temperature, headwind, and takeoff weight. The flight paths illustrated in Figure 3-2 indicate that the "go no-go area of decision" is bounded by: (1) the point at which 95 KIAS is reached and (2) the point where the obstruction altitude is reached. An engine failure in this area reqUires an immediate decision. Beyond this area, the airplane, within the limitations of one engine inoperative climb performance shown in Section 5 •• may be maneuvered to a landing back at the airport. ENGINE FAILURE DURING TAKEOFF GO NO-GO DECISION ,."~-' J GO NO-GO 95 KtAS .• ,AREA OF ,,,DECISION NORMAL TAKEOFF ., Fi9ure 3-2 I November 1979 Revision 4 - 1 December 1983 3-15 SECTION 3 EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) ~~,A02C At sea level standard day, with zero wind and 6850 pounds weight, the distance to accelerate to 95 KIAS and stop is 3731 feet, while the total unobstructed distance required to takeoff and climb over a 50-foot obstacle after an engine failure at 95 KIAS is 3058 feet. This total distance over an obstacle can be reduced sl ightly under more favorable conditions of weight, headwind, Or obstruction height. However, it is recommended that ,~ in most cases it would be better to di scontinue the takeoff, since any Islight mismanagement of one engine inoperative procedure would more than offset the small di stance advantage offered by continuing the takeoff. Still higher field elevations will cause the engine failure takeoff dis- tance to lengthen d1 sproportionately until the al titude is reached where a successful takeoff is improbable unless the airspeed and height above the runway at engine failure are great enough to allow a sl ight deceleration and altitude loss while the airplane is being prepared for an engine inop- ---=---.... erative cl imb. Du ri ng engi ne i nopera ti ve takeoff procedures over an ob stac 1e, on 1y one condition presents any appreciable advantage; this is headwind. A decrease of approximately 2% in ground distance required to clear a 50-foot obstacle can be gained for each 4 knots of headwind. Excessive speed above one engine inoperative best rate-of-climb speed at engine failure is not nearly as advantageous as one might expect since deceleration is rapid and ground ~ distance is used up quickly at higher speeds while the airplane is being cleaned up for climb. However, the extra speed is important for control la- bil ity. The fol lowing facts should be used as a guide at the time of engine failure during takeoff: (1) discontinuing a takeoff upon engine failure is ~ advisable under most circumstances; (2) altitude is more valuable to safety after takeoff than is airspeed in excess of the one engine inoperative best rate-of-climb speed since excess airspeed is lost much more rapidly than is altitude; (3) climb or continued level flight at moderate altitude is improbable with the landing gear extended and the propeller windmilling; (4) in no case should the airspeed be allowed to fall below the intentional /~~ one engine inoperative speed, even through altitude is lost, since this speed will always provide a better chance of cl imb, or a smaller altitude loss, than any lesser speed; and (5) if the requirement for an immediate cl imb is not present, allow the airplane to accelerate to the one engine inoperative best rate-of-climb speed as this is the optimum climb speed and will always provide the best chance of climb or least altitude loss. ,..-----IWARNING~ ~..~ The propeller on the inoperative engine must be feathered, landing gear retracted and wing flaps up or continued flight may be impossible. 3-16 1 November 1979 Revi sion 4 - 1 December 1983 MODEL 402C ENGINE OVERSPEED EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) Should an overspeed condition occur, the pilot should reduce airspeed as quickly as possible by closing both throttles. On reaching an airspeed below 120 KIAS and above the one engine inoperative best rate-of-climb speed (Blue Radial). set the propeller control on the overspeeding engine for feather. If the propeller will not feather, the power on the normally operating engine should be advanced to maximum and the power on the over-speeding engine should be advanced to 50 RPM below the maximum allowable RPM (Red Line). Maintain the one engine inoperative best rate-at-climb speed (Btue Radial) and land as soon as practical. This will provide more than zero thrust at altitudes up to approximately 10,000 feet During landing, the application of partial throttle on the malfunctioning engine (within limits of the tachometer red line) will minimize asymmetrical thrust. ENGINE FAILURE DURING FLIGHT (Speed Above Air Minimum Control Speed) 1. Inoperative Engine - DETERMINE. Idle engine same side as idle foot. 2. Operative Engine - ADJUST as required. Before Securing Inoperative Engine: 3. Fuel Flow - CHECK. If deficient position auxiliary fuel pump switch to ON. 4. Fuel Selectors - MAIN TANKS (Feel For Detent). 5. Fuel Quantity - CHECK. Switch to opposite MAIN TANK if necessary. 6. Oil Pressure and Oil T emperature ~ CHECK. Shutdown engine if oil pressure is low. 7. Magneto Switches - CHECK ON. 8. Mixture - ADJUST. Lean until manifold pressure begins to increase then enrichen as power increases. If Engine Does Not Start, Secure As Follows: 9. Inoperative Engine - SECURE. a Throttle - CLOSE. b. Mixture - IDLE CUT-OFF. Ic. Propeller - FEATHEA. d. Fuel Selector - OFF (Feel For Detent). e. Auxiliary Fuel Pump - OFF. f. Magneto Switches - OFF. . g. Propeller Synchrophaser - OFF (Optional System). h. Alternator Switch - OFF. i. Cowl Flap - CLOSE. 10. Operative Engine - ADJUST. a Power - AS REQUIRED. b. Mixture - ADJUST for power. c. Fuel Selector - AS REQUIRED (Feel For Detent). d. Auxiliary Fuel Pump - ON. e. Cowl Fiap - AS REQUIRED. 11. Trim Tabs - ADJUST 5' bank toward operative engine with approximately 1/2 bali slip indicated on the tum and bank indicator. 12. Electrical Load - DECREASE to minimum required. 1 November 1979 Revision 5 - 16 March 1996 3-17 SECTION 3 EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) 13. As Soon As Practical - LAND. MODEL 402C r---------NDTE--------...., Schedule fuel use such that an adequate amount of fuel is available in the operative engine main tank for landing. Crossfeed as required to maintain lateral balance within 120 pounds per side. When crossteeding, maintain level flight, maintain altitude greater than 1000 feet AGL and position inoperative engine auxiliary fuel pump to LOW. ENGINE FAILURE DURING FLIGHT (Speed Below Air Minimum Control Speed) 1. Rudder - APPLY towards operative engine. 2. Power - REDUCE to stop turn. 3. Pitch Attitude - LOWER NOSE to accelerate above VMCA . 4. Inoperative Engine Propeller - FEATHER. 5. Operative Engine - INCREASE POWER as airspeed increases above air minimum control speed. 6. Inoperative Engine - SECURE. 7. Trim Tabs - ADJUST 5° bank toward operative engine wi1h approximately 1/2 ball slip indicated on the turn and bank indicator. 8. Operative Engine Cowl Flap - AS REQUIRED. ENGINE INOPERATIVE LANDING: 1. Fuel Selector - MAIN TANK (Feel For Detent). 2. Auxiliary Fuel Pump - ON (Operative Engine). 3. Allernate Air Control - IN. 4. Mixture - FULL RICH or lean as required for smooth operation. 5. Propeller Synchrophaser - OFF (Optional System). 6. Propeller - FULL FORWARD. 7. Approach at 108 KIAS with excessive aIIrtude. 8. Landing Gear - DOWN within gliding distance of field. 9. Wing Flaps - DOWN when landing is assured. 10. Decrease speed below 95 KIAS only if landing is assured. 11. Air Minimum Control Speed - 80 KIAS. ENGINE INOPERATIVE GO-AROUND (Speed Above 95 KIAS) .WARNING Level flight may not be possible for certain combinations of weigh~ temperature and altitude. In any event, do not attempt an engine inoperative go·around after wing flaps have been extended beyond 15 0. 1. If absolutely necessary and speed Is above 95 KIAS, increase engine speed to 2700 RPM and apply full throttle. 2. Wing Flaps - UP (If Extended). 3. Positive Rate-of-Cllmb - ESTABLISH. 4. Landing Gear - UP. 5. Cowl Flap - OPEN. 6. Climb at 104 KIAS (95 KIAS With Obstacles Directiy Ahead). 7. Trim Tabs - ADJUST 5° bank toward operative engine with approximately 1/2 ball slip indicated on the tum and bank indicator. 3-18 1 November 1979 (AMPLIFIED PROCEDURES) SECTION 3 EMERGENCY PROCEDURES AIRSTART (Afte, Feathedng) Airplane Without Optional Propeller Unfeathering System: I. Auxiliary Fuel Pump - CHECK OFF. If ON or LOW, purge engine by turning OFF auxiliary fuel pump, mixture to IDLE CUT-OFF, throttle full open, magneto switches OFF, and rotating engine 15 revolu- tions with starter. 2. Magneto Switches - ON. 3. Fuel Selector - MAIN TANK (Feel For Detent). 4. Throttle - FORWARD approximately one and one-half inches. 5. Mixture - FULL RICH then retard approximately two inches. 6. Propeller - FDRWARD of detent. 7. Starter Button - PRESS. 8. Primer Switch - ACTIVATE. 9. Starter and Primer Switch - RELEASE when engine fires. 10. Auxiliary Fuel Pump - LOW. 11. Mixture - ADJUST for smooth engine operation. 12. Power - INCREASE after cylinder head temperature reaches 200 0 F with gradual mixture enrichment as power increases. 13. Cowl Flap - AS REQUIRED. 14. Alternator - ON. Airplane With Optional Propeller Unfeathering System: I. Auxiliary Fuel Pump - CHECK OFF. If DN or LOW, purge engine by turning OFF auxiliary fuel pump, mixture to IDLE CUT-OFF, throttle full open, magneto switches OFF, and rotating engine 15 revolu- tions with starter. 2. Magneto Switches - ON. 3. Fuel Selector - MAIN TANK (Feel For Detent). 4. Throttle - FORWARD approximately one and one-half inches. 5. Mixture - FULL RICH then retard approximately two inches. 6. Propeller - FULL FORWARD. r-------- NOTE ----------, The propeller will automatically windmill when the propeller lever is moved out of the FEATHER position. 7. Propeller - RETARD to detent when propeller reaches 1000 RPM. 8. Auxiliary Fuel Pump - LOW. 9. Mixture ~ ADJUST for smooth engine operation. 10. Power - INCREASE after cylinder head temperature reaches 200 0 F with gradual mixture enrichment as power increases. II. Cowl Flap - AS REQUIRED. 12. Alternator - ON. I November 1979 3-19 SECTION 3 EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) BOTH ENGINES FAILURE DURING CRUISE FLIGHT 1. Wing Flaps - UP. 2. Landing Gear - UP. 3. Propellers - FEATHER. 4. Cowl Flaps - CLOSE. 5. Airspeed - 117 KIAS (See Figure 3-3) . .--------NOTE----------. Vacuum instruments will be inoperative. Electrical power available will be limited to the amount of energy contained in the battery. 6. Landing - Refer to FORCED LANDING (Complete Power Loss) in this section. MAXIMUM GLIDE In the event of an all engines failure condition, maximum gliding dis- tance can be obtained by feathering both propellers, and maintaining approximately 117 KIAS with landing gear and wing flaps up. The speed which provides the lI absolute maximumll glide distance varies with weight as shown in Figure 3-3. MAXIMUM GLIDE CONDITIONS: 1. landing Gear - UP. 2. Wing Flaps - UP. 3. Propellers - FEATHERED. 4. Cowl Flaps - CLOSED. 5. Best Glide Speed. 6. Zero Wind. BEST GLIDE SPEED WEIGHT POUNDS KIAS 6850 117 6500 114 6000 110 5500 105 5000 100 a 10 20 GROUND DISTANCE Figure 30 40 NAUTICAL MILES 3-3 50 52847014 MODEL 402C SECTION 3 EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) FIRE PROCEDURES Refer to Section 9 if Fire Detection and Extinguishing System is installed. FIRE ON THE GROUND (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To Stop) 1. Throttles - CLOSE. 2. Brakes - AS REQUIRED. 3. Mixtures - IDLE CUT-OFF. 4. Battery - OFF (Use Gang Bar). 5. Magnetos - OFF (Use Gang Bar). 6. Evacuate airplane as soon as practical. INFLIGHT WING OR ENGINE FIRE 1. Both Auxiliary Fuel Pumps - OFF. 2. Operative Engine Fuel Selector - MAIN TANK (Feel For Detent). 3. Emergency Crossteed Shutoff - OFF (Pull Up). 4. Appropriate Engine - SECURE. a ThrotUe - CLOSE. b. Mixture - IDLE CUT -OFF. Ic. Propeller - FEATHER. d. Fuel Selector - OFF (Feel For Detent). e. Cowl Flap - CLOSE. f. Magnetos - OFF. g. Propeller Synchrophaser - OFF (Optional System). h. Allemator - OFF. 5. Cabin Heater - OFF. 6. Land and evacuate airplane as soon as practical. INFLIGHT CABIN ELECTRICAL FIRE OR SMOKE 1. Electrical Load - REDUCE to minimum required. 2. Fuel Selectors - MAIN TANK (Feel For Detent). 3. Emergency Crossteed Shutoff - OFF (Pull Up). "'--,,-/ 4. Attempt to isolate the source of fire or smoke. 5. Wemacs - OPEN. 6. Cabin Air Controls - OPEN all vents including windshield defrost CLOSE if intensity of smoke increases . .....----ICAUTION!------. Opening the foul weather windows or emergency exit window will create a draft in the cabin and may intensify a fire. ,-.=' 7. Land and evacuate airplane as soon as practical. 1 November 1979 Revision 5 - 18 March 1998 3-21 SECTION 3 EMERGENCY PROCEDURES MODEL 402C (AMPLIFIED PROCEDURES) SUPPLEMENTARY INFORMATION CONCERNING AIRPLANE FIRES With the use of modern installation techniques and material, the probability of an airplane fire occurring in your airplane is extremely remote. However, in the event a fire is encountered. the following information will be helpful in dealing with the emergency as quickly and safely as possible. The preflight checklist is provided to aid the pilot in detecting conditions which could contribute to an airplane fire. As a fire requires both fuel and an ignition source, close preflight inspection should be given to the engine compartment and wing leading edge and lower surfaces. Leaks in the fuel system, oil system, or exhaust system can lead to a ground or inflight fire. .---------NOTE----------, Flight should not be attempted with known fuel, oil or exhaust 'leaks. The presence of fuel, unusual oil or exhaust stains may be an indication of system leaks and should be corrected prior to flight. Fires originating in flight must be controlled as quickly as possible in an attempt to prevent major structural damage. Both auxiliary fuel pumps should be turned off to reduce pressure on the total fuel system (each auxiliary pump pressurizes a crossfeed line to the opposite fuel selector). The engine on the wing in which the fire exists should be shut down and its fuel selector positioned to OFF even though the fire may not have originated in the fuel system. The cabin heater draws fuel from the crossfeed system and should also be tumed off. Descent for landing should be initiated immediately. An open window produces a low pressure in the cabin. To avoid drawing the fire into the cabin, the windows should be kept closed. This condition is aggravated with the landing gear and flaps extended. Therefore, the pilot should lower the gear as late in the landing approach as possible. A no-flap landing should also be attempted if practical. A fire or smoke in the cabin should be controlled by identifying and shutting down the faulty system. Smoke may be removed by opening the cabin air controls and wemacs. If the smoke increases in intensity when the air controls are opened, they should be closed as this indicates a possible fire in the heater or nose compartment When the smoke is intense, the pilot may choose to expel the smoke through the foul weather windows. The foul weather windows should be closed immediately if the fire becomes more intense when the windows are opened. 3-22 1 November 1979 lM;;L402C (AMPLIFIED PROCEDURES) EMERGENCY DESCENT PREFERRED PROCEDURE SECTION 3 EMERGENCY PROCEDURES I. Throttles - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST for smooth engine operation. 4. Wing Flaps - UP. 5. Landing Gear - UP. 6. Moderate Bank - INITIATE until descent attitude has been estab- lished. 7. Airspeed - 230 KIAS. IN TURBULENT ATMOSPHERIC CONDITIONS I. Throttles - IDLE. 2. Propellers - FULL FORWARD. 3. Mixtures - ADJUST for smooth engine operation. 4. Wing Flaps - DOWN 45". 5. Landing Gear - DOWN. 6. Moderate Bank - INITIATE until descent attitude has been estab- lished. 7. Airspeed - 149 KIAS. EMERGENCY LANDING PROCEDURES FORCED LANDING (With Power) 1. Drag over selected field with wing flaps 15° and 105 KIAS noting type of terrain and obstructions. 2. Plan a wheelS-down landing if surface is smooth and hard. a. Execute a normal landing, keeping nosewheel off ground until speed is decreased. 3. If terrain is rough or soft, plan a wheels-up landing as fo'l1ows: a. Approach at lOS KIAS with IS" wing flaps. b. All Switches Except Magneto Switches - OFF. c. Mixtures - IDLE CUT-OFF. d. Magneto Switches - OFF. e. Fuel Selectors - OFF (Feel For Detent). f. Emergency Crossfeed Shutoff - OFF (Pull Up). g. Land in a slightly nose-hi9h attitude. ,....-------NOTE---------, On smooth sod with landing gear retracted, the air- plane will slide straight ahead about 800 feet with very little damage. 1 November 1979 Revision 2 - 3 Aug 19B1 3-23 SECTION 3 EMERGENCY PROCEDURES (AMPLIFIED PROCEDURES) I I FORCED LANDING (Complete Power Loss) I. Mixtures - IDLE CUT-DFF. 2. Propellers - FEATHER. 3. Fuel Selectors - OFF (Feel For Oetent). 4. Emergency Crossfeed Shutoff - OFF (Pull Up). 5. All Switches Except Battery - OFF. 6. Approach - 120 KIAS. 7. If Smooth and Hard Surface: a. Landing Gear - DOWN within gliding distance of field. (I) Landing Gear Switch - DOWN. [ 2j GEAR HYD Circuit Breaker - PULL. 3 Emergency Gear Extension T-Handle - PULL. 4 Gear Down Lights - DN; Unlocked Light - OFF. (5) Gear Warning Horn - CHECK. b. Wing Flaps - AS REQUIRED. c. Approach - lOS KIAS. d. Battery Switch - OFF. e. Nonnal Landi ng - INITIATE. Keep nosewheel off ground as long as practical. B. If Rough or Soft Surface: a. Landing Gear - UP. b. Wing Flaps - DOWN 15°. c. Approach - lOS KIAS. d. Battery Switch - OFF. e. Landing Attitude - NOSE HIGH. r--------NOTE--------.. On smooth sod with landing gear retracted, the air- plane will slide straight ahead about BOO feet with very little damage. LANDING WITH FLAT MAIN GEAR TIRE If a blowout occurs during takeoff, proceed as follows: I. Landing Gear - Leave DOWN. r-------- NOTE --------., Do not attempt to retract the landing gear if a main gear tire blowout occurs. The main gear tire may be distorted enough to bind the main gear strut within the wheel well and prevent later extension. 1 November 1979 (AMPLIFIED PROCEDURES) SECTION 3 EMERGENCY PROCEDURES 2. Fuel Selectors - Turn to main tank on same side as defective tire and feel for detent. Proceed to destination to reduce fuel load. r-------NOTE----------, Fuel should be used from this tank first, to lighten the load on the wing, prior to attempting a landing if inflight time permits. However, an adequate supply of fuel should be left in this tank so that it may be used during landing. 3. Fuel Selectors - Left Engine - LEFT MAIN (Feel For Oetent). Right Engine - RIGHT MAIN (Feel For Detent). 4. Select a runway with a crosswind from the side opposite the defec- tive tire, if a crosswind landing is required. 5. Wing Flaps - DDWN 45°. 6. In approach, align airplane with edge of runway opposite the defec- tive tire, allowing rOom for a mild turn in the landing roll. 7. Land slightly Wing-low on the side of inflated tire and lower nosewheel to ground immediately for positive steering. 8. Use full aileron in landing roll to lighten load on defective tire. 9. Apply br