PC-6/B2-H4 Airplane Flight Manual

Basis: US Civil Air Regulations Part 3 (CAR 3) Category: Normal Swiss Type Certificate: No. F56-10 B. ENGINE Manufacturer: United Aircraft of Canada Ltd. Model: PT6A-27 Turboprop US Type Certificate: FAA E4EA Propeller Shaft Gear Ratio: 0.0663:1 FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 1-2 EASA Approved Revision 8 – Apr 2017 C. ENGINE LIMITATIONS Condition Operating Limits Power Setting Torque (5) psig Maximum Observed ITT - °C Gas Gen. Speed (Ng) (4) % Prop. Speed (Np) RPM Oil Press. psig (1) Oil Temp. °C (2) Take-off 47.3 725 101.5 2000 80 - 100 10 - 99 Max. Cont./(4) Enroute Emer. 47.3 725 101.5 2000 80 - 100 10 - 99 Max. Climb Max. Cruise 47.3 695 101.5 2000 80 -100 0 - 99 Low Idle 660 (6) 40 (Min.) -40 to 99 Starting 1090 (3) -40 (Min.) Acceleration 53 (3) 825 (3) 102.6 (3) 2420 0 - 99 Max. Reverse 47.3 (7) 725 101.5 2000 80 - 100 0 - 99 (1) Normal oil pressure is 80-100 psi at gas generator speeds above 72% with oil temperature between 60 and 70°C. Oil pressures below 80 psi are undesirable, and should be tolerated only for the duration of the flight, preferably at a reduced power setting. Oil pressures below normal constitute an engine discrepancy and should be corrected before take-off. Oil pressures below 40 psi are unsafe, and require that either the engine be shut down or a landing be made as soon as possible, using the minimum power required to sustain flight. (2) For increased oil service life (i.e. time between oil changes) an oil temperature between 74 and 80°C is recommended. When ambient temperature is less than 0°C and engine is cold soaked, assume OAT equals oil temperature. When OAT is less than -40°C and engine is cold soaked, engine must be heated prior to starting to raise oil temperature to more than -40°C. (3) These values are time-limited to two seconds. (4) For every 10°C below -30°C ambient temperature, reduce maximum allowable Ng by 2.2%. (5) Maximum permissible sustained torque is 47.3 psi. (6) At 51 % Ng minimum. Increase Ng as required to maintain temperature limit. (7) Ng must be set so as not to exceed power limitations. Reverse power operation should not exceed one minute duration. Power Lever Operation Positioning of the power lever below the idle stop in flight is prohibited. Such positioning may lead to loss of airplane control or may result in an engine overspeed condition and consequent loss of engine power. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 1-3 D. PROPELLER Manufacturer: Hartzell Propeller, Inc. Hub Model: HC-B3TN-3D Blade Model: T10178CNR, T10178CNRK, T10178CR or T10178CRK or T10178C, T10178CK, T10178CH or T10178CK modified according to Pilatus Service Bulletin No.149. Propeller de-icing must be OFF when the propeller is not operating (rotating). E. FUEL Refer to current issue of PRATT AND WHITNEY OF CANADA Service Bulletin No. 1244. Fuels conforming to CPW 204 specifications: - ASTM-D-1655 Jet A, Jet A-1 and Jet B - IATA Kerosene and wide-cut Emergency use of aviation gasoline MIL-G-5572, all grades, is permitted for a total time period not exceeding 150 hours during any overhaul period. It is not necessary to purge the unused fuel from the system when alternative fuel types are used. F. OIL For approved oil grades and oil limitations refer to the current issue of PRATT AND WHITNEY OF CANADA Service Bulletin No. 1001. G. PLACARDS (1) Engine Placards On the instrument panel shelf: " DO NOT REVERSE IN FLIGHT " Adjacent to oil cooler control: " OIL COOLER PULL - WARM PUSH - COLD " (2) Flight Placards On the instrument console: (a) Maneuvers " NO ACROBATIC MANEUVERS INCLUDING SPINS ARE APPROVED " (b) Operating Category " THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE APPROVED AIRPLANE FLIGHT MANUAL " (c) Icing Conditions " FLYING INTO PREDICTED AND ACTUAL ICING CONDITIONS IS NOT APPROVED. OPERATION IN FALLING SNOW IS NOT APPROVED UNLESS SNOW VANES ARE INSTALLED " (d) Fire " CAUTION IN CASE OF FIRE IN ENGINE COMPARTMENT OR FUMES IN CABIN PULL HERE AND PUSH CABIN HEAT CONTROL " (e) Airspeeds " ATTENTION MAX AIRSPEEDS KNOTS(IAS) KM/H FLAPS DOWN 95 176 FLAPS UP 151 280 MANEUVERING 119 220 " FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 1-4 EASA Approved Revision 8 - Apr 2017 (f) Landing Flap Control " WARNING (only if hinged doors ENSURE HINGED DOORS ARE CLOSED BEFORE are installed) OPERATING FLAPS " (g) Stall Warning TEST On left instrument panel: " STALL PUSH TO TEST " (3) Fuel System Placards (a) Valve Adjacent to the fuel system valve: " FUEL SYSTEM VALVE " (b) Capacity "- CLOSED FUEL USABLE CAPACITY 644 LTR 170 US GAL 520 KG 1145 LBS - OPEN " (c) Guard (if installed) Version 1: Depends on Above fuel system valve: installation " PULL AND ROTATE GUARD TO RELEASE " or Version 2 Beside guard: " PUSH TO RELEASE " (4) Doors (a) Doors On cockpit door frames: " IN AN EMERGENCY OPERATE DOOR HANDLE, AND PULL LEVER INWARDS. DO NOT OPERATE IN FLIGHT " (b) Trapdoor On flap switch bracket: " TRAP-DOOR RELEASE PULL " (c) Sliding Doors “ PULL TURN SLIDE “ (if installed) (5) Parking Brake " PARKING BRAKE 1. PULL LOCKING CABLE 2. PRESS PEDALS 3. RELEASE PEDALS 4. RELEASE LOCKING CABLE " (6) Control Column Switches On the instrument console (for aircraft 825-1005 post SB 11-001) (for aircraft 1006 and up) FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 – Apr 2017 EASA Approved 1-5 H. GENERAL LIMITATIONS (1) Flight Instrument AIRSPEED INDICATOR (IAS) KNOTS KM/H Markings FLAPS DOWN (WHITE ARC) 52 to 95 96 - 176 FLAPS UP (GREEN ARC) 58 to 119 108 - 220 CAUTIONARY (YELLOW ARC) 119 to 151 220 - 280 MAXIMUM (RED RADIAL) 151 280 (2) Engine Instrument TORQUEMETER PSIG Markings Normal (green arc) 0 to 47.3 Maximum, take-off or reverse (red radial) 47.3 Maximum, acceleration (red triangle) 53 INTER TURBINE TEMP. (ITT) °C Normal operation 300 to 725 (green arc) Maximum, take-off or 725 reverse (red radial) Maximum, for starting 1090 (red triangle) OIL TEMPERATURE °C Normal (green arc) 10 to 80 Cautionary (yellow arc) 80 to 99 Maximum (red radial) 99 OIL PRESSURE PSIG Minimum (red radial) 40 Cautionary (yellow arc) 40 to 80 Normal (green arc) 80 to 100 Maximum (red radial) 100 GAS GENERATOR TACHOMETER (Ng) % Maximum (red radial) 101.5 Acceleration (red triangle) 102.6 PROPELLER TACHOMETER (Np) RPM Normal Operating Range (green radial) 2000 Maximum (red radial) 2025 Acceleration (red triangle) 2420 VOLT/AMMETER VOLTS Normal operation (green arc) 24 to 28.5 Maximum (red radial) 28.5 AMPS Battery Supply Limit (yellow radial) -60 FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 1-6 EASA Approved Revision 8 - Apr 2017 (3) Airspeed Limits [Refer to flight instrument markings] KNOTS KM/H Never exceed (VNE ) 151 280 Structural Cruising (VC) 119 220 Maneuvering (VA ) 119 220 Flaps Extended (VFE ) 95 176 (4) Types of Operation Instrumentation must be installed for day, night, VFR, or IFR operation, as specified by the appropriate operating rules. (5) Altitude Maximum Operating Altitude 25,000 feet (6) Flight Load Factors Flaps up Flaps Extended Maximum positive +3.58 g +2.00 g Maximum negative -1.43 g 0.00 g (7) Maneuvers No acrobatic maneuvers (including spins) are approved. (8) Weights (kg) Max. Ramp Weight 2810 kg Max. Take-Off Weight 2800 kg Max. Landing Weight 2660 kg Max. Zero Fuel Weight 2400 kg NOTE For loading refer to the "LOADING PROCEDURE" as given in the Appendix “WEIGHT AND BALANCE”. (9) Center of Gravity up to 1450 kg = 11% to 38% (3209 – 3722 mm) Envelope at 2800 kg = 32% to 38% (3608 – 3722 mm) Straight line variation between points given. (10) Max. Weight in Cabin 1000 kg. (11) Max. Floor Load Max. permissible floor load is 488 kg / sq. m. (12) Max. Load on The load on each door must not exceed 150 kg. Trap Doors (13) Operation with Snow Remove snow vanes at ambient temperatures above 15°C Vanes (59°F). FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 – Apr 2017 EASA Approved 1-7 (14) Tire Inflation Pressure Main Wheel Standard 24 x 7.7 - 8 PR 49 psi Low Pressure 11 - 12 - 8 PR 20 psi Tail Wheel Standard 5.00-4 - 6 PR 47 psi (15) Certificated Noise Data (2800 kg MTOW) (a) In accordance with ICAO Annex 16, Chapter 6, "AIRCRAFT NOISE" (equivalent to FAA FAR 36, Appendix F), the established noise levels are as follows: - Noise level during overflight at 1000 ft altitude, at 25°C outside air temperature: 77.0 dB(A) - Performance correction at 15°C: -1.7 dB(A) - Certificated Noise Level: 75.3 dB(A) (b) In accordance with FAA FAR 36, Appendix G, the established noise level is as follows: - Certificated Noise Level: 79.4 dB(A) It has not been determined by the Certifying Authority whether the noise level of this airplane is, or will be acceptable, or unacceptable for operation into, or out of any airport. (16) Mooring The aircraft must be moored if it is parked for long periods, or if wind speeds in excess of 15 knots are expected. If wind speeds in excess of 52 knots are expected it is recommended to put the aircraft in a hangar as damage to the aircraft and mooring equipment can occur. I. HORIZONTAL STABILIZER TRIM It is mandatory that the dual motor horizontal stabilizer electrical trim system is installed and serviceable (both motors operational). J. WING TIPS The color of the composite wing tips must not exceed a solar absorptivity of 0.6 (white and other light colors will be within this limitation). FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 1-8 EASA Approved Revision 8 – Apr 2017 K. CARGO TRANSPORTATION For the transportation of cargo the following equipment is required: - Tie-down Fittings P/N 119.78.06.083 - Retainer Bars (Short) P/N 119.78.06.086 - Retainer Bars (Long) P/N 119.78.06.087 - Tie-down Straps with a breaking strength of 817 kg minimum per strap Position and restrain the cargo as follows (Ref. Fig.1): 1. Position the cargo with the longer side on the floor so that the height is less than the length. 2. Position the cargo so that the C of G is at half the height or less. 3. Install the retainer bar(s) in front of the cargo. 4. Position the cargo over the pair of seat rails so that the C of G is central between the seat rails. 5. Make sure the cargo is pushed firmly against the retainer bar(s). 6. Restrain the cargo with straps placed in the fore-aft direction between the ring on the forward tie-down fitting and the ring on the aft tie-down fitting. Do not place the straps diagonally. 7. Install the tie-down fittings a minimum of 100 mm from the end of the seat rail. 8. Install the tie-down fittings a minimum of 300 mm apart on the same seat rail. If the cargo mass is more than 70 kg per pair of seat rails, increase the distance between the tie-down fittings to 600 mm. 9. Position the tie-down fittings to give a strap angle of between 10° and 20°. 10. If necessary, put additional restraining straps laterally on cargo straddling the center seat rails. Using the procedure above, for each retainer bar, a maximum mass of 140 kg can be secured. For a full cabin width cargo, resting on two pairs of seat rails and secured with two retainer bars in front of the cargo and four tie-down fittings aft of the cargo, a mass of 280 kg can be secured. Another similar cargo with a mass of 280 kg can be secured at a distance of 600 mm from the adjacent cargo provided the maximum floor loading, and the weight and balance, are within limits. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 – Apr 2017 EASA Approved 1-9 Cargo Transportation Figure 1 FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 1-10 EASA Approved Revision 8 – Apr 2017 INTENTIONALLY LEFT BLANK FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved Section 2 - Contents-1 S E C T I O N 2 O P E R A T I N G P R O C E D U R E S C O N T E N T S Paragraph Page A. ENGINE DESCRIPTION 2-1 B. ENGINE RATING 2-1 C. ENGINE/PROPELLER CONTROLS AND INSTRUMENTATION 2-2 D. FLAP SYSTEM DESCRIPTION 2-4 E. TRIM SYSTEM DESCRIPTION 2-4 F. APIBOX DESCRIPTION (IF INSTALLED) 2-5 G. PILOTS OPERATING INSTRUCTIONS 2-7 NORMAL PROCEDURES 2-7 EMERGENCY PROCEDURES 2-13 SYSTEM EMERGENCIES 2-21 WARNING, CAUTION AND ADVISORY CAPTIONS/LIGHTS 2-25 FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 Section 2 - Contents-2 EASA Approved Revision 8 - Apr 2017 INTENTIONALLY LEFT BLANK FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-1 S E C T I O N 2 O P E R A T I N G P R O C E D U R E S A. ENGINE DESCRIPTION GENERAL The PT6A-27 engine has a three-stage axial, single-stage centrifugal compressor driven by a single- stage reaction turbine. Another single-stage reaction turbine, counter-rotating with the first, drives the output shaft. Fuel is sprayed into the annular combustion chamber by fourteen individually removable fuel nozzles mounted around the gas generator case. An igniter unit and two igniters are used to start combustion. A hydro-pneumatic fuel control schedules fuel flow to maintain the power set by the gas generator power lever. Propeller speed is kept constant by the propeller governor, except in the beta range where the maximum propeller speed is controlled by the pneumatic section of the propeller governor. Immediately following touchdown, partial or full reverse thrust may be obtained by lifting and retarding the power lever aft of the detent. Reverse thrust can be varied by moving the power lever to any position aft of the lift detent. BETA RANGE BETA MODE operation of the propeller is used in flight to effect fast deceleration and high rates of descent. In the beta range, the propeller blades are set at a low positive pitch angle to provide a braking effect for steep controlled descents. When operating in the beta mode, the propeller pitch angle is controlled by power lever movement between the lift detent and the point where constant speed operation becomes effective. NOTE BETA MODE is provided in descent at airspeeds below 100 KIAS with the POWER lever near or at the detent. Only small movements of the POWER lever are necessary to change rate of descent or airspeed. Approaches in full BETA MODE (POWER lever at detent) are not permitted at airspeeds below 1.3 Vs. REVERSE THRUST Either full or partial reverse thrust is obtained by lifting and moving the power lever to any position aft of the lift detent. The PROP LOW P (propeller low pitch) caption will illuminate. With full reverse thrust a small amount of torque, biased to the left, may be noticeable. Reverse thrust is for ground operation only and must not be used in flight. In the unlikely event of the propeller moving to reverse pitch in flight, a sudden increase in drag, accompanied by buffeting and the PROP LOW P warning caption in the annunciator panel will illuminate. If corrective action ( an advance of the power lever ) fails to rectify the reverse pitch condition, the propeller should be feathered. B. ENGINE RATING The engine ratings and power lever and propeller control settings are as follows: Take-Off/Maximum Continuous/Maximum Climb-Cruise This rating is the maximum power permissible and corresponds to 550 SHP (47.3 psi at 2000 RPM) at sea level up to 43°C ambient temperature. The maximum allowable output torque and/or Inter Turbine Temperature must NOT be exceeded. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 2-2 EASA Approved Revision 8 - Apr 2017 C. ENGINE/PROPELLER CONTROLS AND INSTRUMENTATION POWER LEVER (GAS GENERATOR) This lever serves to modulate engine power from full reverse thrust to take-off power. The POWER lever assembly incorporates a lift detent which establishes the most rearward position of the lever for flight conditions. PROPELLER CONTROL The propeller control provides adjustment of the propeller constant speed unit to maintain propeller speed at 2000 RPM and allows feathering and unfeathering of the propeller. The propeller control lever is installed in the console together with the power lever and the idle control lever. The propeller control range is divided by a detent into the flight position which is forward of the detent and provides a propeller speed of 2000 RPM and a position behind the detent which allows the propeller to be feathered. CAUTION DO NOT FEATHER THE PROPELLER WITH TORQUE ABOVE 17 PSI AS TRANSIENT OVERTORQUE OF THE ENGINE WILL RESULT. IDLE CONTROL The Idle Control is a three-position control lever combining two distinct functions. It provides high and low idle settings of the gas generator at speeds of approx. 70% and 52% respectively, and fuel cut- off. The positions are defined as follows: HIGH IDLE - full forward; LOW IDLE - mid-stop, and CUT- OFF - full aft. The engine fuel cut-off position is obtained by lifting the IDLE CONTROL lever, pressing the red locking device against its spring and pulling the IDLE CONTROL lever fully aft. Low idle is obtained by lifting and pushing the control forward to the mid-stop position. The high idle position is obtained by lifting and pushing the control fully forward. CAUTION THE ENGINE MUST BE OPERATED IN HIGH IDLE WHEN THE NEED FOR RAPID ENGINE ACCELERATION IS ANTICIPATED. HIGH-IDLE (FLIGHT-IDLE) High-Idle gas generator minimum speed is obtained by positioning the engine Idle Control fully forward. The fuel topping governor will reduce Propeller RPM to less than 2000 RPM in the event of a free turbine (propeller) overspeed condition. LOW-IDLE (GROUND-IDLE) Low-idle gas generator minimum speed is obtained by positioning IDLE CONTROL at MID-stop. The power lever can then select gas generator speeds from 52% Ng up to 100% Ng. ENGINE STARTER SWITCH This switch energizes the starter mechanism (via the starter relay) which cranks the gas generator for engine starting. IGNITION SWITCH This switch energizes the ignition system for ground and air starts. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-3 ANTI ICE SWITCH This switch energizes heating elements on: - the pneumatic sense line to the FCU - the pneumatic servo line connecting the FCU with the propeller governor - the pitot tube and the static ports The ANTI ICE switch must be ON when ambient temperature is 4°C or less than 4°C and visible moisture is in the air. AUXILIARY FUEL PUMP SWITCH This switch energizes the booster pump in the fuel collector tank and is energized during engine starting, taxiing, take-off, landing phases and engine shut-down phase. An advisory caption on the annunciator panel illuminates whenever the pump is energized. FUEL SYSTEM VALVE The fuel system ON/OFF valve is located on the cockpit firewall and is operated by a manual control to the left of the pilot's seat. If a guard is installed it must be operated prior to rotating the valve. OIL COOLER CONTROL Operates a hinged flap which controls air flow through the oil cooler to maintain oil temperatures within specified limits. TORQUEMETER The torquemeter system determines the shaft output torque. Torque values are obtained by sensing and recording the differential pressure at two outlets on the reduction gear case. The resultant pressure is displayed on the torquemeter as a digital readout and an analog indication. INTER TURBINE TEMPERATURE INDICATOR The Inter Turbine Temperature sensing system provides an accurate reference of engine operating temperatures and is taken at a point between the two turbines. Eight parallel-connected chromel/alumel thermocouple probes adjacent to the leading edge of the interstage vanes are employed to sense the temperature which is displayed on the ITT indicator as a digital readout and an analog indication. PROPELLER TACHOMETER (Np) The propeller tachometer indicates propeller RPM. GAS GENERATOR TACHOMETER (GAS GENERATOR Ng) This tachometer indicates gas generator speed as a percentage of maximum continuous gas generator speed. A gas generator speed of 37,500 RPM represents 100% Ng and is displayed as a digital readout and an analog indication. OIL PRESSURE INDICATOR Indicates the oil pressure on the delivery side of the oil pressure pump. OIL TEMPERATURE INDICATOR Indicates the temperature of the oil at the oil pressure pump outlet. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 2-4 EASA Approved Revision 8 - Apr 2017 D. FLAP SYSTEM DESCRIPTION The flaps are extended and retracted by an electric motor. Depending on build status, one of the following systems is installed: PRESELECTABLE FLAP SYSTEM (older versions) The preselectable flap system has a three position switch labelled UP - TO - LD. The flaps will, after selection, automatically move to the selected position. A flap position indicator is installed. Depending upon indicator type, either the actual (transient) flap position will be displayed, or a shutter will appear during flap travel until the selected flap position is reached (UP, TO, or LD). CONTINUOUSLY VARIABLE FLAP SYSTEM (newer versions) The continuously variable flap system has a switch labeled UP - OFF – DN. Depending on build status, the switch is either one which is spring-loaded to the OFF position or one which is manually selected to the OFF position. If the spring-loaded switch is installed, the flaps move in the selected direction as long as the switch is held in the UP or DN position. When the switch is released it returns automatically to the OFF position and the flaps stay at the position selected. If the other type of switch is installed, the flaps move in the selected direction when the switch is set to the UP or DN position (to stop flap movement before full travel is reached, the switch must be manually set to the OFF position). The flap indicator shows the actual position of the flaps at all times. It must be used to set the flaps to the desired setting (UP, TO or LD) or any intermediate position. E. TRIM SYSTEM DESCRIPTION (1) HORIZONTAL STABILIZER ELECTRIC TRIM SYSTEM The horizontal stabilizer electric trim system consists of: A dual motor (Main and Alternate Motors) electrically-operated linear actuator, one end attached to a support frame in the rear fuselage and the other end attached to the horizontal stabilizer. A normal trim control system which incorporates two three-position spring-loaded trim switches and two relays. One switch is located on each of the two control column grips. These switches control the Main actuator, which operates at twice the speed of the Alternate Trim System actuator motor. An Alternate Trim Control System which incorporates an actuator control switch positioned on the instrument panel and labelled ALTERNATE STAB TRIM, NOSE DN, NOSE UP. An Interrupt system which incorporates a guarded switch positioned on the instrument panel shelf and labelled TRIM INTERRUPT. When the TRIM INTERRUPT switch is in the ‘NORMAL’ position, both the Main and Alternate systems are active. When the TRIM INTERRUPT switch is in the ‘INTERRUPT’ position, both the Main and Alternate systems are inactive. An electrically-operated trim position indicator located on the upper left side of the instrument panel. MAIN SYSTEM Normal longitudinal trim operation is accomplished by operating either the trim control switch on the pilot's control column grip, or, the trim control switch on the co-pilot's control column grip. Both switches are similar and are spring-loaded to neutral. The trim control switch on the pilot's control column has priority. Nose DOWN (DN) trim is accomplished by moving the switch to the FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-5 up position and Nose UP trim is accomplished by moving the switch to the down position. Operating either trim switch energizes the actuator which moves the horizontal stabilizer. In NORMAL operation the stabilizer trim actuator is powered via a circuit breaker marked STAB TRIM. ALTERNATE SYSTEM If the normal trim control system fails, an alternate trim system is available. The alternate trim system consists of a switch labelled ALTERNATE STAB TRIM, NOSE DN, NOSE UP. (2) RUDDER ELECTRICAL TRIM SYSTEM (IF INSTALLED) The electric rudder trim system consists of: rudder trim switch rudder trim circuit breaker rudder trim actuator rudder trim indicator (3) AILERON ELECTRICAL TRIM SYSTEM (IF INSTALLED) The electric aileron trim system consists of: aileron trim switch aileron trim circuit breaker aileron trim actuator aileron trim indicator G. APIBOX DESCRIPTION (IF INSTALLED) GENERAL The APIBOX is a flight data and monitoring system, similar to a CVFDR. The acquired data is stored on an SD memory card and on a crash and fire proof memory unit. With the corresponding debriefing software, the data can be read from the SD memory card. The system comprises: • A power supply (APIPWR) unit which manages power to all the other units • A sensor unit (APICAP) installed in the cockpit which collects static and dynamic pressure, inputs from pilot’s and co-pilot’s event switches, OAT, instrument temperature (behind pilot PFD), GPS data and data from an integrated 3-axis accelerometer and a 2-axis accelerometer which is located in the tail of the aircraft • A unit which collects turbine parameters (ITT, Ng, Np, Torque, Fuel flow) and sends it to the data collecting unit • A data retrieval unit (APISD) on the RH side of the cockpit panel. It consists of two annunciator lights (green and red), a numeric display, and a SD memory card reader • A data collecting unit with a crash and fire resistant memory (APIV2), installed in the avionics rack • GPS receiver • Pilot and co-pilot event buttons • Temperature sensors on the wing (OAT), behind the pilots PFD and in the avionics rack FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 2-6 EASA Approved Revision 8 - Apr 2017 FRONT PANEL The front panel of the APIBOX (APISD) has: • a green LED • a red LED (reserved for future use and should always be OFF, except at power up test) • a numeric display (displays status and error codes) • a pushbutton (used for maintenance purposes) • a memory card slot (used to insert a removable memory card) STARTING THE APIBOX The flight data recorder starts when the Battery Master Switch is set ON. The green LED on the APIBOX shows that the system has electrical power. At start-up, the green LED flashes for up to 30 seconds, then stays on. If the green LED continues to flash after 30 seconds, the APIBOX is unserviceable. STARTING RECORDING Flight data recording starts automatically after start-up. STOPPING RECORDING Flight data recording stops automatically when all of the following conditions are met: • Engine RPM is 0 • Indicated airspeed below 40 knots • Ground speed below 5 knots (if GPS ground speed available) • Low variations of lateral, longitudinal and vertical aircraft accelerations • Low variations of static pressure SYSTEM SHUT DOWN The APIBOX shuts down when the Battery Master Switch is set OFF if the conditions listed above are met and the recording has stopped. Pressing the OFF button on the APIPWR unit will shut down the APIBOX even if it is still recording. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-7 F. PILOTS OPERATING INSTRUCTIONS NORMAL PROCEDURES PREFLIGHT INSPECTION 1. All covers and locks REMOVE 2. Wing, Tail and Control surfaces CHECK CLEAN/UNDAMAGED CAUTION TO PREVENT STALLING OF THE HORIZONTAL STABILIZER WITH FULL FLAPS SELECTED THE HORIZONTAL STABILIZER MUST BE CLEAN. 3. Propeller CHECK propeller and spinner for nicks and security, and propeller for oil leaks 4 Air Intake Filters CHECK for obstructions (clean if required) (if installed) 5. Landing Gear/Brakes CONDITION 6. Tailwheel CONDITION 7. Tailwheel Locking Lever CHECK security of locking plate 8. Mainwheel Dirt Scrapers (if installed) CHECK general condition 9 Tires CHECK general condition and inflation 10. Fuel Tanks CHECK for required quantity 11. Windshield and Windows CHECK for cleanliness and proper condition 12. Oil Tank Contents CHECK oil level. (before first flight of day only) Max. level is between No. ‘0’ and ‘1’ markings. If engine has remained stationary for 12 hours or more, the level drops by approx. 1/2 unit. Service to 1 quart below maximum only 13. Engine Drains Collector Tanks DRAIN accumulated fluid 14. Main Fuel Filter DRAIN accumulated water (before first flight of day only) 15. Water Sediment Tank DRAIN accumulated water Underwing Tanks (if installed) 16. Lights CHECK 17. Pitot/Prop Heater CHECK 18. Stall Warning CHECK 19. Static Vents CHECK 20. Cabin a) CHECK for required pressure of oxygen system (if installed) b) CHECK condition of cabin, security of equipment and proper stowage of cargo c) LOCK seats as desired and fasten seat belts d) CHECK that cabin doors are securely closed FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 2-8 EASA Approved Revision 8 - Apr 2017 21. Passenger Briefing As appropriate BEFORE ENGINE STARTING 1. Doors CLOSED 2. Seats/Rudder Pedals ADJUST and LOCK WARNING MAKE SURE FLIGHT CONTROL GUST LOCKS ARE REMOVED BEFORE TAKE-OFF 3. Flight Controls UNLOCK, CHECK correct travel 4. Parking Brake SET 5. Power Lever IDLE DETENT CAUTION DO NOT MOVE PCL TO REVERSE WHEN ENGINE IS STOPPED. 6. Idle Control Lever CUT-OFF 7. Propeller Control Lever (At OATs, above +10°C - set feather) (At OATs, below +10°C - set full forward) 8. Starter Switch OFF 9. Ignition Switch OFF 10. Generator Switch OFF 11 Aux Fuel Pump Switch OFF 12. LDG. Lights OFF/UP 13. Radio Master: - Bat Radio OFF - Gen Radio OFF 14. Battery Master Switch ON, CHECK VOLTAGE 15. With Ext. Power Supply: - Battery Master ON - GPU CONNECTED, CHECK VOLTAGE 16. Annunciator Panel TEST 17. Fuel System Valve OPEN, GATED 18. Fuel Quantity/Totalizer CHECK / SET 19. Engine Instruments CONDITION 20. Oil Temp. CHECK (above -40°C) ENGINE STARTING 1. Aux Fuel Pump Switch ON 2. Propeller Area CLEAR 3. Starter Switch ON 4. Oil Pressure CHECK rising 5. Ignition Switch ON When Ng stabilized (Min. 12% Ng): 6. Idle Control Lever LOW IDLE 7. ITT MONITOR (Max 1090°C for 2 seconds) When Low-Idle RPM is attained (Min. 46%): 8. Starter Switch OFF 9. Ignition Switch OFF 10. Oil Pressure CHECK GREEN ARC FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-9 11. ITT STABILIZED BELOW 660°C CAUTION IF ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER SELECTING LOW-IDLE, ABORT START. ALLOW A 30-SECOND FUEL DRAINING PERIOD FOLLOWED BY A DRY MOTORING RUN BEFORE ATTEMPTING ANOTHER START. AFTER ENGINE STARTING 1. If engine start with GPU: - GPU DISCONNECT - Battery Master Switch CONFIRM ON, CHECK VOLTAGE. 2. Propeller Control Lever FORWARD. (Before first flight of day cycle twice to feather) 3. Generator Switch ON, CHECK GEN. caption out, volts 28V and positive amps. CAUTION DO NOT SELECT THE GENERATOR TO ON WITH THE PROPELLER FEATHERED AND DO NOT FEATHER THE PROPELLER WITH THE GENERATOR ON. 4. Ng CHECK above 51% 5. Radio Master: - Bat Radio ON - Gen Radio ON 6. Inverter (if installed) ON 7. Avionics ON / SET AS REQUIRED 8. Compass SYNCHRONIZED 9. Artificial Horizon(s) ERECT 10. APIBOX (APISD) (if installed) CHECK Green LED ON BEFORE TAXIING 1. Passengers SECURE 2. Landing Lights AS REQUIRED 3. Nav Lights ON TAXIING 1. Tailwheel STEER NOTE The tailwheel is steerable with the rudder through 25° left and right of the neutral position. When the tailwheel is more than 25° from the neutral position the tailwheel is in free swivel. 2. Park Brake RELEASE 3. Brakes CHECK functioning. 4. Flight Instruments FUNCTIONING (Horizon steady, compass turn, turn and slip correct indication) FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 2-10 EASA Approved Revision 8 - Apr 2017 BEFORE TAKE-OFF WARNING AN EXTREMELY OUT-OF-TRIM STABILIZER CAN, IN COMBINATION WITH LOADING, FLAPS POSITION AND POWER INFLUENCE, RESULT IN AN UNCONTROLLABLE AIRCRAFT AFTER THE AIRCRAFT LEAVES THE GROUND. CAUTION FAILURE TO SET CORRECT TRIM SETTINGS WILL RESULT IN LARGE CONTROL FORCES AND/OR UNREQUESTED PITCHING/YAWING. 1. Trims: - Stabilizer: If Trim Warning System installed, check no light or sound for mid c.g. GREEN MARK (0°). for FWD/AFT c.g GREEN ARC (2° Nose Up/2° Nose Down) - Aileron GREEN MARK (0°) - Rudder GREEN MARK (7° right) 2. Flaps SET TO (28°) WARNING MAKE SURE THAT ALL GROUND CONTROL LOCKS AND/OR GUST LOCKS ARE DISENGAGED / REMOVED BEFORE TAKE-OFF. 3. Flight Controls FULL and FREE MOVEMENT 4. Altimeter SET 5. Fuel Quantity CHECK 6. Aux Fuel Pump Switch ON 7. Anti-ice Switch AS REQUIRED 8. Prop de-ice (if installed) AS REQUIRED 9. Strobe Lights ON 10. Oil Temp GREEN ARC 11. Instruments CHECKED 12. Heating Control OFF 13. Doors/Windows CLOSED When Aligned on the Runway: 14. Tail Wheel LOCK 15. Rudder Pedals FREE 16. Tail Wheel Lock Check CONFIRM AIRCRAFT ROLLS STRAIGHT WHEN ASYMMETRIC BRAKING 17. Idle Control Lever HIGH IDLE TAKE-OFF Engine limitations: 1. Torque 47.3 PSI (Max. transient 53 PSI) 2. ITT 725°C (Max. transient 825°C for 2 seconds) 3. Ng 101.5% (Max transient 102.6%) 4. Np 2000 RPM (Max transient 2420 RPM) CLIMB 1. Flaps UP 2. Aux Fuel Pump Switch OFF 3. Oil Cooler SET (oil temperature between 74 and 80°C) 4. Landing Light(s) UP/OFF FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-11 5. Heating AS REQUIRED 6. ITT Max. 695°C CRUISE 1. Oil Temperature ADJUST oil cooler control to maintain oil temperature between 74 and 80°C 2. ITT Max. 695°C 3. Engine Instruments MONITOR 4. Ignition Switch Select ON during heavy rain BEFORE LANDING 1. Altimeter SET 2. Fuel quantity SUFFICIENT 3. Aux Fuel Pump Switch ON 4. Ignition Switch Select ON 5. Idle Control Lever HIGH IDLE NOTE In order to reduce noise emission in the approach and landing modes, the Idle Control lever may be selected to LOW IDLE. Refer to AFM Supplement Report No.1887, for procedures and warnings. WARNING DEPOSITS OF ICE OR DIRT ON THE HORIZONTAL STABILIZER COULD CAUSE THE HORIZONTAL STABILIZER TO STALL WHEN FULL FLAPS ARE SET. WHEN AN ICE OR DIRT BUILD-UP ON THE STABILIZER IS SUSPECTED, IT IS RECOMMENDED THAT A FLAPLESS LANDING IS MADE. 6. Flaps AS REQUIRED 7. Trim AS REQUIRED. Trim the aircraft for an approach speed of 68 KCAS and sufficient power for a 3° glide slope (approximately 10 PSI power and 3 units of aircraft nose up trim) 8. Cabin Heating OFF 9. Landing Light(s) DOWN and ON 10. Tailwheel CHECKED LOCKED BALKED LANDING WARNING WITH FLAPS IN LANDING POSITION AND HORIZONTAL STABILIZER TRIM FULL NOSE UP, DO NOT SELECT MAX POWER BEFORE HORIZONTAL STABILIZER TRIM IS RESET TO “0”. 1. Power Lever ADVANCE for take-off power 2. Wing Flaps RETRACT to TO 3. Climb Speed 65 KCAS 4. Wing Flaps RETRACT after reaching safe altitude and airspeed AFTER LANDING 1. Stabilizer Trim Set to safe position for take-off (within GREEN ARC). If Trim Warning System installed, check no light or sound 2. Idle Control Lever LOW-IDLE 3. Tailwheel STEER 4. Flaps UP 5. Anti-ice Switch OFF 6. Ignition Switch OFF FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 2-12 EASA Approved Revision 8 - Apr 2017 7. Prop de-ice (if installed) OFF 8. Strobe Light(s) OFF ENGINE SHUT DOWN 1. Tailwheel Control LOCK 2. Power Lever RETARD (Allow engine to stabilize at idle with minimum ITT for one minute) 3. Parking Brake SET 4. RadioMaster: - BAT Radio OFF - GEN Radio OFF 5. Landing lights UP/OFF 6. Cockpit/Cabin Fan OFF 7. Generator Switch OFF CAUTION DO NOT SELECT THE GENERATOR TO ON WITH THE PROPELLER FEATHERED AND DO NOT FEATHER THE PROPELLER WITH THE GENERATOR ON. 8. Propeller Control Lever SELECT FEATHER 9. Idle Control Lever CUT-OFF WARNING IF THERE IS ANY EVIDENCE OF FIRE WITHIN THE ENGINE AFTER SHUT-DOWN INDICATED BY HIGH ITT, PROCEED AS DESCRIBED UNDER "CLEARING THE ENGINE". NOTE Ensure that the compressor decelerates freely during run-down. 10. Aux Fuel Pump Switch OFF (when Ng below 5%) 11. Nav Lights OFF 12. Battery Master Switch OFF POSTFLIGHT 1. Propeller SECURE to prevent windmilling 2. External Locks and Covers INSTALL CAUTION IF MODERATE TO STRONG WINDS ARE EXPECTED, THE AIRCRAFT MUST BE TIED DOWN AND PROPERLY SECURED. NOTE Do not use internal and external locks together. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL PC-6/B2-H4 Report No. 1820 Revision 8 - Apr 2017 EASA Approved 2-13 EMERGENCY PROCEDURES ENGINE FAILURE IN FLIGHT CAUTION DO NOT SHUT DOWN AN ENGINE DURING TAKE-OFF OR LANDING BECAUSE OF SUSPECTED ENGINE FAILURE UNLESS AN ENGINE MALFUNCTION IS DEFINITELY DETERMINED. WARNING DO NOT ATTEMPT TO RE-START AN ENGINE IF THE ENGINE FAILURE WAS THE RESULT OF A TECHNICAL PROBLEM. AIR START An engine flame-out will be noticed by an indicated drop in ITT, torque pressure, Ng and Np. The recommended air start technique is to initiate the Immediate Relight procedure immediately after the flame-out occurs, always assuming the flame-out was not the result of an engine malfunction and the aircraft’s altitude does not allow to perform a Normal Relight Procedure. If the Ng is less than 46%, a Normal Relight should be initiated. The relight envelope for successful air starts covers all operational altitudes and airspeeds. Above 20,000 ft starting temperatures may tend to be high. IMMEDIATE RELIGHT (NG > 46%) 1. Power Lever RETARD to detent 2. Idle Control Lever LOW-IDLE 3. Aux Fuel Pump ON 4. Starter Switch ON 5. Ignition Switch ON 6. ITT/Ng/Np/Fuel Flow Indicators MONITOR 7. Oil Pressure Indicator MIN. 40 psi When engine stabilized in LOW-IDLE: 8. Starter Switch OFF 9. Ignition Switch OFF 10. Idle Control Lever HIGH-IDLE 11. Power Lever AS REQUIRED 12. Land as soon as possible NOTE Immediate relight should only be carried out when height is critical for normal relight. Use only during real emergency, do not practice during training due to possible high ITT. FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY AIRPLANE FLIGHT MANUAL Report No. 1820 PC-6/B2-H4 2-14 EASA Approved Revision 8 - Apr 2017 If the Immediate Relight procedure is unsuccessful or Ng is less than 46%, the Engine Securing procedure should be performed as follows: ENGINE SECURING 1. Idle Control Lever CUT-OFF 2. Propeller Control Lever FEATHER 3. Power Lever RETARD to detent 4. Aux Fuel Pump Switch OFF 5. Fuel System Valve CLOSE 6. Generator Switch OFF 7. Anti-ice Switch OFF – if not required 8. Prop de-ice Switch (if installed) OFF – if not required 9. Electrical Power REDUCE all non-essential electrical equipment to a battery discharge current of less than 35A NORMAL RELIGHT 1. Propeller Control Lever FORWARD 2. Power Lever RETARD 3. Idle Control Lever CUT-OFF 4. BAT Radio/GEN Radio BUS Switches OFF 5. Fuel System Valve OPEN 6. Generator Switch OFF 7. Aux Fuel Pump Switch ON 8. Starter Switch ON 9. Ignition Switch ON 10. Oil Pressure Indicator CHECK RISING When Ng stabilized above 12%: 11. Idle Control Lever LOW-IDLE 12. ITT MONITOR When Ng 52%: 13. Oil Pressure CHECK, GREEN ARC 14. Starter Switch OFF 15. Ignition Switch OFF 16. Generator Switch ON 17. Idle Control Lever HIGH IDLE 18. Power Lever AS REQUIRED 19. BAT Radio/GEN Radio BUS Switches ON 20. Land as soon as possible NOTE For a power off landing establish the best glide speed, which should be not less than 75 knots IAS.FOR GENERAL AND FAMILIARIZATION PURPOSES ONLY