Manual de Entrenamiento Cessna 208 (226-283)

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1600 1970
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A TRK
GREATER
A ICING CONDITIONS IS
PROHIBITED. ONE OR MORE OF THE 1
FOLLOWING DEFINES MODERATE
A ICING
LIGHTS CONDITIONS FOR THIS AIRPLANE. RADAR AL 2 PHONE
LEFT T XI/
TA RIGHT L R
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ASSURE T ALL CONTA
T MINANTS, INCLUDING
W TER, ARE REMOVED FROM FUEL AND FUEL ASSURE THAT
A SEA AT IS LOCKED IN POSITION
SYSTEM BEFORE FLIGHT.
T FAI
F LURE TO ASSURE
CON MINANT FREE FUEL AND HEED ALL SAFETY
PRIOR TO TA
T XI T
TAKEOFF AND LANDING. FAIF LURE
INSTRU TIONS AND OWNER ADVISORIES PRIOR TO PROPERLY
L LATA CH SEAT
A AND HEED ALL
TO FLIGHT AN RESULTL IN BODIL
LY INJU Y OR SAFETY INSTRUCTIONS CAN RESULT L IN BODILY
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A
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STBY BUS TIE
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T RT LEFT ANNUN GEN GEN NOSE RUD TRIM NOSE
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CABIN HEAT
A
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T AIR FIREWALL
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ATER BANK CONT
30 40 10 10 5 10
BUS FIRE FUEL LEFT OIL BLEED AFT LEFT W/S W/S
1 DET TOTAL
T FUEL TEMP AIR VENT PITOT ANTI-ICE ANTI-ICE
PWR QTY HEAT
A BLLWR HEAT
A CONT
30 5 5 5 5 15 20 5
BUS ITT FUEL RIGHT AIR PROP DE-ICE RIGHT PROP PROP
2 GAGE FLOW FUEL SPEED 0-SPEED BOOT PITOT ANTI-ICE ANTI-ICE
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30 5
BUS LEFT STROBE BEACON MAP INST WING SEAT A TORQ

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For Training Purposes Only

Revised: February 15, 2017
AS-18 Maneuvers and Procedures
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AS-18 Maneuvers and Procedures
WEIGHT AND BALANCE A properly loaded airplane, however, will perform as

intended. Before the airplane is licensed, a basic empty
weight, center of gravity (C.G.) and movement are
FRPSXWHG 6SHFL¿F LQIRUPDWLRQ UHJDUGLQJ WKH ZHLJKW
arm, moment, and installed equipment for this airplane
as delivered from the factory can be found in the plastic
INTRODUCTION HQYHORSHLQWKHEDFNRIWKH3LORW¶V2SHUDWLQJ+DQGERRN
Using the basic empty weight and moment, the pilot
T his section describes the procedure for establishing

the basic empty weight and moment of the airplane.
Sample forms are provided for reference. Procedures
can determine the weight and moment for the loaded
airplane by computing the total weight and moment and
then determining whether they are within the approved
for calculating the weight and moment for various Center of Gravity Moment envelope
operations are also provided.
WARNING
,Q RUGHU WR DFKLHYH WKH SHUIRUPDQFH DQG ÀLJKW
IT IS THE RESPONSIBILITY OF THE PILOT
characteristics which are designed into the airplane, TO MAKE SURE THAT THE AIRPLANE IS
LWPXVWEHÀRZQZLWKLQDSSURYHGZHLJKWDQGFHQWHURI LOADED CORRECTLY. OPERATION OUTSIDE
JUDYLW\ OLPLWV$OWKRXJK WKH DLUSODQH RႇHUV ÀH[LELOLW\ RI OF PRESCRIBED WEIGHT AND BALANCE
ORDGLQJLWFDQQRWEHÀRZQZLWKIXOOIXHOWDQNVDQGDIXOO LIMITATIONS COULD RESULT IN AN ACCIDENT
complement of passengers or a normal crew and both AND SERIOUS OR FATAL INJURY.
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AIRPLANE WEIGHING
RIJUDYLW\UDQJHEHIRUHWDNHRႇ PROCEDURES
:HLJKWLVLPSRUWDQWEHFDXVHLWLVDEDVLVIRUPDQ\ÀLJKW 1. Preparation:
and structural characteristics. As weight increases, A. Remove all snow, ice or water which may
WDNHRႇ VSHHG PXVW EH JUHDWHU VLQFH VWDOO VSHHGV DUH be on the airplane.
increased, the rate of acceleration decreases, and the
UHTXLUHGWDNHRႇGLVWDQFHLQFUHDVHV:HLJKWLQH[FHVV B. ,QÀDWH WLUHV WR UHFRPPHQGHG RSHUDWLQJ
RIWKHPD[LPXPWDNHRႇZHLJKWPD\EHDFRQWULEXWLQJ pressure.
factor to an accident, especially when coupled with C. /RFNRSHQIXHOWDQNVXPSTXLFNGUDLQVDQG
RWKHU IDFWRUV VXFK DV WHPSHUDWXUH ¿HOG HOHYDWLRQ IXHOUHVHUYRLUTXLFNGUDLQWRGUDLQDOOIXHO
and runway conditions, all of which may adversely D. Service engine oil as required to obtain a
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ODQGLQJ SHUIRUPDQFH ZLOO DOVR EH DႇHFWHG )OLJKWV DW &2/'DVDSSURSULDWHRQGLSVWLFN
H[FHVV ZHLJKW DUH SRVVLEOH DQG PD\ EH ZLWKLQ WKH E. Slide to move pilot and front passenger
performance capability of the airplane, but loads for VHDWV WR SRVLWLRQ WKH VHDW ORFNLQJ SLQV RQ
which the airplane was not designed may be imposed WKH EDFN OHJV RI HDFK VHDW DW VWDWLRQ
on the structure, especially during landing. Aft passenger seats (if installed) have
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The pilot should routinely determine the balance of the
be located, using a station location code on
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the seat rails, as described in “Cabin internal
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loading arrangements (cargo Version)
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gravity limit may place heavy loads on the nose wheel,
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were moved to accommodate a custom
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loading, they should be returned to the
is too far aft, the airplane may rotate prematurely on
standard locations prior to weighing.
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G. Place all control surfaces in neutral position.
For Training Purposes Only 19-1

AS-19 Weight and Balance
Leveling: WEIGHT AND BALANCE

A. Place scales under each wheel (minimum
VFDOH FDSDFLW\ SRXQGV QRVH
pounds each main). The main landing gear The following information will enable you to operate
PXVWEHVXSSRUWHGE\VWDQGVEORFNVHWF your Cessna within the prescribed weight and center of
on the main gear scales to a position at least JUDYLW\OLPLWDWLRQV7R¿JXUHZHLJKWDQGEDODQFHXVHWKH
IRXULQFKHVKLJKHUWKDQWKHQRVHJHDUDV sample Loading Problem, Weight and Moment Tables,
it rests on an appropriate scale. This initial and Center of Gravity Moment Envelope as follows :
elevated position will compensate for the 1. 7DNH WKH EDVLF HPSW\ ZHLJKW DQG PRPHQW IURP
GLႇHUHQFH LQ ZDWHUOLQH VWDWLRQ EHWZHHQ WKH appropriate weight and balance records carried
PDLQ DQG QRVH JHDU VR WKDW ¿QDO OHYHOLQJ in your airplane, and enter them in the column
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nose gear tire. Loading Problem.
B. 'HÀDWHWKHQRVHWLUHWRSURSHUO\FHQWHUWKH NOTE
bubble in the level. Since the nose gear
VWUXW FRQWDLQV DQ RLOV QXPEHU IRU VKRFN In addition to the basic empty weight and moment noted
absorption rather than an air/oil strut, on these records, the C .G. arm ( fuselage station} is also
LW FDQQRW EH GHÀDWHG WR DLG LQ DLUSODQH shown , but need not be used on the Sample Loading
Problem. The moment which is shown must be divided
leveling.
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3. Weighing: loading problem.
A. Weigh airplane in a closed hangar to avoid Use the Weight and Moment Tables to determine
errors caused by air currents. WKHPRPHQWIRUHDFKDGGLWLRQDOLWHPWREH
B. :LWKWKHDLUSODQHOHYHODQGEUDNHVUHOHDVHG carried, then list these on the loading problem.
record the weight shown on each scale.
Deduct the tare from each reading. NOTE
Measuring: ,QIRUPDWLRQ RQ WKH )XHO :HLJKW$QG 0RPHQW 7DEOHV LV
based on average fuel density at fuel temperatures of
A. Obtain measurement A by measuring
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horizontally (along airplane centerline) from OEJDO IRU HDFK ) GHFUHDVH LQ IXHO WHPSHUDWXUH
a line stretched between the main wheel Therefore , when environmental conditions are such that
centers to a plumb bob dropped from the WKHIXHOWHPSHUDWXUHLVGLႇHUHQWWKDQVKRZQLQWKHFKDUW
FHQWHURIWKHQRVHMDFNSRLQWORFDWHGEHORZ heading, a new fuel weight calculation should be made
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fairing. GHFUHDVH LQ IXHO WHPSHUDWXUH$V DQ H[DPSOH WKH IXHO
chart for Jet A fuel indicates an average density of 6.7lbs/
B. Obtain measurement B by measuring
gal.
horizontally and parallel to the air plane
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left side, to a plumb bob dropped from IXHOWHPSHUDWXUHLVDW))EHORZWKH)
the line between the main wheel centers. noted on the chart).
Repeat on right side and calculate the A. Calculate the revised fuel weight by
average of the measurements. multiplying the total usable fuel by the sum
Using weights from step 3 and measurements of the average density (stated on chart)
IURPVWHSWKHDLUSODQHZHLJKWDQG&*FDQEH plus the increase in density estimated for
determined. the lower fuel temperature. In this particular
6. Basic empty weight may be determined. sample , as shown by the calculation below,
the resulting fuel weight increase due to
lower fuel temperature will be 33.6 lbs over
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loading situation:

JDO;OEVJDO OEV WEIGHT AND BALANCE PLOTTER

revised fuel weight.
B. Then calculate the revised fuel moment. $ :HLJKW DQG %DODQFH 3ORWWHU LV DYDLODEOH WR TXLFNO\
The revised moment is in direct proportion determine the weight and balance of the airplane when
to the revised fuel weight: loading cargo. If the plotter shows a marginal condition
(1) developing, or if there is a question concerning the
;UHYLVHGPRPHQWUHYLVHGZHLJKW results in any way, then a more precise weight and
balance should be determined using the weight and
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balance procedure in this section. Instructions for use
; ; of the plotter are included on the plotter.
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value would be used on the Sample WEIGHT AND BALANCE RECORD (LOADING
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conditions represented by this sample.
NOTE A Weight And Balance Record (Loading Manifest)

Information on the Crew And Passenger and Cargo
is available for recording the cargo loading
Weight And Moment Tables is based on the pilot and FRQ¿JXUDWLRQ RI HDFK ÀLJKW DQG YHULI\LQJ WKDW WKH
front passenger sliding seats positioned for average DLUSODQH ZHLJKW DQG WDNHRႇ FHQWHU RI JUDYLW\ LQ
RFFXSDQWV HJ VWDWLRQ WKH DIW SDVVHQJHU ¿[HG terms of % MAC (Mean Aerodynamic Chord) is
seats (if installed) in the recommended position, and acceptable. A sample of this record is shown on
the baggage or cargo uniformly loaded around the “Weight and Balance Record (Loading Manifest)
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DQG DIW ERXQGDULHV HJ VWDWLRQV DQG LQ Balance Record (Loading Manifest)
zone 1) shown on the Loading Arrangements diagrams.
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Arrangements diagrams and Sample Loading Problem
record is summarized below.
lists fuselage stations for these items to indicate their 1. (QWHUÀLJKWGDWHDQGQXPEHUSRLQWRIGHSDUWXUH
forward and aft C.G. range limitations. Additional moment DQG GHVWLQDWLRQ DQG DLUSODQH LGHQWL¿FDWLRQ LQ
calculations, based on the actual weight and C.G. arm spaces provided.
(fuselage station) of the item being loaded, must be made
Enter weight of cargo in each cab in cargo zone
LIWKHSRVLWLRQRIWKHORDGLVGLႇHUHQWIURPWKDWVKRZQRQ
WKH :HLJKW$QG 0RPHQW 7DEOHV )RU H[DPSOH LI VHDWV in appropriate ITEM WEIGHT spaces. Total cabin
are in any position other than stated on the Loading FDUJRZHLJKWVLQVSDFHSURYLGHGDVDFKHFNWKDW
Arrangements diagram, the moment must be calculated PD[LPXPDOORZDEOHFDELQFDUJRZHLJKWRI
by multiplying the occupant weight times the arm in SRXQGVLVQRWH[FHHGHG5HIHUWRRWKHUSRUWLRQV
inches. A point 9 inches forward of the intersection of the RIWKH3LORW¶V2SHUDWLQJ+DQGERRNIRUDGGLWLRQDO
VHDWERWWRPDQGVHDWEDFNZLWKFXVKLRQVFRPSUHVVHG limitations which must be observed.
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in determining the arm, the forward face of the raised aft
3. Enter weight of cargo in cargo pod and weight of
FDUJRÀRRULVIXVHODJHVWDWLRQ pilot and front passenger (observer).
Complete ITEM INDEX column for all cargo and
7RWDO WKH ZHLJKWV DQG PRPHQWV DQG SORW WKHVH the pilot and passenger by referring to adjacent
values on the Center of Gravity Moment Envelope to :(,*+7 ,1',&(6 OLVWLQJ )RU HDFK FDUJR RU
determine whether the point falls within the envelope, personnel weight recorded previously, read
and if the loading is acceptable. across horizontally to the vertical column having
an identical weight at the top. The number shown
WARNING DW WKLV LQWHUVHFWLRQ LV WKH ZHLJKW LQGH[ IRU WKH
IT IS THE RESPONSIBILITY OF THE PILOT UHFRUGHGZHLJKW$VDQH[DPSOHSRXQGVRI
TO ENSURE THAT THE AIRPLANE IS FDUJRORDGHGLQFDELQ]RQHKDVDZHLJKWLQGH[
LOADED PROPERLY. OPERATION OUTSIDE of 988, and this number should be entered under
OF PRESCRIBED WEIGHT AND BALANCE ITEM INDEX for cabin zone 1.
LIMITATIONS COULD RESULT IN AN ACCIDENT
AND SERIOUS OR FATAL INJURY.

NOTE 8. 7KH ZHLJKW DYDLODEOH IRU WDNHRႇ IXHO LV WKH

GLႇHUHQFHEHWZHHQ]HURIXHOZHLJKWDQGWDNHRႇ
If weight to be loaded does not match one of the weight
LQFUHPHQWV SURYLGHGI DQG D PRUH SUHFLVH ZHLJKW LQGH[
ZHLJKW $ )8(/ ,1',&(6 WDEOH DW ERWWRP RI
is needed, use the LOAD ITEM INDEX formula on the :HLJKW$QG %DODQFH 5HFRUG SURYLGHV DQ LQGH[
EDFNVLGHRIWKH:HLJKW$QG%DODQFH5HFRUGWRFDOFXODWH for the weight of fuel to be carried. The fuel weight
WKHLQGH[+RZHYHUDVVKRZQLQWKHVDPSOHFDOFXODWLRQ DQGWKLVLQGH[VKRXOGEHHQWHUHGIRUWDNHRႇIXHO
EHORZIRUDSRXQGORDGLQVWHDGRISRXQGVLQ :KHQ FDOFXODWLQJ WDNHRႇ IXHO SRXQGV RI
FDELQ ]RQH PLQRU ZHLJKW YDULDEOHV GR QRW DႇHFW WKH DGGLWLRQDOIXHOFDQEHDOORZHGDVWD[LIXHOXQGHU
ZHLJKWLQGH[VLJQL¿FDQWO\7KH$50XVHGLQWKHIROORZLQJ DYHUDJHFRQGLWLRQV$VSDFHIRUWD[LIXHOZHLJKW
calculation is the centroid of cabin zone 1 as shown on is provided.
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9. $GG WDNHRႇ IXHO ZHLJKW DQG LQGH[ WR ]HUR IXHO
; ZHLJKW DQG LQGH[ WR DFTXLUH D WDNHRႇ ZHLJKW
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MAC space is provided for this value.
7KH ZHLJKW LQGH[ RI ZKHQ URXQGHG WR WKH
QH[W KLJKHVW QXPEHU ZRXOG VWLOO UHVXOW LQ WKH (QWHUSRXQGVDVWKHPD[LPXPDOORZDEOH
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Add weight of pod cargo, pilot and passenger to ZHLJKWRISRXQGV
sub-total weight for cab in cargo and enter this
value as the weight of the total payload; the sum
RIDOOLWHPLQGLFHVUHFRUGHGLVWKHLWHPLQGH[IRU
WKHWRWDOSD\ORDG)RUFDOFXODWLRQSXUSRVHVHQWHU CREW AND PASSENGER
only the last three digits of the total in the item LOADING
LQGH[FROXPQV
6. Enter basic empty weight (from airplane weight
and balance information) in ITEM WEIGHT The pilot and front passenger positions in all airplanes
column for aircraft empty weight. Calculate KDYHVL[ZD\DGMXVWDEOHVHDWV7KHVHVHDWVVOLGHIRUH
ZHLJKWLQGH[XVLQJWKH%$6,&$,53/$1(,1'(; DQG DIW RQ WUDFNV WKDW KDYH DGMXVWPHQW KROHV IRU VHDW
)RUPXOD RQ WKH EDFNVLGH RI WKH :HLJKW $QG position.
Balance Record. The sample calculation below
The Passenger Version has aft passenger seating with
is for an airplane with a basic empty weight of
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In the aircraft empty weight spaces for the airplane position, bench-type seats located on the right side
LQ WKLV VDPSOH D ZHLJKW RI DQG DQ LQGH[ RI RI WKH FDELQ RU LW KDV WKUHH LQGLYLGXDO ¿[HGSRVLWLRQ
ZRXOGEHHQWHUHG passenger seats on the left side of the cabin, and three
7. $GGDLUFUDIWHPSW\ZHLJKWDQGLQGH[WRSD\ORDG WZRSODFH¿[HGSRVLWLRQEHQFKW\SHVHDWVORFDWHGRQ
ZHLJKW DQG LQGH[ WR DFTXLUH D ]HUR IXHO ZHLJKW the right side of the cabin.
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adjacent chart indicates the location of the zero 7KH VHFRQG &RPPXWHU VHDWLQJ FRQ¿JXUDWLRQ LV WKH
fuel weight center of gravity in terms of % MAC. VDPHDVWKH¿UVWH[FHSWWKHVHDWVDUHQRWVWDJJHUHG
AC.G. % MAC space is provided to enter this but have a side -by-side arrangement.
value. If the zero fuel weight C.G. falls well within
clear area of chart envelope, the loading will 7KH WKLUG &RPPXWHU VHDWLQJ FRQ¿JXUDWLRQ LQFOXGHV
OLNHO\EHDFFHSWDEOHKRZHYHULIWKH&*DWWKLV IRXULQGLYLGXDO¿[HGSRVLWLRQSDVVHQJHUVHDWVRQWKH
weight fall near or within shaded area, a careful OHIWVLGHRIWKHFDELQDQGIRXULQGLYLGXDO¿[HGSRVLWLRQ
UHFKHFNRIWKHORDGLQJDQG&*LVLPSRUWDQW passenger seats on the right side.

In Utility seating, all aft passenger seats are individual, then record these values on the Sample Weight and
¿[HGSRVLWLRQFROODSVLEOHVHDWVZKLFKLIUHPRYHGFDQ %DODQFH5HFRUGWRDVVLVWLQWKHFDOFXODWLRQ)RUHDFK
EHIROGHGIRUVWRUDJHLQWKHDIWEDJJDJHDUHD)RXURI item of equipment, multiply its weight by its C.G. arm
the utility seats are located on the left side of the cabin, to provide the moment for that item. Subtract weights
and four are located on the right side. Single-digit of removed items (seats) and add weights of installed
QXPEHUVHJHWFDUHDGGHGWRWKHDIWVHDW items (cargo barrier and its nets) to the original basic
WUDFNV WR IDFLOLWDWH WKH ORFDWLRQ RI VHDWV RU SODFHPHQW empty weight to provide a new basic empty weight.
RIFDUJR7KHQXPEHUVHWFUHSUHVHQWVWDWLRQV /LNHZLVHVXEWUDFWWKHPRPHQWVRIUHPRYHGLWHPVDQG
HWF$FRXQWRIWKHRQHLQFKVSDFLQJRI add the moments of stalled items to the original moment
WKHWUDFNDWWDFKPHQWSRVLWLRQVHLWKHUIRUZDUGRUDIWIURP to provide a new airplane moment. (Remember that the
one of these numbers will readily locate any fuselage PRPHQWYDOXHLVWREHGLYLGHGE\WRUHGXFHWKH
station in the aft cabin area. Placement of the front leg number of digits.) The new basic empty weight and
plunger on Commuter and Utility seating on the station PRPHQWFDQEHXVHGDVLOOXVWUDWHGLQWKH6DPSOH
described on the Internal Cabin Loading Arrangements /RDGLQJ 3UREOHP ZKHQ ¿JXULQJ DLUSODQH ORDGLQJ ZLWK
diagram will locate the seats at the proper station (C.G. the selected items of equipment remove/installed.
arm).
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WARNING large cabin volume is available for baggage/cargo; if
NONE OF THE AIRPLANE SEATS ARE APPROVED a cargo barrier is installed, the total volume available
FOR INSTALLATION FACING AFT. IRU FDUJR EHKLQG WKH EDUULHU LV FXELF IHHW &DUJR
can be loaded through the large, almost square, two-
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pound per square foot allowable loading. Strategically
located nutplates are provided which will allow the
CABIN CARGO AREA LQVWDOODWLRQ RI SO\ZRRG ÀRRULQJ VWDQGDUG HTXLSPHQW
on Cargo Versions) for ease of loading and distribution
Cargo may be carried in the cabin of either the Cargo RIFRQFHQWUDWHGORDGV%HWZHHQVWDWLRQVDQG
Version or the Passenger Version. The cabin interior DGGLWLRQDOFDUJRVSDFHZLWKDFDSDFLW\RISRXQGVLV
RI WKH &DUJR 9HUVLRQ LV VSHFL¿FDOO\ HTXLSSHG IRU WKH SURYLGHGRQDÀRRUERDUGUDLVHGDSSUR[LPDWHO\¿YH
carriage of cargo. However, after seat removal and the LQFKHVDERYHWKHPDLQÀRRUERDUG
installation of miscellaneous equipment, the passenger
,Q WKH DUHD RI WKH UHPRYHG IURQW SDVVHQJHU VHDW ³,´
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missions. The following paragraphs generally describe
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the cargo area of both versions.
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7R IDFLOLWDWH WKH FDUU\LQJ RI ODUJH RU EXON\ LWHPV DOO SRLQWV )URP VWDWLRQ DIW WR WKH UDLVHG EDJJDJH
aft seats (Passenger Version Only) and the front FDUJRÀRRUVHDWWUDFNVDUHSURYLGHGDQGDUHGHVLJQHG
passenger seat may be removed from the airplane. If WRUHFHLYHTXLFNUHOHDVHWLHGRZQ¿WWLQJVZKLFKFDQEH
a cargo barrier and its three barrier nets are available VQDSSHGLQWRWKHWUDFNVDWLQWHUYDOVRILQFK7KHUDLVHG
for installation, removal of the front passenger seat EDJJDJHFDUJRÀRRUFRQWDLQVHLJKWDQFKRUSODWHVWR
may not be desired. mission requirements will dictate ZKLFKTXLFNUHOHDVHWLHGRZQ¿WWLQJVFDQEHDWWDFKHG
whether the barrier is to be used and the number of ,I URSH FDEOH RU RWKHU ¿WWLQJV DUH XVHG IRU WLHGRZQV
seats removed. If seats are removed for hauling cargo WKH\ VKRXOG EH UDWHG DW D PLQLPXP RI SRXQGV
and the cargo barrier and its nets added, the basic ZKHQXVHGZLWKDOO¿WWLQJVQRWHGLQWKHWDEOHRQ)LJXUH
empty weight and C.G. moment of the airplane should H[FHSW WKH GRXEOHVWXG TXLFNUHOHDVH WLHGRZQV
be adjusted so that these values accurately represent ZKLFKUHTXLUHDSRXQGUDWLQJ0D[LPXPDOORZDEOH
the weight and moment of the airplane before loading. cargo loads will be determined by the individual zone
weight limitation and by the airplane weight and
To calculate the new weight and moment, refer to the C.G. limitations. The number of tie-downs required is
airplane equipment list and acquire the weight and C.G. GHSHQGHQW RQ WKH ORDGV WR EH VHFXUHG )LJXUH
arm of each item of equipment to be removed or added, VKRZV WKH PD[LPXP DOORZDEOH FDUJR ZHLJKW IRU HDFK
type of cargo tie-down attachment
On Cargo Versions, the sidewalls in the cargo area are WARNING

PDUNHGZLWKYHUWLFDOOLQHVWRIDFLOLWDWHWKHLGHQWL¿FDWLRQ
• WHEN UTILIZED, THE CARGO BARRIER AND ITS
RI VL[ ORDGLQJ ]RQHV PDUNLQJV ORFDWHG RQ WKH ATTACHED NETS PROVIDE CARGO FORWARD
sidewalls between the lines identify each zone by CRASH LOAD RESTRAINT AND PROTECTION
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carried with in the zones. Refer to “MAXIMUM ZONE/ HOWEVER, THE CARGO MUST STILL BE
&203$570(17 /2$',1*6´ RQ SDJH IRU SECURED TO PREVENT .IT FROM SHIFTING
PD[LPXP]RQHZHLJKWOLPLWV DUE TO TAKEOFF, FLIGHT LANDING, AND TAXI
ACCELERATIONS AND DECELERATIONS. ON
CAUTION THE PASSENGER VERSION, IF PASSENGERS
AS WELL AS CARGO ARE LOCATED AFT OF THE
THE MAXIMUM LOAD VALUES MARKED IN EACH BARRIER, CARGO PLACEMENT MUST ALLOW
ZONE ARE PREDICATED ON ALL CARGO BEING MOVEMENT AND EXIT OF THE PASSENGERS
TIED DOWN WITHIN THE ZONES. AND THE CARGO MUST BE SECURED FOR
CRASH LOAD RESTRAINT CONDITIONS. REFER
2Q&DUJR9HUVLRQVDKRUL]RQWDOOLQHODEHOHG³´LV TO CARGO LOAD RESTRAINT IN THIS SECTION
SURPLQHQWO\PDUNHGDORQJHDFKVLGHZDOO DVDORDGLQJ FOR ADDITIONAL INFORMATION CONCERNING
reference. As indicated on a placard on the lower cargo CARGO RESTRAINT WITH AND WITHOUT A
door, zones forward of the last loaded zone must be CARGO BARRIER.
DWOHDVWIXOOE\YROXPH:KHQHYHUSRVVLEOHHDFK
• MAKE SURE THE BARRIER NET FASTENERS
]RQHVKRXOGEHORDGHGWRLWVPD[LPXPDYDLODEOHYROXPH ARE SECURED FOR TAKEOFF, LANDING, AND
SULRU WR ORDGLQJ WKH QH[W ]RQH $Q DGGLWLRQDO SODFDUG INFLIGHT OPERATIONS, AND ARE MOMENTARILY
ORFDWHG RQ WKH ULJKW VLGHZDOO EHWZHHQ ]RQHV DQG DETACHED ONLY FOR MOVEMENT OF THE
FDXWLRQVWKDWLIWKHORDGLQ]RQHH[FHHGVSRXQGV NETS FOR LOADING OR UNLOADING OF ITEMS
a cargo partition net (if available) is required aft of the THROUGH THE CREW AREA.
ORDGRUWKHORDGPXVWEHVHFXUHGWRWKHÀRRU
Cargo partition nets are available and can be installed
A cargo barrier and three barrier nets may be installed to divide the cargo area into convenient compartments.
GLUHFWO\EHKLQGWKHSLORW¶VDQGIURQWSDVVHQJHU¶VVHDWV 3DUWLWLRQV PD\ EH LQVWDOOHG LQ DOO RI WKH ¿YH ORFDWLRQV
The barrier and nets preclude loose cargo from moving DWVWDWLRQVDQG7KH
IRUZDUG LQWR WKH SLORW¶V DQG IURQW SDVVHQJHU¶V VWDWLRQV cargo partitions are constructed of canvas with nylon
during an abrupt deceleration. The barrier consists webbing reinforcement straps crisscrossing the partition
of a U-shaped assembly of honeycomb composite IRUDGGHGVWUHQJWK7KHHQGVRIWKHVWUDSVKDYHTXLFN
construction. The assembly attaches to the four pilot UHOHDVHIDVWHQHUVZKLFKDWWDFKWRWKHÀRRUWUDFNVDQG
and front passenger seat rails at the bottom at station WZR ÀRRUPRXQWHG DQFKRU SODWHV ORFDWHG MXVW IRUZDUG
DQGWRFDELQWRSVWUXFWXUHDWDSSUR[LPDWHO\VWDWLRQ RI WKH UDLVHG FDUJR ÀRRU DQG RWKHU DQFKRU SODWHV RQ
166. The cargo barrier nets consist of three nets, one WKHVLGHZDOOVDQGFHLOLQJ)RXUVWUDSVKDYHDGMXVWDEOH
for the left sidewall, one for the right sidewall, and EXFNOHV IRU WLJKWHQLQJ WKH VWUDSV GXULQJ LQVWDOODWLRQ RI
RQH IRU WKH FHQWHU 7KH OHIW DQG ULJKW QHWV ¿OO LQ WKH the partition.
space between the barrier assembly and the airplane
sidewalls. The side nets are fastened to the airplane Zones divided by cargo partitions can be loaded
VLGHZDOOVDQGWKHHGJHRIWKHEDUULHUZLWKVL[TXLFN without additional tie-downs if a total loaded density for
release fasteners each, three on each side. The center HDFKSDUWLWLRQHG]RQHGRHVQRWH[FHHGSRXQGVSHU
QHW¿OOVLQWKHRSHQLQJLQWKHWRSFHQWHURIWKHEDUULHU FXELFIRRWDQGWKH]RQHLVPRUHWKDQIXOO&DUJR
7KH FHQWHU QHW LV IDVWHQHG ZLWK IRXU IDVWHQHUV loading that does not meet these requirements must be
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DERYH WKH KRUL]RQWDO OLQHV FDXWLRQ WKDW WKH PD[LPXP CAUTION
DOORZDEOHORDGEHKLQGWKHEDUULHULVSRXQGVWRWDO THE MAXIMUM CARGO PARTITION LOAD IS THE
and that zones forward of the last loaded zone must be 6802)$1<7:2=21(612025(7+$17:2
DWOHDVWIXOOE\YROXPH5HIHUWR³&DUJREDUULHUDQG ADJACENT ZONES CAN BE DIVIDED BY ONE
EDUULHUQHWV´RQSDJHIRUDGGLWLRQDOGHWDLOV PARTITION. THE PARTITIONS ARE DESIGNED
72 35(9(17 7+( &$5*2 )520 6+,)7,1*
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NOT BE CONSIDERED ADEQUATE TO WITH The single-stud anchors can be attached to any tie-
STAND CRASH LOADS AND DO NOT REPLACE GRZQ SRLQW LQ WKH DLUSODQH ZKLFK LVQ¶W SODFDUGHG IRU
7+(1((')25$&$5*2%$55,(5 attachment for partition nets only, whereas the double-
VWXGDQFKRUVFDQEHDWWDFKHGWRWKHDIWVHDWWUDFNVRQO\
A restraining net is installed on the inside of the
airplane over the cargo door opening. The restraining CARGO POD
net prevents loose articles from falling out the cargo
door when the doors are opened. The restraining net
consists of two halves which part in the center of the 7KH DLUSODQH PD\ EH HTXLSSHG ZLWK D FXELF
door opening. The front and rear halves slide fore and foot capacity cargo pod attached to the bottom of the
aft, respectively, on a rod to open the net. The net is fuselage. The pod is divided into four compartments
attached to the sidewall by screws and nutplates along LGHQWL¿HGDV]RQHV$%&DQG'E\EXONKHDGVDQG
the front and rear edges of the net. When the net is KDVDPD[LPXPÀRRUORDGLQJRISRXQGVSHUVTXDUH
closed, the two halves are held together by snap-type IRRW DQG PD[LPXP ORDG ZHLJKW OLPLW RI SRXQGV
fasteners. Each compartment has a loading door located on the
left side of the pod. The doors are hinged at the bottom,
Various tie-down belt assemblies and tie-down ring and each has two latches. When the latch handles are
anchors are available for securing cargo within the rotated to the horizontal position with the doors closed,
airplane; the belts may also be used for typing down the doors are secured. Refer to “Cargo pod Loading
WKH DLUSODQH $ VWDQGDUG FRQ¿JXUDWLRQ LV RႇHUHG DQG DUUDQJHPHQW´RQSDJHDQGIRUDGGLWLRQDO
FRQWDLQV WKUHH SRXQG UDWHG EHOW DVVHPEOLHV details.
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TXLFNUHOHDVH WLHGRZQ ULQJ DQFKRUV $ KHDY\GXW\
FRQ¿JXUDWLRQFRQVLVWVRIWKUHHSRXQGUDWHGEHOWV
ZLWKUDWFKHWW\SHDGMXVWHUVDQGVL[GRXEOHVWXGTXLFN
UHOHDVH DQFKRUV 7KUHH SRXQG UDWHG EHOWV ZLWK
RYHUFHQWHUW\SHORFNLQJGHYLFHVDUHDOVRDYDLODEOHIRU
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tie-down ring anchors are also available separately.
MAXIMUM ZONE/COMPARTMENT LOADINGS
0D[LXPXP]RQHORDGLQJVDUHDVIROORZV
ZONE/ VOLUME WEIGHT LIMIT (POUNDS) C.G. (STATION
COMPARTMENT &8%,&)((7 LOCATION)
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BY TIE- USING
DOWN PARTITIONS OR
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CARGO/POD A -
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and landings as well as forces due to air turbulence in
Since the airplane can be used for cargo missions,
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carrying various types of cargo in a variety of loading
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weight of the cargo, and the restraint required. Restraint
the forward and aft C.G. limits. Load planning
LVUHTXLUHGIRUÀLJKWODQGLQJWD[LORDGVDQGIRUFUDVK
should include a careful comparison of the mission
loads.
requirements with the volume and weight limitation in
HDFK ORDGLQJ ]RQH DQG WKH ¿QDO DLUSODQH &* &DUJR &DUJRPXVWEHWLHGGRZQIRUÀLJKWODQGLQJDQGWD[LORDG
loaded in the forward zones may need to be balanced restraint and/or crash load restraint. When a cargo
by loading cargo in one or more aft zones. Conversely, barrier is not installed, all cargo must be prevented
loadings cannot be concentrated in the rear of the IURP PRYHPHQW LQ WKH ¿YH SULQFLSDO GLUHFWLRQV DQG
airplane, but must be compensated by forward cargo VHFXUHGWRSURYLGHFUDVKORDGUHVWUDLQW7KHPD[LPXP
to maintain balance. Under ideal conditions, loadings UDWHG ORDGV VSHFL¿HG IRU ORDGLQJV ZLWKRXW D EDUULHU
should be accomplished with heavy items on the should be used for each tie-down. Consistent use
bottom and the load distributed uniformly around the of these loading criteria is important, and it is the
C.G. of the cabin cargo area zone and/or cargo pod UHVSRQVLELOLW\ RI WKH SLORW WR PDNH VXUH WKH FDUJR LV
compartment. Loading personnel must maintain strict restrained properly. When a cargo barrier is installed,
accountability for loading correctly and accurately, but cargo aft of the barrier must also be secured to prevent
may not always be able to achieve and ideal loading. PRYHPHQW LQ WKH ¿YH SULQFLSDO GLUHFWLRQV EXW RQO\ WR
A means of protecting the C.G. aft limit is provided by WKHH[WHQWWKDWVKLIWLQJGXHWRÀLJKWIRUODQGLQJDQGWD[L
supplying an aft C.G. location warning area between ORDGVLVSURYLGHG7KHPD[LPXPUDWHGORDGVVSHFL¿HG
0$& DQG WKH PD[LPXP DOORZDEOH DIW &* for loadings with a barrier installed should be used for
RI 0$& 7KH ZDUQLQJ DUHD LV LQGLFDWHG E\ each tie -down. With a barrier installed, all cargo must
shading on the C.G. Moment Envelope (“Center of be loaded such that loading zones forward of the last
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/LPLWV³&HQWHURI*UDYLW\/LPLWV´RQSDJHThis
shaded area should be used only if accurate C.G. WARNING
determination can be obtained.
IN SPECIAL LOADING ARRANGEMENTS WHICH
CAUTION ALLOW HE CARRIAGE OF PASSENGERS AS
WELL AS CARGO BEHIND THE BARRIER IN
EXERCISE CAUTION WHILE LOADING OR THE PASSENGER VERSION, ALL CARGO MUST
UNLOADING HEAVY CARGO THROUGH THE BE SECURED TO PREVENT MOVEMENT IN THE
CARGO DOORS. AN IDEAL LOADING IN EVERY FIVE PRINCIPAL DIRECTIONS AND PROVIDE
OTHER RESPECT CAN STILL CAUSE TAIL TIPPING THE SAME CRASH LOAD RESTRAINT AS
$1'6758&785$/'$0$*(,)3523(5:(,*+7 THOUGH A BARRIER WAS NOT INSTALLED
',675,%87,21 ,6 ,*125(' )25 (;$03/( USING THE MAXIMUM RATED LOADS SPECIFIED
HEAVY CARGO LOADED THROUGH THE DOORS FOR LOADING WITHOUT A BARRIER. IN
$1' 3/$&(' 020(17$5,/< ,1 =21(6$1' THIS ARRANGEMENT, CARGO PLACEMENT
3/86 7+( :(,*+7 2) 3(56211(/ 5(48,5(' MUST ALLOW FOR MOVEMENT AND EXIT
72029(,772$)25:$5'=21(&28/'&$86( OF THE PASSENGERS. THE PILOT MUST BE
$1 2872)%$/$1&( &21',7,21 '85,1* RESPONSIBLE TO MAKE SURE PROPER LOAD
LOADING. RESTRAINT IN ALL LOADINGS.
CARGO LOAD RESTRAINT 5HIHU WR ³7\SLFDO FDUJR UHVWUDLQW PHWKRGV´ RQ SDJH
IRUGLDJUDPVRIW\SLFDOFDUJRWLHGRZQPHWKRGVIRU
prevention of movement. Also, the cargo partition nets
35(9(17,212)029(0(17 available for the airplane can be installed at stations
DQGWRGLYLGHWKHFDELQ
Cargo restraint requires the prevent ion of movement in cargo area into compartments. If the partitions are used,
¿YHSULQFLSDOGLUHFWLRQVIRUZDUGDIWXSZDUGYHUWLFDO they must be used in conjunction with the cargo barrier.
left (side), and right (side). These movements are Since partitions are not designed to withstand crash
loads, they cannot be considered as a replacement

for the barrier. Each partition will withstand the forward Protection against hazardous materials has been
DQG DIW RSHUDWLRQDO ORDGV DSSOLHG GXULQJ WDNHRႇ ÀLJKW provided in the fuselage bilge area under the cargo
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partition. Use of the partitions will allow loading of the materials may be carried in any location within this
zones without tying down cargo if the load density is no area.
more than 7.9 pounds per cubic foot and the zone is
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WKHVHUHTXLUHPHQWVPXVWEHVHFXUHGWRWKHFDELQÀRRU member (if used), other personnel such as cargo
receiving and loading personnel should be properly
/2$',1*2)3,(5&,1*253(1(75$7,1*,7(06 trained concerning the acceptance, handling, storage,
loading and unloading of hazardous materials if these
Regardless of cargo location, items of a piercing or materials are to be carried. Information and regulations
penetrating nature shall be located so that other cargo pertaining to the air transportation of hazardous
is loaded between the barrier/nets, cargo partitions, PDWHULDOVLVRXWOLQHGLQWKH&RGHRI)HGHUDO5HJXODWLRQ
and rear wall and the piercing or penetrating items &)5 7LWOH DQG LQ WKH ,QWHUQDWLRQDO &LYLO $YLDWLRQ
WR SURYLGH D EXႇHU7KH GHQVLW\ RI WKLV FDUJR VKDOO EH Organization (ICAO) Technical Instructions for the Safe
VXႈFLHQW WR UHVWUDLQ WKH SLHUFLQJ RU SHQHWUDWLQJ LWHPV Transport of Dangerous Goods by Air. Additional details
from passing through the barrier/nets, partitions, and on training subject matter and location references for
rear wall under critical emergency landing conditions. If this information are included in the Cargo Loading
the condition cannot be complied with, the piercing or manual for this airplane. Some general guidelines
penetrating items shall be tied down. important to safe carriage of hazardous materials are
also described in the Cargo Loading Manual.
75$163257$7,212)+$=$5'286
MATERIALS
Special protection of the airplane and training of

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approved transportation of hazardous materials.

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SAMPLE WEIGHT AND BALANCE RECORD

DEP DATE Z ORIGIN AIRCRAFT NO.
CESSBA 208B WEIGHT AND BALANCE RECORD
FLIGHT NO. DESTINATION
ITEM
ITEM ITEM WEIGHT INDICES
MAX WEIGHT INDEX
ZONE

LOAD 25 50 75 100 150 200 250 300 350 400 500 600 700 800 900 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3100
1 1780 999 998 997 996 994 992 990 988 986 984 980 976 972 968 964 960 952 944 934 924
$
" 2 3100 1 3 4 5 8 10 13 15 18 21 26 31 36 41 46 52 62 72 83 93 100 30 46 51 76 91 106
#
* 3 1900 4 7 11 14 22 29 36 43 51 58 72 87 101 116 130 145 174 203 232 261 290
/
$ 4 1380 5 10 15 21 31 41 51 62 72 82 103 123 144 164 185 205 246 287
"
3
( 5 1270 6 13 19 26 38 51 64 77 89 102 128 153 170 204 230 255 306
0
6 320 8 15 23 30 46 51 76 91 106
NOTES:
TOTAL 3400
A 230 997 994 991 988 982 976 970
1 B 310 000 999 999 998 997 996 995 994 993
0
% C 270 2 4 6 8 12 17 21 25
D 280 5 10 14 19 29 38 48 57
PILOT & FLT WGT + 997 994 992 989 983 977 972 966
OBSERVER + 997 994 992 989 983 977 972 966
TOTAL PAYLOAD - ENTER ONLY LAST THREE DIGITS OF THE TOTAL IN ITEM INDEX COLUMNS
A/C EMPTY WT. + C.G. % MAC

ZERO FUEL WEIGHT - INDEX UNITS
360 400 440 480 520 560 600 640 680 720
T.O. FUEL + 8750 8750
2)
C.G. % MAC
T.O. WEIGHT - 8500 8500
MAX ALLOWABLE
+
T.O. WEIGHT 8000 8000
TAXI FUEL -
7500 7500
RAMP WEIGHT +
7000 7000
6500 6500
FUEL
10 14 18 22 26 30 34 38 6000
6000
AIRCRAFT T.O. WT. LBS

AIRCRAFT T.O. WT. LBS
WT. INDEX WT. INDEX WT. INDEX WT. INDEX WT. INDEX 8 12 16 20 24 28 32 36 40
5500 6 5500
50 1 500 13 950 24 1400 35 1850 45
4
100 3 550 14 1000 25 1450 36 1900 46
150 4 600 16 1050 27 1500 37 1950 47 5000 5000
200 6 650 17 1100 28 1550 38 2000 48
250 7 700 18 1150 29 1600 39 2050 49 4500 4500
300 8 750 19 1200 30 1650 40 2100 50
:(,*+7$1'%$/$1&(5(&25'/2$',1*0$1,)(67
4200 4200
350 9 800 21 1250 31 1700 41 2150 51 360 400 440 480 520 560 600 640 680 720
400 10 850 22 1300 33 1750 42 2200 52 INDEX UNITS
450 12 900 23 1350 34 1800 44 2250 53

:(,*+7$1'%$/$1&(5(&25'/2$',1*0$1,)(67
2)

&$%,1,17(51$/',0(16,216&$5*29(56,212)

&$%,1,17(51$/',0(16,216&$5*29(56,212)

CARGO BARRIER AND BARRIER NETS

&$5*27,5'2:1$77$&+0(1762)

&$5*27,('2:1$77$&+0(1762)

CABIN INTERNAL LOADING ARRANGEMENTS (CARGO VERSION)

2)


2)


2)


2)

CARGO POD LOADING ARRANGEMENT

CARGO POD MEASUREMENTS AND MARKINGS

TYPICAL CARGO RESTRAINT METHODS

SAMPLE LOADING PROBLEM
SAMPLE LOADING PROBLEM SAMPLE YOUR YOUR YOUR

(CARGO LOADING SHOWN) AIRPLANE AIRPLANE AIRPLANE AIRPLANE
Moment Moment Moment Moment
Weight Weight Weight Weight
(LB-IN./ (LB-IN./ (LB-IN./ (LB-IN./
(LBS) (LBS) (LBS) (LBS)
1000) 1000) 1000) 1000)
1 - Basic Empty Weight (Use the data pertaining to your airplane

as it is presently equipped) (Includes unusable fuel and oil)
4575 846.5
2 - Usable Fuel (332 Gal. Maximum) 2224 453.2
3 - Pilot (Seat 1) (Sta. 133.5 to 146.5) 170 23.0
4 - Front Passenger (Seat 2) (Sta. 133.5 to 146.5)
5 - Aft Passengers (Commuter Seating):
Sta. 173.9
Sta. 189.9
Sta. 209.9
Sta. 225.9
Sta. 245.9
Sta. 261.9
Sta. 281.9
Aft Passengers (Utility Seating):
Sta. 170.5
Sta. 206.5
Sta. 242.5
Sta. 278.5
6 - Baggage/Cargo (Cabin Locations):
Zone 0 (Sta. 118.4 to 155.4)
Zone 1 (Sta. 155.4 to 188.7) 350 60.2
Zone 2 (Sta. 188.7 to 246.8) 616 134.4
Zone 3 (Sta. 246.8 to 282) 200 52.8
Zone 4 (Sta. 282 to 307) 200 58.9
Zone 5 (Sta. 307 to 332) 200 63.9
Zone 6 (Sta. 332 to 356) 50 17.2
7 - Cargo (Cargo Pod Locations)
Zone A (Sta. 100 to 154.75) 50 6.6
Zone B (Sta. 154.75 to 209.35) 50 9.1
Zone C (Sta. 209.35 to 257.35) 50 11.7
Zone D (Sta. 257.35 to 332) 50 14.4
8 - RAMP WEIGHT AND MOMENT 8785 1751.7
9 - Fuel allowence for engine start, taxi and runup. -35 -7.2
10 - TAKEOFF WEIGHT AND MOMENT (Subtract Step 9 from
Step 8 8750 1744.5
11 - Locate this point (8750 at 1744.5) on the Center of Gravity Moment Envelope, and When several loading configurations are representative of your operations,
since this point falls within the envelope, the loading is acceptable. it may be useful to fill out one or more of the above columns so that specific
loadings are available at a glance.
NOTE WARNING
Refer to Weight and Moment Tables for weight and moment of crew, passengers, usable fuel, and It is the responsibility of the pilot to ensure that the airplane is loaded
cargo being carried. Refer to Loading Arrangement Diagram for aft passenger seating properly. Operation outside of prescribed weight and balance limitations
arrangements. could result in an accident and serious or fatal injury.

&(17(52)*5$9,7<020(17(19(/23(

&(17(52)*5$9,7</,0,76

PLANNING AND It should be noted that the performance information

SUHVHQWHG LQ WKH UDJH DQG HQGXUDQFH SUR¿OH FKDUWV
DOORZVIRUPLQXWHVUHVHUYHIXHODWWKHVSHFL¿HGFUXLVH
PERFORMANCE power and altitude. Some indeterminate variables such
as engine and propeller condition, and air turbulence
may account for variations of 10% or more in range
and endurance. Therefore, it is important to utilize all
available information to estimate the fuel required for
INTRODUCTION WKHSDUWLFXODUÀLJKW
Notes have been provided on various graphs and tables

T his chapter will describe and explain how to use
selected graphs and tables found in the performance
section of the C-208 POH/AFM. The graphs and tables
to approximate performance with the inertial separator
LQ%<3$66DQGRUFDELQKHDWRQ7KHHႇHFWZLOOYDU\
shown herein are for training purposes only and may depending upon airspeed, temperature, and altitude. At
not be current. The actual POH/AFM for the aircraft lower altitudes, where operation on the torque limit is
EHLQJ ÀRZQ VKRXOG DOZD\V EH FRQVXOWHG IRU DFFXUDWH SRVVLEOHWKHHႇHFWRIWKHLQHUWLDOVHSDUDWRUZLOOEHOHVV
performance planning. The supplements section depending upon how much power can be recovered
may contain additional performance charts, which after the separator vanes have been extended.
supersede those in the basic POH/AFM.
In some cases, performance charts in this section
The performance section of the C-208B POH/AFM include data for temperatures which are outside of the
FRQWDLQV HVVHQWLDOO\ WKUHH VHWV RI FKDUWV7KH ¿UVW VHW operating limits, such as in Figure 20-5. This data has
contains standard data, correction and conversion been included to aid in interpolation.
charts. These are shown, in the order presented in
the POH/AFM, in Figure 1 through Figure 7 below.
The second set contains the performance data for USE OF PERFORMANCE CHARTS
an aircraft with a cargo pod installed. Selected charts
are shown below as used in the sample problem. The
¿QDOVHWFRQWDLQVWKHSHUIRUPDQFHGDWDIRUDQDLUFUDIW Performance data is presented in tabular or graphical
without a cargo pod installed. The layout for these IRUP WR LOOXVWUDWH WKH HႇHFW RI GLႇHUHQW YDULDEOHV
charts is essentially the same as that for the cargo pod 6XႈFLHQWO\GHWDLOHGLQIRUPDWLRQLVSURYLGHGLQWKHWDEOHV
installed charts, therefore, they are not included herein. so that conservative values can be selected and used
WR GHWHUPLQH WKH SHUIRUPDQFH ¿JXUH ZLWK UHDVRQDEOH
Performance data charts in the POH/AFM are accuracy.
presented so that the pilot may know what to expect
from the airplane under various conditions, and also,
WR IDFLOLWDWH WKH SODQQLQJ RI ÀLJKWV LQ GHWDLO DQG ZLWK SAMPLE PROBLEM
reasonable accuracy. The data in the charts has
EHHQFRPSXWHGIURPDFWXDOÀLJKWWHVWVXVLQJDYHUDJH
piloting techniques and an airplane and engine in 7KHIROORZLQJVDPSOHÀLJKWSUREOHPXWLOL]HVLQIRUPDWLRQ
good condition and equipped with a Hartzell propeller. from the various charts to determine the predicted
Airplanes equipped with a McCauley propeller will have SHUIRUPDQFH GDWD IRU D W\SLFDO ÀLJKW RI DQ DLUSODQH
comparable performance and should also use the data equipped with a cargo pod. A similar calculation can
shown. be made for an airplane without a cargo pod using
FKDUWV LGHQWL¿HG DV DSSURSULDWH IRU WKLV FRQ¿JXUDWLRQ
WARNING
In the charts presented for the sample problem, the
TO ENSURE THAT PERFORMANCE IN THIS appropriate data is highlighted with red boxes. The
SECTION CAN BE DUPLICATED, THE AIRPLANE following information is known:
AND ENGINE MUST BE MAINTAINED IN GOOD
CONDITION. PILOT PROFICIENCY AND PROPER
PREFLIGHT PLANNING USING DATA NECESSARY
FOR ALL FLIGHT PHASES IS ALSO REQUIRED TO
ASSURE EXPECTED PERFRMANCE WITH AMPLE
MARGINS OF SAFETY.

Revised: April 12, 2017
AS-20 Planning and Performance
GIVEN CONDITIONS: may be made based on Note 2 of the 7DNHR௺'LVWDQFH

chart. The correction for a 12 knot headwind is:
AIRPLANE CONFIGURATION This results in the following distances, corrected for

(CARGO POD INSTALLED) wind:
7DNHRႇZHLJKW OEV 12 Knots

Usable fuel: 2224 lbs x 10% = 11% Decrease
11 Knots
TAKEOFF CONDITIONS Ground roll, zero wind: 1875 ft

Decrease in ground roll
Field pressure altitude: 3500 ft (1875 ft X 11%): IW
7HPSHUDWXUH &VWDQGDUG& &RUUHFWHGJURXQGUROO IW
Wind component along runway: 12 Knot HW
Field length: 4000 ft Total distance to clear
a 50 ft obstacle, zero wind: 3295 ft
CRUISE CONDITIONS Decrease in total distance
(3295 ft X 11 %): -IW
7RWDOGLVWDQFH 10 Corrected total distance to
Pressure altitude: 11,500 ft clear a 50 ft obstacle: 2933 ft
7HPSHUDWXUH &
Expected wind enroute: 10 Knot HW 2WKHU WDNHRႇ SHUIRUPDQFH FKDUWV LQ WKH 32+$)0
which are not discussed herein, include 5DWHRI&OLPE
LANDING CONDITIONS and &OLPE*UDGLHQW charts.
Field pressure altitude: 1500 ft CRUISE

7HPSHUDWXUH &
Field length: 3000 ft
The cruising altitude should be selected based on
TAKEOFF a consideration of trip length, winds aloft, and the
airplane’s performance. A cruising altitude and the
expected wind enroute have been given for this sample
The (QJLQH 7RUTXH )RU 7DNHR௺ chart, Figure 20-8, problem. However, the power setting selection for cruise
VKRXOGEHFRQVXOWHGIRUWDNHRႇSRZHUVHWWLQJ)RUWKH must be determined based on several considerations.
above ambient conditions, the power setting is: These include the characteristics presented in the
&UXLVH3HUIRUPDQFH)XHODQG7LPH5HTXLUHG5DQJH
7DNHRႇWRUTXH IWOEV
3UR¿OH and the (QGXUDQFH3UR¿OHcharts presented in
The 7DNHR௺ 'LVWDQFH chart, Figure 20-9, should be the POH/AFM.
consulted, keeping in mind that the distances shown
The 5DQJH 3UR¿OH chart, Figure 20-10, shows range
DUH EDVHG RQ WKH VKRUW ¿HOG WHFKQLTXH &RQVHUYDWLYH
at maximum cruise power and also at maximum range
distances can be established by reading the chart at the
power. For this sample problem, maximum cruise
next higher value of weight, altitude and temperature.
power and 1900 RPM will be used.
For example, in this particular sample problem, the
WDNHRႇGLVWDQFHLQIRUPDWLRQSUHVHQWHGIRUDZHLJKWRI The &UXLVH 3HUIRUPDQFH chart, Figure 20-11, for
8750 lbs, pressure altitude of 4000 ft and a temperature IW SUHVVXUH DOWLWXGH LV HQWHUHG XVLQJ &
RI&VKRXOGEHXVHGDQGUHVXOWVLQWKHIROORZLQJ temperature. These values most nearly correspond
Ground roll: 1875 ft to the planned altitude and expected temperature
Total distance to clear conditions. The torque setting for maximum cruise
a 50 ft obstacle: 3295 ft power is 1280 ft-lbs torque at 1900 RPM which results
in the following:
7KHVH GLVWDQFHV DUH ZHOO ZLWKLQ WKH DYDLODEOH WDNHRႇ
True Airspeed: 158 Knots
¿HOGOHQJWK+RZHYHUDFRUUHFWLRQIRUWKHHႇHFWRIZLQG
&UXLVH)XHO)ORZ OEVK

FUEL REQUIRED True Airspeed: 158

Headwind: -10
Ground speed: 148 Knots
7KH WRWDO IXHO UHTXLUHPHQW IRU WKH ÀLJKW PD\ EH
estimated using the performance information in the Therefore, the time required for the cruise portion of
7LPH'LVWDQFHDQG)XHOWR&OLPE, &UXLVH3HUIRUPDQFH the trip is:
DQG7LPH)XHODQG'LVWDQFHWR'HVFHQGcharts or in
the )XHODQG7LPH5HTXLUHG0D[LPXP&UXLVH3RZHU 580 NM = 3.9 hs
or 0D[5DQJHFKDUWV. The longer detailed method will 148 Knots
be used for this sample problem, but the use of the
)XHODQG7LPH5HTXLUHGcharts will provide the desired The fuel required for cruise is:
LQIRUPDWLRQIRUPRVWÀLJKWSODQQLQJSXUSRVHV
KV[OEVK OEV
Assuming a maximum climb, Figure 20-12 may be
used to determine the time, fuel and distance to A 45-mins reserve requires:
climb by reading values for a weight of 8750 lbs and
D WHPSHUDWXUH & DERYH VWDQGDUG 7KH GLႇHUHQFH 45 mins x 1h x OEV = 230 lbs
between the values shown in the table for 4000 ft and 1 PLQV 1h
12,000 ft results in the following:
7LPH PLQV The total estimated fuel required is as follows:
Fuel: 94 lbs (QJLQHVWDUWWD[LDQGWDNHRႇ
Distance: 33 NM Climb: 94
Cruise: 1194
Similarly, Figure 20-13 shows that a descent from
Descent: 72
12,000 ft to sea level results in the following:
5HVHUYH 230
Time: 15 mins 7RWDOIXHOUHTXLUHG OEV
Fuel: 72 lbs
Distance: 43 NM 2QFH WKH ÀLJKW LV XQGHUZD\ JURXQG VSHHG FKHFNV
will provide a more accurate basis for estimating the
The distances shown on the climb and descent charts time enroute and the corresponding fuel required to
DUHIRU]HURZLQG$FRUUHFWLRQIRUWKHHႇHFWRIZLQGPD\ complete the trip with ample reserve.
be made as follows:
LANDING
Distance during climb with
no wind: 33
Decrease in distance due $ SURFHGXUH VLPLODU WR WDNHRႇ VKRXOG EH XVHG IRU
WRZLQG[NQRW+:-3 estimating the landing distance at the destination
Corrected distance to climb: 30 NM airport. The estimated landing weight is as follows:
Similarly, the distance for descent may be corrected for 7DNHRႇZHLJKW
WKHHႇHFWRIZLQGDQGUHVXOWVLQQDXWLFDOPLOHV Fuel required for climb, cruise,
and descent:
The cruise distance is then determined by subtracting /DQGLQJZHLJKW OEV
the distance during climb and distance during descent.
Figure 20-14 presents landing distance information
7RWDOGLVWDQFH IRU WKH VKRUW ¿HOG WHFKQLTXH 7KH ODQGLQJ GLVWDQFHV
Distance during climb for a weight of 7000 lbs and corresponding to 2000 ft
and descent: -70 SUHVVXUHDOWLWXGHDQGDWHPSHUDWXUHRI&VKRXOGEH
Cruise distance: 580 NM used and are as follows:
With an expected 10 knot headwind, the ground speed Ground roll: 850 ft
for cruise is predicted to be: Total distance to clear a
IWREVWDFOH IW

$FRUUHFWLRQIRUWKHHႇHFWRIZLQGPD\EHPDGHEDVHG )ODS6HWWLQJ7KLVLVVSHFL¿HGRQWKH7DNHR௺'LVWDQFH
on Note 2 of the landing chart using the same procedure FKDUW)LJXUHDV
DVRXWOLQHGIRUWDNHRႇ
LANDING DATA
TAKEOFF AND LANDING DATA

7DUJHW6SHHG This is the “SPEED AT 50 FT KIAS” as
(TOLD) CARD shown on the /DQGLQJ'LVWDQFH chart, Figure 20-14. In
the sample problem, it is 71 KIAS.
An example TOLD card, as provide by FlyRight, Inc. /DQGLQJ :HLJKW The landing weight is calculated
for use during simulator training, is shown in Figure 20- as shown above after accounting for climb, cruise
7KH72/'FDUGH[DPSOHLV¿OOHGLQXVLQJGDWDIURP and decent fuel burn. In the sample problem, it was
WKHVDPSOHSUREOHPDERYHZLWKVSHFL¿FLQVWUXFWLRQVDV FDOFXODWHGDVOEV
follows:
=HUR )ODS /DQGLQJ This is the distance and target
TAKEOFF DATA speed based uncorrected distance obtained from the
/DQGLQJ'LVWDQFH chart, Figure 20-14, as shown above.
The corrections from Note 1 on sheet 1 of Figure 20-14
7DNHRႇ:HLJKW See the previous chapter, Weight and DUHWKHQDSSOLHGWRREWDLQWKH]HURÀDSODQGLQJGDWD
Balance, for complete instructions on calculating the
WDNHRႇZHLJKW,WLVJLYHQLQWKHVDPSOHSUREOHPDERYH IW[ IW
DVOEV
.,$6.,$6 .,$6
VR 7DNHRႇ GLVWDQFHV DUH EDVHG RQ WKH VKRUW ¿HOG
WDNHRႇ WHFKQLTXH ZKLFK VSHFLI\ D URWDWH VSHHG RI 5XQZD\$YDLODEOH This can be found on the airport
KIAS (see QRH page N-19). diagram. It is given in the sample problem as 4000 ft.
VX7KHDPSOL¿HGQRUPDOSURFHGXUHVIRUWKHVKRUW¿HOG )ODS6HWWLQJ7KHÀDSVHWWLQJLVVSHFL¿HGRQVKHHWRI
WDNHRႇWHFKQLTXHVSHFLI\DEHVWDQJOHRIFOLPEVSHHG the /DQGLQJ'LVWDQFHFKDUW)LJXUHDV
DV.,$6ZLWKÀDSVDWVHH45+SDJH1$
5XQZD\ 5HTXLUHG A good habit is to use the value
VY The maximum of climb airspeed is shown in Figure calculated to clear a 50 ft obstacle as illustrated above.
20-12, for the departure elevation of 4000 ft in the In the TOLD card example, the uncorrected value of
VDPSOHSUREOHPDV.,$6ZLWKÀDSVXS7KLVVDPH IWIURPWKHVDPSOHSUREOHPKDVEHHQXVHG
value can be found on the 0D[LPXP5DWHRI&OLPE±
)ODSV8S chart in the POH/AFM, which is not included
herein.
5XQZD\$YDLODEOH This can be found on the airport

diagram. It is given in the sample problem as 4000 ft.
5XQZD\ 5HTXLUHG A good habit is to use the value

calculated to clear a 50 ft obstacle as illustrated above.
In the TOLD card example, the wind corrected value of
2933 ft from the sample problem has been used.
7DUJHW7RUTXH This is obtained from the Engine Torque

)RU7DNHR௺ chart, Figure 20-8, as illustrated above.

FIGURE 20-1. AIRSPEED CALIBRATION (SHEET 1 OF 2)

FIGURE 20-1. AIRSPEED CALIBRATION (SHEET 2 OF 2)

FIGURE 20-2. ALTIMETER CORRECTION

FIGURE 20-3. PRESSURE CONVERSION:

INCHES OF MERCURY TO MILIBARS

FIGURE 20-4. TEMPERATURE CONVERSION CHART

FIGURE 20-5. ISA CONVERSION AND OPERATING

TEMPERATURE LIMITS.

),*85(67$//63(('6

FIGURE 20-7. WIND COMPONENTS

FIGURE 20-8. MAXIMUM ENGINE TORQUE FOR TAKEOFF

FIGURE 20-9. TAKEOFF DISTANCE

(SHEET 1 OF 2; SHEET 2 OF 2 NOT SHOWN.)

FIGURE 20-10. RANGE PROFILE

FIGURE 20-11. CRUISE PERFORMANCE

(SHEET 7 OF 13; OTHERS NOT SHOWN.)

FIGURE 20-12. TIME, FUEL AND DISTANCE TO CLIMB

(SHEET 1 OF 2; SHEET 2 NOT SHOWN.)

FIGURE 20-13. TIME, FUEL AND DISTANCE TO DESCEND

Page left Intentionally blank

Page left Intentionally blank
FIGURE 20-14. LANDING DISTANCE (SHEET 1 OF 2)

FIGURE 20-14. LANDING DISTANCE (SHEET 2 OF 2)

FIGURE 20-15. SAMPLE TAKEOFF AND LANDING DATA (TOLD) CARD

7KH 3LORW 2SHUDWLQJ +DQGERRN DQG $)0 FRQWDLQV

AIRCRAFT MANUALS VHFWLRQV
The sections are:
T he following publications are required to be on

board the aircraft and immediately available to the
pilot at all times:
Section 1 – General
6HFWLRQ±/LPLWDWLRQV
• Pilots Operating Handbook and FAA approved
Aircraft Flight Manual Section 3 – Emergency Procedures
• Aircraft Normal and Emergency Checklist Section 4 – Normal Procedures
• Weight and Balance, and associated papers (latest Section 5 – Performance

copy of the Repair and Alteration Form, FAA Form
337, if applicable) 6HFWLRQ±:HLJKWDQG%DODQFH
• Additional equipment manuals as required, such Section 7 – Systems Description

as Garmin 400W Series Pilot’s Guide & Reference
and Quick Reference 6HFWLRQ±+DQGOLQJ6HUYLFHDQG0DLQWHQDQFH
• Master Minimum Equipment List 6HFWLRQ±6XSSOHPHQWV
The pilot must be thoroughly familiar with the contents

PILOTS OPERATING HANDBOOK of the aircraft’s operating manuals, placards, and
FKHFNOLVWVWRHQVXUHVDIHRSHUDWLRQRIWKHDLUFUDIW
AND FAA APPROVED FLIGHT
MANUAL
ADDITIONAL EQUIPMENT
MANUALS
400W SERIES PILOT’S GUIDE & REFERENCE
The Garmin 400W Series Pilot’s Guide & Reference

The format and contents of this Pilot’s Operating contains detailed information for the operation of the
Handbook and FAA Approved Airplane Flight Manual *16:,)5QDYLJDWLRQFRPPXQLFDWLRQV\VWHP
conform to GAMA (General Aviation Manufacturers
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with the same type of data in the same place in all
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For Training Purposes Only GOS-1-1
GOS-01 Aircraft Manuals
400W SERIES QUICK REFERENCE MAINTENANCE MANUALS
AIRCRAFT MAINTENANCE MANUAL
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PDQXDOLVDYDLODEOHIURP&HVVQD,WFRQWDLQVLQGHSWK
VHUYLFLQJDQGPDLQWHQDQFHSURFHGXUHV7KLVPDQXDOLV
DOVRDYDLODEOHDVDQRQOLQHUHVRXUFH
COMPONENT MAINTENANCE MANUAL
The Garmin 400W Series Quick Reference contains 7KH &HVVQD *UDQG &DUDYDQ % FRPSRQHQW
an overview of the operation of the GNS 430W IFR PDLQWHQDQFH PDQXDO LV DYDLODEOH IURP &HVVQD
QDYLJDWLRQFRPPXQLFDWLRQV\VWHP It contains in-depth servicing and maintenance
SURFHGXUHVIRULQGLYLGXDODLUFUDIWFRPSRQHQWV
MASTER MINIMUM EQUIPMENT

LIST
&)53DUWD([FHSWDVSURYLGHGLQSDUDJUDSK
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with inoperative instruments or equipment installed
unless the following conditions are met:
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DLUFUDIW
A Master Minimum Equipment List (MMEL) is available

IURP WKH )$$ )6,06 ZHEVLWH ,QGLYLGXDO RSHUDWRUV
must request a letter of approval from their local Flight
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*26 GOS-01 Aircraft Manuals
LIMITATIONS & SPECIFICATIONS
T his chapter contains Section 2, which includes the operating limitations and instrument markings necessary
for the safe operation of the airplane, its engine, standard systems, and standard equipment. This section is
IRUWUDLQLQJSXUSRVHVRQO\DOZD\VFRQVXOW\RXUDLUFUDIW$)032+IRUVSHFL¿FOLPLWDWLRQV
WARNING
THE LIMITATIONS INCLUDED IN THIS SECTION AND IN SECTION
9 OF THE AFM/POH HAVE BEEN APPROVED BY THE FEDERAL
AVIATION ADMINISTRATION. OBSERVANCE OF THESE
OPERATING LIMITATIONS IS REQUIRED BY FEDERAL AVIATION
REGULATIONS.
NOTE
• Operation in countries other than the United States may require
observance of other limitations, procedures or performance data.
• Refer to Section 9 of the Pilot’s Operating Handbook for amended

operating limitations, procedures, performance data and other necessary
information for supplemental systems.
• The airspeeds listed in Figure 2-1, Airspeed Limitations chart, and Figure
2-2, Airspeed Indicator Markings chart, are based on Airspeed Calibration
data shown in Section 5 with the normal static source. If the alternate static
source is being used, ample margins should be observed to allow for the
airspeed calibration variations between the normal and alternate static
sources as shown in Section 5.

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AIRSPEED LIMITATIONS
AIRSPEED INDICATOR MARKINGS

POWER PLANT LIMITATIONS

Engine Manufacturer: Pratt & Whitney Canada Inc.
Engine Model Number: PT6A-114A
Fuel Grade and Approved Fuel Additives: Refer to Fuel Limitations.
2LO*UDGH6SHFL¿FDWLRQ
REFER TO PRATT & WHITNEY CANADA SERVICE BULLETIN NO. 1001, REVISION
28, OR SUBSEQUENT REVISION FOR A COMPLETE LISTING OF APPROVED
SYNTHETIC LUBRICATING OILS.
CAUTION
DO NOT MIX TYPES OR BRANDS OF OIL.
PROPELLER:
Hartzell Propeller Manufacturer: Hartzell Propeller Products.
Hartzell Propeller Model Number: HC-B3MN-3/M10083.
Hartzell Diameter: Maximum: 100 Inches.
0LQLPXP,QFKHV1RFXWRႇDSSURYHG
Hartzell Propeller Blade Angle at 42-lnch station:
Feathered: 78.4°
Low Pitch: 9°
Maximum Reverse: -18°
McCauley Propeller manufacturer: McCauley Propeller Systems.
McCauley Propeller Model Number: 3GFR34C703/106GA-O.
McCauley Propeller Diameter: Maximum: 106 Inches.
Minimum: 104 Inches.
McCauley Propeller Blade Angle at 30-lnch Station:
Feathered: 88°.
Low Pitch: 15.6°
Maximum Reverse: -14°
PROPELLER SYSTEM OPERATING LIMITS:

$QRYHUVSHHGJRYHUQRUFKHFNVKDOOEHSHUIRUPHGEHIRUHWKH¿UVWÀLJKWRIWKHGD\DIWHUHQJLQHFRQWUROV\VWHP
maintenance, or if adjustment has been made.
ENGINE CONTROL OPERATING LIMITS:

Flight operation with the power lever retarded below the IDLE position 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.
Operation of the emergency power lever is prohibited with the power lever out of the IDLE position.


Manual de Entrenamiento Cessna 208 (226-283)

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3එඔ඗ග7කඉඑඖඑඖඏ0ඉඖඝඉඔ

STBY FLAP MOTOR

S 210 240 W 300 330

N720FX MAX WT.

ICE DET KNO

8.8.8 8.8.8.8 GND 0 3

2 MIN TURN AIRSPEED OF 120 KIAS CANNOT BE DN

BUS STBY FLAP STBY IGN STA

BUS LEFT STROBE BEACON MAP INST WING SEAT A TORQ

FUEL HSI GPS/ HF HF HF RADAR RADAR RADAR STM

For Training Purposes Only

For Training Purposes Only

WEIGHT AND BALANCE A properly loaded airplane, however, will perform as

T his section describes the procedure for establishing

For Training Purposes Only 19-1

Leveling: WEIGHT AND BALANCE

For Training Purposes Only

 JDO; OEVJDO OEV WEIGHT AND BALANCE PLOTTER

NOTE A Weight And Balance Record (Loading Manifest)

For Training Purposes Only 19-3

NOTE 8. 7KH ZHLJKW DYDLODEOH IRU WDNHRႇ IXHO LV WKH

For Training Purposes Only

On Cargo Versions, the sidewalls in the cargo area are WARNING

For Training Purposes Only 19-6

MAXIMUM ZONE/COMPARTMENT LOADINGS

*THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED.

For Training Purposes Only 19-7

For Training Purposes Only 19-8

Special protection of the airplane and training of

For Training Purposes Only 19-9

For Training Purposes Only

SAMPLE WEIGHT AND BALANCE RECORD

For Training Purposes Only 19-11

For Training Purposes Only

A 230 997 994 991 988 982 976 970

A/C EMPTY WT. + C.G. % MAC

AIRCRAFT T.O. WT. LBS

AS-19 Weight and Balance

For Training Purposes Only 19-13

&$%,1,17(51$/',0(16,216 &$5*29(56,21 2)

For Training Purposes Only

&$%,1,17(51$/',0(16,216 &$5*29(56,21 2)

For Training Purposes Only

CARGO BARRIER AND BARRIER NETS

For Training Purposes Only 19-16

For Training Purposes Only 19-17

For Training Purposes Only 19-18

CABIN INTERNAL LOADING ARRANGEMENTS (CARGO VERSION)

For Training Purposes Only 19-19

CABIN INTERNAL LOADING ARRANGEMENTS (CARGO VERSION)

For Training Purposes Only

CABIN INTERNAL LOADING ARRANGEMENTS (CARGO VERSION)

For Training Purposes Only

CABIN INTERNAL LOADING ARRANGEMENTS (CARGO VERSION)

For Training Purposes Only

CARGO POD LOADING ARRANGEMENT

For Training Purposes Only

CARGO POD MEASUREMENTS AND MARKINGS

Leveling: WEIGHT AND BALANCE

JDO;OEVJDO OEV WEIGHT AND BALANCE PLOTTER

&$%,1,17(51$/',0(16,216&$5*29(56,212)

&$%,1,17(51$/',0(16,216&$5*29(56,212)

7DNHRႇZHLJKW OEV 12 Knots

5XQZD\$YDLODEOH This can be found on the airport

5XQZD\ 5HTXLUHG A good habit is to use the value

7DUJHW7RUTXH This is obtained from the Engine Torque

7KH 3LORW 2SHUDWLQJ +DQGERRN DQG $)0 FRQWDLQV

• Master Minimum Equipment List 6HFWLRQ±6XSSOHPHQWV