AIRPLANE F LIGHT MANUAL REV. PAGE DESCRIPTION OF REVISION BY: A (cont) pg 28 SECT 4: pg 59 SECT 5: pg 66: pg 72 SECTION 2.8: Corrected Note allowing the engine to stabilize for a period now a minimum of 5 minutes, was 3 minutes. SECTION 2.9: Added Engine Re-Start Procedures On The Ground per GE-SB-H80-100-80-0005 Per FAA request. SECTION 4.5: Added chart for reduced weight takeoff distance, inadvertently omitted from Revision IR. SECTION 5.1: Changed Max Landing Weight back to 7600 Lbs. FAA Project # AT12022AT-A, also referenced in CG range. SECTION 5.5: Change Max Landing Weight back to 7600 lbs. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page iii
AFM H8001 SINGLE & DUAL COCKPIT Revision A TABLE OF CONTENTS LOG OF REVISIONS... II INTRODUCTION... VIII WARNINGS, CAUTIONS & NOTES DEFINED... IX 3-VIEW OF S2R-H80 SINGLE COCKPIT... X DIMENSIONAL 3-VIEW OF S2R-H80 SINGLE COCKPIT... XI 3-VIEW OF S2R-H80 DUAL COCKPIT... XII DIMENSIONAL 3-VIEW H80 DUAL COCKPIT... XIII GLOSSARY OF TERMS & ABBREVIATIONS... XIV SECTION 1 LIMITATIONS:... 1 1.1. POWERPLANT LIMITS:... 1 1.2. POWERPLANT INSTRUMENT MARKINGS... 3 1.3. AIRSPEED LIMITS... 5 1.4. ALTITUDE LIMITATIONS: 12,000 MSL... 6 1.5. MAXIMUM WEIGHT AND CENTER OF GRAVITY LIMITS... 6 1.6. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG POSITION FOR THE DUAL CONFIGURATION.... 7 1.7. HIGH ALTITUDE AIRPORT OPERATIONS... 7 1.8. TYPES OF OPERATION... 7 1.9. FLIGHT LOAD FACTORS... 7 1.10. MANEUVERS... 7 1.11. PLACARDS... 8 1.11.1. SINGLE COCKPIT/SINGLE CONTROL... 8 1.11.2. DUAL COCKPIT/SINGLE CONTROL...11 1.11.3. DUAL COCKPIT/DUAL CONTROL...12 1.12. KINDS OF OPERATION EQUIPMENT LIST...14 SECTION 2: NORMAL PROCEDURES:... 15 2.1. PRE-FLIGHT VISUAL INSPECTION...15 SINGLE AND DUAL COCKPIT CONFIGURATIONS... 15 2.2. MVP-50T GLASS PANEL ENGINE MONITORING SYSTEM...20 2.3. OPERATING CHECKLIST...22 2.4. DRY MOTORING RUN...24 2.5. TAXI...24 2.7. BEFORE TAKE-OFF...25 2.8. NORMAL FLIGHT PROCEDURES...25 Page iv
2.9. ENGINE RE-START PROCEDURES ON THE GROUND...28 SECTION 3: EMERGENCY PROCEDURES... 30 3.1. INTRODUCTION...30 3.2. DEFINITION OF EMERGENCY TERMS...30 3.3. EMERGENCY BASIC RULES...30 3.4. MVP-50T ANNUNCIATION LIGHTS...30 3.5. GROUND ENGINE FIRE...33 3.6. IN-FLIGHT ENGINE FIRE...33 3.7. EMERGENCY HOPPER DUMP...34 3.8. ELECTRICAL FIRE IN-FLIGHT...34 3.9. 3.9 ENGINE FAILURE IN-FLIGHT...34 3.10. ENGINE FLAMEOUT...36 3.11. FAILURE OF AUTOMATIC FUEL SCHEDULING...36 3.12. AIR STARTS...37 3.13. ABORTED TAKE-OFF...39 3.14. FORCED LANDINGS...40 3.15. EMERGENCY EGRESS...41 3.16. ELEVATOR TRIM/ RUDDER CENTERING SPRING FAILURE...41 3.17. NOSE BAGGAGE DOOR OPENING IN FLIGHT...41 3.18. LOSS OF HOPPER RINSE BALLAST IN THE DUAL...41 3.19. SUSPICION OF HOPPER RINSE TANK LEAKING...41 SECTION 4: PERFORMANCE... 42 4.1. INTRODUCTION...42 4.2. AIRSPEED CALIBRATION...44 4.3. STALLING SPEED VERSUS AIRCRAFT WEIGHT...49 4.4. INSTALLED ENGINE HORSEPOWER...52 4.5. TAKEOFF DISTANCE TO 50 FEET ABOVE GROUND LEVEL...57 4.6. CLIMB PERFORMANCE...60 4.7. LANDING DISTANCE FROM 50 FEET ABOVE GROUND LEVEL...63 SECTION 5: WEIGHT & BALANCE... 66 5.1. WEIGHT & BALANCE PROCEDURE...66 5.2. S2R-H80 SINGLE AND DUAL COCKPIT C.G. ENVELOPE...67 5.3. WAM - EXAMPLE...68 5.5. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG POSITION FOR THE DUAL COCKPIT CONFIGURATION....72 AFM H8001 SINGLE & DUAL COCKPIT Revision A Page v
LOG OF EFFECTIVE PAGES PAGE FAA APPROVAL DATE PAGE FAA APPROVAL DATE Cover 8/05/14 ii 8/05/14 iii 8/05/14 iv 8/05/14 v 8/05/14 vi 8/05/14 vii 8/05/14 viii 8/05/14 ix 8/05/14 x 8/05/14 xi 8/05/14 xii 8/05/14 xiii 8/05/14 SECTION I: LIMITATIONS 1 8/05/14 2 8/05/14 3 8/05/14 4 8/05/14 5 8/05/14 6 8/05/14 7 8/05/14 8 8/05/14 9 8/05/14 10 8/05/14 11 8/05/14 12 8/05/14 13 8/05/14 14 8/05/14 SECTION 2: NORMAL PROCEDURES 15 8/05/14 16 8/05/14 17 8/05/14 18 8/05/14 19 8/05/14 20 8/05/14 21 8/05/14 22 8/05/14 AFM H8001 SINGLE & DUAL COCKPIT Revision A 23 8/05/14 24 8/05/14 25 8/05/14 26 8/05/14 27 8/05/14 28 8/05/14 29 8/05/14 SECTION 3: EMERGENCY PROCEDURES 30 8/05/14 31 8/05/14 32 8/05/14 33 8/05/14 34 8/05/14 35 8/05/14 36 8/05/14 37 8/05/14 38 8/05/14 39 8/05/14 40 8/05/14 41 8/05/14 SECTION 4: PERFORMANCE 42 8/05/14 43 8/05/14 44 8/05/14 45 8/05/14 46 8/05/14 47 8/05/14 48 8/05/14 49 8/05/14 50 8/05/14 51 8/05/14 52 8/05/14 53 8/05/14 54 8/05/14 55 8/05/14 56 8/05/14 57 8/05/14 58 8/05/14 59 8/05/14 Page vi
LOG OF EFFECTIVE PAGES PAGE FAA APPROVAL DATE PAGE FAA APPROVAL DATE 60 8/05/14 61 8/05/14 62 8/05/14 63 8/05/14 64 8/05/14 65 8/05/14 SECTION 5: WEIGHT & BALANCE 66 N/A 67 N/A 68 N/A 69 N/A 70 N/A 71 N/A 72 N/A AFM H8001 SINGLE & DUAL COCKPIT Revision A Page vii
INTRODUCTION These instructions are for use by the operators of the S2R-H80 Turbo Thrush aircraft. This manual contains optimum operating instructions for this model under most circumstances. This aircraft is certificated in the RESTRICTED CATEGORY and flight maneuvers shall be limited to those normally performed in special purpose operations and approved by Administrator. The S2R-H80 Turbo Thrush is approved for day and night VFR flight. Flight into or near thunderstorms or into known icing conditions is PROHIBITED. The observance of limitations, performance, and weight & balance data provided in this manual are mandatory. This manual shall be carried in this aircraft at all times. Changes to the text and tables, including new material on added pages, are indicated by a vertical bar in the outer margin. This is also reflected in the Log of Revisions (page iii) and the Log of Pages (page iv). AFM H8001 SINGLE & DUAL COCKPIT Revision A Page viii
WARNINGS, CAUTIONS & NOTES DEFINED: WARNING A WARNING IS DEFINED AS AN OPERATING PROCEDURE, PRACTICE, CONDITION OR STATEMENT, WHICH IF NOT CORRECTLY FOLLOWED, COULD RESULT IN PERSONAL INJURY OR LOSS OF LIFE. CAUTION A caution is defined as an operating procedure, practice, condition or statement, which if not strictly observed, could result in damage to or destruction of equipment, loss of effectiveness or long term health hazards to personnel. NOTE: A note is defined as an operating procedure, condition or statement, which is essential to emphasize. USE OF SHALL, SHOULD & MAY: Shall : used to indicate a mandatory requirement. Should : used to indicate a non-mandatory but preferred method of accomplishment. May : used to indicate an acceptable method of accomplishment. AIRSPEEDS: All airspeeds in this Manual are Indicated Air Speeds (IAS) in Miles per Hour (MPH), unless otherwise noted. EMERGENCY LANDING TERMS: LAND AS SOON AS POSSIBLE : This term is defined as landing at the nearest suitable landing area without delay. The primary consideration is to ensure the survival of the pilot(s). Land as soon as Practicable : This term is defined as landing at a suitable landing area. The primary consideration is the urgency of the emergency AFM H8001 SINGLE & DUAL COCKPIT Revision A Page ix
3-VIEW OF S2R-H80 SINGLE COCKPIT AFM H8001 SINGLE & DUAL COCKPIT Revision A Page x
DIMENSIONAL 3-VIEW OF S2R-H80 SINGLE COCKPIT AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xi
3-VIEW OF S2R-H80 DUAL COCKPIT AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xii
DIMENSIONAL 3-VIEW H80 DUAL COCKPIT AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xiii
GLOSSARY OF TERMS & ABBREVIATIONS AFT C.G. CAP G G LIMITS GAL GEN IAS IFR ITT LBS MAX MCAS MPH N G N P OAT PRES PSI PSIG RPM SHP TEMP V A V FE VFR V NE V NO To the Rear Center of Gravity Capacity Inertial Multiplier: 1G = Weight Maximum Permitted G s Gallons Generator Indicated Air Speed Instrument Flight Rules Inter-Turbine Temperature Pounds Maximum Miles Calibrated Air Speed Miles Per Hour Gas Generator RPM Propeller RPM Outside Air Temperature Pressure Pounds per Square Inch Absolute Pounds per Square Inch Gage Revolutions per Minute Shaft Horsepower Temperature Maneuvering Speed Maximum Flaps Extend Speed Visual Flight Rules Never Exceed Speed Maximum Structural Cruising Speed AFM H8001 SINGLE & DUAL COCKPIT Revision A Page xiv
SECTION 1 LIMITATIONS: 1.1. POWERPLANT LIMITS: ENGINE : FUEL: FUEL CAPACITY: OILS : General Electric Model GE-H80-100 JET A 1 acc. To AST< D 1655 89 or DERD 2494 JET A acc. to ASTMD 1655 89 230 US Gallons AERO SHELL TURBINE OIL 500 acc. to MIL L 23699C AERO SHELL TURBINE OIL 560 acc. to MIL L 23699C MOBILE JET OIL II acc. to MIL L 23699C Synthetic oil B3V acc. to TJU 38 101295 85 BPTO 2380 CASTROL 599 ROYCO TURBINE OIL The purity of filled oil should meet the max. grade 8 in accordance with NAS 1638 standard or max. grade 11 in accordance with GHOST 17216-71 standard. POWER SETTING SHP TORQUE % ITT ( C) (%) N G N P (RPM) OIL PRES. (PSIG) OIL TEMP ( C) Takeoff (5 minute limit) 800 100 780 101.5 2080 26 to 39 +20 to 85 Maximum Continuous 800 100 750 100.1 2080 26 to 39 +20 to 85 Climb 800 100 750 100.1 2080 26 to 39 +20 to 85 Ground Idle 550 57-60 18 minimum +20 to 85 Starting 730 26 to 39-20 to 85 Acceleration 106* 780 102.5* 2140* 26 to 39 +20 to 85 Maximum Reverse 710 96 1900 26 to 39 +20 to 85 Emergency Governor 800 100 780 101.5 2080 26 to 39 +20 to 85 *Short term overshoot. 5 Seconds Maximum. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 1
STARTER: FUEL PUMPS: Maximum starter engagement duration is 30 seconds followed by a 60 second cool-down period; a total of 3 cycles to be followed by a 30 minute starter cool-down period. Continuous simultaneous operation of both fuel pumps is prohibited due to high fuel pressure. AIR STARTS: Normal air starts are approved from sea level to 12,000 feet and from 80 MPH to 126 MPH air speed. (Refer to Section III.) AMBIENT TEMPERATURE: PROPELLER: Satisfactory engine cooling has been demonstrated at a temperature of 38 C. Hartzell Four Blade Propeller: Model #HC-B4TW-3/T10282N(S) Minimum Diameter: 102 / Maximum Diameter: 103 PROPELLER LIMITATIONS: Stabilized ground operation is prohibited between 400 and 1100 RPM. The propeller may be operated when feathered at or below 400 RPM. REVERSE POWER: Do not use in flight. NOISE ABATEMENT: This airplane has not been shown to comply with the noise limits in 14 CFR Part 36 and must be operated in accordance with the noise operating limitation prescribed under 14 CFR Part 91.815. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 2
1.2. POWERPLANT INSTRUMENT MARKINGS The following conventions represent the colors used in the MVP-50T Glass Panel Engine Monitoring display panel: You have exceeded a limit and an immediate action is required. RED Exceeding any limit will cause the indication display color to change to RED and flash, as well as illuminate a flashing Master Warning Light. YELLOW You are operating in a range where operation is allowed, but special attention must be paid in order to prevent exceeding a limit. You may be in a time limited range, for example. Operating anything in the YELLOW range will cause the indication color to flash YELLOW and will illuminate a YELLOW flashing Master Caution Light. GREEN A range where continuous operating is allowed, also known as normal operating range. Operating in a green range will have the display color GREEN, with no flashing or illumination of the Master Warning or Master Caution Light. The OAT indicator will turn BLUE at 40 F to remind the pilot that he is prohibited from flight in visible moisture at temperatures 40 F and below. If these conditions are encountered in flight: Land as soon as Practicable. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 3
LIMITS FEATURES MEANING OIL TEMP ( C) OIL PRESSURE (PSI) FUEL PRESSURE (PSI) ITT ( C) TORQUE (%) -20 RED Radial Minimum -20 to +20 YELLOW Arc Caution Range 20 to 85 GREEN Arc Normal Range 85 RED Radial Maximum 18 RED Radial Minimum 18 to 26 YELLOW Arc Caution Range 26 to 39 GREEN Arc Normal Range 39 to 49 YELLOW Radial Caution Range 49 RED Radial Maximum 12.5 RED Radial Minimum 12.5 to 34.0 GREEN Arc Normal Range 34.0 RED Radial Maximum 0 to 750 GREEN Arc Normal Range 750-780 YELLOW Arc Caution Range 780 RED Radial Maximum 0 to 100 GREEN Arc Normal Range 100 to 106 YELLOW Arc Caution Range 106 RED Radial Maximum PROP RPM (N P) GAS GEN SPEED (N G) AIRSPEED MPH 0 to 400 RPM GREEN Arc Normal Range 400 to 1100 RPM YELLOW Arc Caution Range 1100 TO 2080 RPM GREEN arc Normal Range 2080 TO 2140 RPM YELLOW arc Caution Range 2140 RPM RED Radial Maximum 0 to 100.1 GREEN Arc Normal OP Range 100.1 101.5 YELLOW Arc Caution Range 101.5 RED Radial Maximum 88 to 157 WHITE Arc Flap Operating Range 94 to 158 GREEN Arc Normal Operating Range 159 to 186 YELLOW Arc Caution Range >186 RED Line Never Exceed AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 4
1.3. AIRSPEED LIMITS Limits Speed (MPH) 1. Flaps down stall speed V SO 88 2. Flaps up stall speed - V S 94 3. Maneuvering speed V A 158 Remarks Stall speed at maximum gross weight with flaps full down (15ᵒ) Stall speed at maximum gross weight with flaps up. No full or abrupt control movements above this speed 4. Max. Structural Cruising - V NO 165 Do not exceed in turbulent air. 5. Never Exceed V NE 186 Basic Airplane Limit 6. Max. Flap Extended Speed V FE 157 Limit with flaps extended 7. Max. Dump Speed 158 Limit for Hopper Dump 8. Max. Crosswind Velocity 15 9. Max. Airspeed with Taxi Light Extended Maximum demonstrated crosswind for Landing. 158 Structural Limit. All Airspeeds are given in Indicated Air Speeds (IAS). AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 5
1.4. ALTITUDE LIMITATIONS: 12,000 MSL 1.5. MAXIMUM WEIGHT AND CENTER OF GRAVITY LIMITS NOTE: DATUM is the leading edge of the wing. For Single and Dual Cockpit Maximum Weight: 10,500 lbs. Maximum Landing Weight: 7600 lbs. Minimum Weight: 4500 lbs. C.G. Range: Forward C.G. Regardless of Weight: Forward C.G. @ Max. Gross Weight: Most AFT C.G. @ Max. Gross Weight: Most AFT C.G. Regardless of Weight: 6000 lbs. @ 25.0 in. AFT of Datum 10,500 lbs. @ 28.0 in. AFT of Datum 10,500 lbs. @ 30.5 in. AFT of Datum 7600 lbs. @ 31.0 in. AFT of Datum NOTE: It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See the Weight & Balance Sheet for loading information. NOTE: Hopper rinse tank must be full when rear cockpit is occupied by a crewmember. NOTE: Required forward ballast must be installed when rear cockpit is occupied by a crewmember. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 6
1.6. USING FORWARD BALLAST TO MANAGE AFT EMPTY CG POSITION FOR THE DUAL CONFIGURATION. a. A second battery is standard and will be used as permanent Ballast. b. A Hopper Rinse System is standard equipment and must be filled with water whenever the rear seat is occupied by a crewmember. The water becomes removable ballast if the rear seat is not occupied. c. If the aircraft was delivered with a forward ballast box with a designated required weight, that ballast must be installed when the rear cockpit is occupied. The maximum weight of this ballast box is 100#, and any capacity above the required weight may be used for optional addition forward ballast. If the airplane configuration is changed so as to affect the weight and balance, the required ballast tank weight must be adjusted accordingly to maintain an aft CG. of not more than 30.5 inches at 10,500# and no more than 31.0 inches at 7,600#, with straight line variation between. d. A baggage compartment is standard with capacity to hold up to 100# of removable Ballast, if required to keep the airplane within aft CG. limitations. 1.7. HIGH ALTITUDE AIRPORT OPERATIONS For operations at airports above 10,000 ft. MSL reduce gross weight to 10,300 lbs. in order to meet rate of climb requirements. 1.8. TYPES OF OPERATION The model S2R-H80 aircraft is approved for day and night VFR flight conditions. Flight into or near thunderstorms or into known icing conditions is PROHIBITED. GROUND OPERATION: Ground operation is approved at ground idle power with the propeller feathered for 30 minutes. The pilot should monitor the engine instruments for operations within limits during all ground operations. 1.9. FLIGHT LOAD FACTORS Design Load Factors: FLAP UP 3.27 Positive 1.31 Negative FLAP DOWN 2.0 Positive 0.0 Negative 1.10. MANEUVERS No acrobatic maneuvers, including spins, are approved. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 7
1.11. PLACARDS 1.11.1. SINGLE COCKPIT/SINGLE CONTROL a. Located on Right Hand lower instrument panel: THE OPERATION OF THIS AIRPLANE IS LIMITED TO DAY AND NIGHT VFR FLIGHT CONDITIONS. FLIGHT INTO OR NEAR THUNDERSTORMS OR INTO KNOWN ICING CONDITIONS IS PROHIBITED. SULFUR DUSTING IS PROHIBITED UNLESS SPECIAL FIRE PREVENTION MEASURES HAVE BEEN INCORPORATED IN AIRCRAFT. TAKING OFF IN VISIBLE MOISTURE BELOW 40 F IS PROHIBITED. THIS AIRPLANE MUST BE OPERATED AS A RESTRICTED CATEGORY AIRPLANE IN ACCORDANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS AND THE. NO ACROBATIC MANEUVERS, INCLUDING SPINS APPROVED. DESIGN MANEUVERING SPEED - 158 MPH MAX. FLAP DOWN SPEED - 157 MPH MAX. CROSSWIND VELOCITY LANDING 15 MPH. USABLE TANK CAPACITY 114 GALS EACH SIDE. PUSH STICK FORWARD TO UNLOCK TAILWHEEL. NO SMOKING b. Located on the Left Hand Instrument Panel: OCCUPANT MUST ATTACH SEAT BELT AND SHOULDER HARNESS, AND WEAR A D.O.T. APPROVED OR MIL-SPEC HELMET c. Located near the Park Brake Valves: PARK BRAKE ON DEPRESS PEDAL PULL LEVER OFF DEPRESS PEDAL AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 8
e. Located on the forward Lower Corner of Each side door window: DO NOT OPEN DOOR IN FLIGHT. DO NOT OPEN DOOR ON THE GROUND WITH THE ENGINE RUNNING UNLESS HEADED OUT OF THE WIND WITH PROPELLER FEATHERED. f. At both main fuel filler caps: g. Located on upper instrument panel: FUEL 115 GAL CAPACITY JET A JET A1 WARNING DO NOT USE REVERSE POWER IN FLIGHT. AT HIGH TAXI SPEEDS USE REVERSE POWER ONLY IF THE TAIL WHEEL IS LOCKED AND HELD FIRMLY ON THE GROUND. h. Located on top of hopper: MAX. HOPPER CAP. 4000 LBS. i. At the door knockout panel: PUSH OUT AND LIFT HINGE PIN FOR EMERGENCY EXIT. j. Located at each door latch: (left and right) Open DO NOT OPEN DOOR IN FLIGHT k. Located (inverted) at each door hinge pin: PULL HINGE PIN FOR EMERGENCY EXIT. l. Located on face of fuel shut off bracket: ON PUSH BUTTON TO TURN OFF FUEL 228U.S.GAL USEABLE AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 9
n. LocatedbelowMVP-50Tscreen: USEABLE FUEL 114 U.S. GAL.PER TANK. FUEL ABOVE 82 GAL.IS UNGAGEABLE o. Locate on baggage compartment doors: p. Locate at hopper rinse port: q. Locate at external receptacle. r. Locate at fuel filter door: s. Locate at smoker tank port: 100 POUNDS MAXIMUM BAGGAGE HOPPER RINSE FILLER PORT EXTERNALPOWER RECEPTACLE FUEL FILTER INSPECTION FILLER PORT t. Locate above Pitot Static Buttons: u. Located near door: STATIC AIR KEEP CLEAN RESTRICTED v. Locate on the Outside in the Center of Oil Dipstick Access Door. OIL w. Locate on the inside in the Center of Oil Dipstick Access Door. BPTO 2380 Oil DO NOT MIX x. Located on center upper instrument panel: STABILIZED GROUND OPERATION IS PROHIBITED BETWEEN 400 AND 1100 RPM. THE PROPELLER MAY BE OPERATED WHEN FEATHERED AT OR BELOW 400 RPM. y. Locate on left upper instrument panel above MVP: MAX ENGINE GROUND RUN TIME: 30 MINUTES z. Locate above main fuel filler caps: FUEL LEVEL INDICATOR 110 U. S. GAL 100 U. S. GAL 88 U. S. GAL 66 U. S. GAL AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 10
aa. bb. cc. Locate below main fuel filler caps: FUEL TANKS ARE INTERCONNECTED. ALLOW SUFFICIENT TIME FOR FUEL LEVEL TO EQUALIZE BEFORE TOP OFF OF TANK. Locate on baggage compartment doors: DO NOT SLAM DOOR. PULL LATCH TO CLOSE. SEAT LATCHES FLUSH Locate inside baggage compartment: SECURE BAGGAGE TO TIE DOWN CLAMPS TO PREVENT SHIFTING IN FLIGHT dd. ee. ff. Locate on the Right Hand Instrument Panel Above the Fuel Filter Bypass Circuit Breaker. FUEL FILTER. Locate on the Right Hand Instrument Panel below the Fuel Filter Bypass Circuit Breaker. BYPASS. Locate on the Left Hand Instrument Panel Below the Fuel Filter Bypass Light. FUEL FILTER BYPASS 1.11.2. DUAL COCKPIT/SINGLE CONTROL All placards listed in 1.11.1 for the single cockpit/single control with these additional placards for dual cockpit/single control: a. Locate in rear cockpit on extrusion. Part of Padding installation. OCCUPANT MUST ATTACH SEAT BELT AND SHOULDER HARNESS, AND WEAR A D.O.T. APPROVED OR MIL-SPEC HELMET b. Locate at the rear door knockout panel: PUSH OUT AND LIFT HINGE PIN FOR EMERGIENCY EXIT. c. Locate at the forward side of lower rear door window. DO NOT OPEN IN FLIGHT d. Locate at the aft side of lower rear door window DO NOT OPEN DOOR ON THE GROUND WITH THE ENGINE RUNNING UNLESS HEADED OUT OF THE WIND WITH PROPELLER FEATHERED. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 11
e. Located (inverted) at each door hinge pin: PULL HINGE DOWN FOR EMERGENCY EXIT. f. Locate at each door handle OPEN g. Locate center upper instrument panel and on extrusion. Part of padding installation in the rear cockpit. HOPPER RINSE TANK MUST BE FULL WHEN REAR COCKPIT IS OCCUPIED h. Locate on center upper instrument panel and on extrusion. Part of Padding installation in the rear cockpit. FORWARD BALLAST BOX MUST BE INSTALLED ANYTIME THE REAR SEAT IS OCCUPIED. 1.11.3. DUAL COCKPIT/DUAL CONTROL All placards listed in 1.11.1 for the single cockpit/single control with additional placards for dual cockpit/dual control: a. Locate on rear instrument panel on right side of MVP-50T. THE OPERATION OF THIS AIRPLANE IS LIMITED TO DAY AND NIGHT VFR CONDITIONS. FLIGHT INTO OR NEAR THUNDERSTORMS OR INTO KNOWN ICING CONDITIONS IS PROHIBITED. b. Locate in the center of rear instrument panel: STABILIZED GROUND OPERATION IS PROHIBITED BETWEEN 400 AND 1100 RPM. THE PROPELLER MAY BE OPERATED WHEN FEATHERED AT OR BELOW 400 RPM. c. Locate below MVP-50T screen on rear instrument panel: USEABLE FUEL 114 U.S. GAL.PER TANK. FUEL ABOVE 82 GAL. IS UNGAGEABLE d. Locate on lower right on rear instrument panel: SOLO FRONT SEAT ONLY e. Locate on rear instrument panel: OCCUPANT MUST ATTACH SEAT BELT AND SHOULDER HARNESS, AND WEAR A D.O.T. APPROVED OR MIL-SPEC HELMET AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 12
f. Locate at the forward side of lower rear door window. PUSH OUT AND LIFT HINGE PIN FOR EMERGENCY EXIT. g. Locate at the forward side of lower rear door window. DO NOT OPEN IN FLIGHT h. Locate at the aft side of lower rear door window. DO NOT OPEN DOOR ON THE GROUND WITH THE ENGINE RUNNING UNLESS HEADED OUT OF THE WIND WITH PROPELLER FEATHERED. i. Locate at each door handle: Open j. Located (inverted) at each door hinge pin: PULL HINGE PIN FOR EMERGENCY EXIT. k. Locate on rear instrument panel. HOPPER RINSE TANK MUST BE FULL WHEN REAR COCKPIT IS OCCUPIED BY A CREWMEMBER. l. Locate on rear instrument panel FORWARD BALLAST BOX MUST BE INSTALLED ANYTIME THE REAR SEAT IS OCCUPIED. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 13
1.12. KINDS OF OPERATION EQUIPMENT LIST The following table identifies the systems and equipment on which must be available in the aircraft for the pilot be able to take off. This list does not include specific flight and radio/navigation equipment required for exported aircrafts operating regulations. The pilot is responsible for determining airworthiness of the airplane and compliance with the current operating regulations for each flight. The table was prepared in accordance with FAR 91.205. KINDS OF OPERATION EQUIPMENT LIST VFR* (Visual Flight Rules) SYSTEM, INSTRUMENT and/or EQUIPMENT SC/SC DC/SC DC/DC DAY NIGHT DAY NIGHT DAY NIGHT LIGHTS. Wing Tip Anti-collision Light System 1 1 1 1 1 1 Instruments Lights 0 1 0 1 0 1 Position Lights Red/Green/White 0 1 0 1 0 1 Landing Light System (Left and Right) 0 1 0 1 0 1 INSTRUMENTS: MVP-50T Glass Panel Engine Monitoring System 1 1 1 1 2 2 NAVIGATION: Airspeed Indicator 1 1 1 1 2 2 Magnetic Compass 1 1 1 1 2 2 Altimeter 1 1 1 1 2 2 EQUIPMENT: Airplane Flight Manual 1 1 1 1 1 1 Seat and Shoulder Harness Restraint System 1 1 1/2 1/2 1/2 1/2 DOT or Mil-Spec Helmet 1 1 1/2 1/2 1/2 1/2 ELECTRICAL SOURCE AND SYSTEMS Starter Generator 1 1 1 1 1 1 Main Battery 1 1 2 2 2 2 GCU (Generator Control Unit) 1 1 1 1 1 1 Flap System 1 1 1 1 1 1 FUEL SYSTEM: Main Fuel Pump (Electric) 1 1 1 1 1 1 Emergency Fuel Pump (Electric) 1 1 1 1 1 1 OTHER ITEMS : Hopper Rinse System 0 0 1 1 1 1 Ballast Tank 0 0 1 1 1 1 * ½ indicates that 2 only required if rear seat occupied. Numbers in RED represent a required item per FAR 91.205 Numbers in GREEN represent a required item per Thrush Aircraft Type Design. Abbreviations: SC/SC Single Cockpit/Single Control DC/SC Dual Cockpit/Single Control DC/DC Dual Cockpit/Dual Contro Required for Commercial Ag Operations. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 14
SECTION 2: NORMAL PROCEDURES: 2.1. PRE-FLIGHT VISUAL INSPECTION EXTERIOR INSPECTION ROUTE SINGLE AND DUAL COCKPIT CONFIGURATIONS AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 15
Visually check the aircraft for general condition during the walk around inspection. Verify that all skin panel Camlocs are fastened. In cold weather, remove all accumulations of frost, ice, or snow from wing, tail and control surfaces. Check that control surfaces contain no internal accumulations of ice. If a night flight is planned, check operation of all lights and assure a flashlight is available. Position 1: a. Parking Brake TEST and SET b. Control Lock - REMOVE c. Engine Start Switch CENTER POSITION (OFF) d. Power Lever - FORWARD IDLE STOP e. Fuel Condition Lever CUTOFF f. Fuel Valve ON g. Battery switch ON h. Fuel Quantity - CHECK i. Flaps - DOWN j. Battery Switch - OFF k. Elevator Trim Tab SET, for takeoff Position 2: a. Fuel Quantities CHECK visually and SECURE caps. b. Wing Flap CHECK for security c. Spray Boom (if installed) CHECK for leaks and security d. Aileron Remove gust lock CHECK, for free & correct movement. e. Aileron hinges CHECK, for looseness. Use a brisk UP and DOWN motion but use caution so as not to damage control or stops. f. Sprayboom CHECK wingwalk material installed. Position 3: a. Wing Tip CHECK for damage b. Wing Leading Edge CHECK for damage c. Stall Vane CHECK condition and freedom of movement. NOTE: Keep the wing leading edge clean. An excessive build-up of dirt, bugs, and chemicals can have the same negative effect on lift as an accumulation of ice or frost. Position 4: AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 16
a. Wing Tie Down REMOVE b. Left Main Wing Sump DRAIN c. Header Tank Sump DRAIN d. Left Fuel Vent Sump DRAIN e. Fuel Vent CHECK for obstruction f. Main Wheel Tire and Brake CHECK for inflation, damage and wear g. Deleted h. Firewall Fuel Filter DRAIN i. Accessory Section CHECK for debris, oil leaks or any other irregularities. j. Oil Cooler CHECK for leaks and stoppage k. Air Filter CHECK for cleanliness and condition. l. Baggage Compartment Door CHECK security of baggage and secure NOTE: When Rear Seat of Dual Cockpit S2R-H80 is to be occupied in flight, check that hopper rinse tank is full. CAUTION The owner and pilot are responsible for keeping the airplane s CG within allowable limits. Instructions for using removable ballast have been included in the limitations section and weight and balance section of this manual. Position 5: a. Engine CHECK for oil leaks, loose fittings cracked exhaust stacks, and excessive dirt or corrosion. b. Engine CHECK oil level and secure oil cap. c. Propeller CHECK for spinner damage or oil leaks. d. Propeller CHECK the propeller blades for nicks, cracks, or excessive erosion of the leading edge. d. Dispersal Equipment (if installed) CHECK the pump, the pump fan, the hose or the spreader for mounting and security. e. Oil Quantity CHECK Dipstick and secure cap. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 17
NOTE: Operate between 1 and 2 liters below the maximum oil level mark on the oil dipstick. Position 6: a. Wheel Chocks REMOVE b. Right Main Wing Sump DRAIN c. Main Wheel Tire and Brake CHECK for inflation, damage and wear. d. Right Fuel Vent Sump DRAIN e. Baggage Compartment CHECK security of baggage and secure door. Position 7: a. Wing Leading Edge CHECK for damage. b. Pitot Mast CHECK for blockage of opening. c. Wing Tie Down REMOVE d. Wing Tip CHECK for damage Position 8: NOTE: Keep the wing leading edge clean. An excessive build-up of dirt, bugs, and chemicals can have the same negative effect on lift as an accumulation of ice or frost. a. Aileron REMOVE gust lock, CHECK for security. b. Aileron Hinges CHECK for looseness. Use a brisk UP and DOWN motion but use caution so as not to damage control or stops. c. Sprayboom CHECK wingwalk material installed. d. Fuel Sump DRAIN e. Spray Boom (if installed) CHECK for leaks and security. f. Wing Flap CHECK for security. g. Fuel Quantity CHECK and secure cap. h. Battery Vent CHECK for obstruction. i. Static Port Opening CHECK for blockage. j. Rudder Gust Lock REMOVE AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 18
Position 9: a. Empennage CHECK for condition. b. Struts CHECK for tension and security. c. Tail Wheel Tire CHECK for inflation, damage and wear. d. Tail Wheel Spring CHECK for condition e. Tail Wheel Assembly CHECK for condition. f. Rudder & Elevator CHECK for freedom of movement and security. g. Elevator Trim Tabs CHECK for near neutral position (take-off) and excessive play. h. Tail Tie Down REMOVE i. Static Port Opening CHECK for blockage AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 19
2.2. MVP-50T GLASS PANEL ENGINE MONITORING SYSTEM PROCEDURES MVP-50T MAIN SCREEN The MVP-50T Main Engine Screen displays the primary engine and aircraft instruments, but not flight instruments. This screen is displayed on electrical power-up and should be monitored throughout the flight. Buttons operate as follows: EXIT: SCREENS: MENU: PUSH-SELECT: Exits out of a field or screen, returns the display to the Main Screen and acknowledges blinking cautions and warnings. Press and hold EXIT for three seconds to test the annunciators. Annunciators will be displayed in the color of the individual parameter s current reading. Switches the display between screens as selected in the Screens Button Setup. Displays a menu (if available)for the current screen. Moves the cursor, selects functions and changes digits. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 20
To assist the pilot in identifying the current operating band (green, yellow, red or white), the MVP-50T displays the digital value for each function in its appropriate color band. In addition, annunciators are provided across the top of the display. When a function reaches a red or yellow operating band, blinking digits for that function and an annunciator will alert the pilot. Red Warning and yellow Caution lights above the screen will also blink. To acknowledge the alarm and stop the blinking on the MVP-50T display and stop the blinking external Warning and/or Caution lights, return to the Main screen and then press the Exit button. Any instrument can fail at any time. Acquire proper training to safely operate this aircraft without the use of this instrument. The MVP-50T Operating Instructions must be readily available in the aircraft. Refer to the Operating Instructions for further operating and safety information. Operating instructions are contained in the airplane s delivery kit. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 21
2.3. OPERATING CHECKLIST Before Starting the Engine: a. Visual Inspection COMPLETE b. Flaps UP c. Seat ADJUST d. Rudder Pedals ADJUST and LOCK e. Seat Belt & Shoulder Harness ADJUST and LOCK f. All Switches OFF g. Altimeter SET h. Avionics OFF i. Door Latches CHECK j. Parking Brake SET k. Propeller CLEAR AREA Starting the Engine: NOTE: Engine must be warmed up for 5 (five) minutes after engine start-up. a. Battery Switch ON b. Engine display panel ENSURE it passes self test and reset Master Caution and Master Warning lights c. Fuel Filter Bypass Light Press to test. d. Power Lever FORWARD IDLE STOP/BETA STOP. e. Propeller Lever Anywhere in operating range, but normally feather. f. Fuel Condition Lever CUT OFF g. Fuel Valve ON h. Emergency Fuel Pump Switch ON i. Fuel Inlet Pressure: CHECK in the Green operating range, pump to OFF. j. Main Fuel Pump switch: ON; CHECK in the Green operating range. (Leave on for normal operations.) CAUTION Both fuel pumps are not to be ON at the same time. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 22
l. Auto Start Enable switch ON m. Fuel Condition Lever IDLE n. Start switch FORWARD to Start position and HOLD for three seconds, then release CAUTION There is a maximum number of three unsuccessful start attempts allowed. The fuel drain accumulator must be drained prior to any additional attempts. This draining procedure is in the aircraft maintenance manual. m. OBSERVE: That the engine accelerates normally to idle RPM and that the maximum allowable inter-turbine temperature starting limit is not exceeded. n. Autostart Enable Switch OFF o. Oil Pressure CHECK within Green operating range p. Oil Temp CHECK within Green operating range prior to accelerating engine q. Generator Switch ON NOTE: Battery switch must be on for a ground power start. All other procedures are the same as a battery start. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 23
2.4. DRY MOTORING RUN Dry motoring run is used for draining of residual fuel and vapor from the flow path whenever it is necessary, or if undesirable combustions might occurs after engine shutdown or when lubrication system is to be filled. a. Fuel Condition Lever CUT OFF b. Battery Switch ON c. Fuel Valve ON d. Main Fuel Pump Switch ON, to provide lubrication for the engine driven fuel pumping elements. e. Engine Starter Switch AFT to MOTOR position for 3 seconds and release. Dry motoring is automatic and starter will disengage automatically. f. Maintain the starter operation for the 20 seconds. (Timer is automatic and will shut off starter automatically). g. Main Fuel Pump Switch OFF h. Battery Switch OFF i. Allow a 3 (three)-minute cooling period for the starter before going any further with the starting operation. 2.5. TAXI NOTE: The beta region of the throttle quadrant may be utilized for taxiing. Push the stick full forward to unlock the tail wheel. a. Avionics ON & SET b. Propeller Lever High RPM/Forward. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 24
2.7. BEFORE TAKE-OFF Before proceeding with a ground run-up, be sure that the propeller system is purged, by feathering the propeller once or twice with the Power Lever in the idle position. Items a d below should be used to check the Propeller over speed governor: CAUTION Hold the Elevator Control firmly FULL UP during all high power ground operation to keep the airplane from nosing over. a. Place the propeller lever in full increase RPM (forward) position. b. Increase RPM with the power lever at least to 1800 RPM. c. Momentarily exercise the prop test switch and check for a small decrease in RPM. d. Reduce power back to idle. e. Flight Controls Check free and correct. f. Elevator Tab SET for take-off g. Flaps Flaps 15 to achieve para. 4.5 take-off performance. h. Prop Control FORWARD high RPM. i. Strobe Lights ON j. Determine takeoff distance per Para. 4.5 Take-off Distance to reach 50 ft above ground level. 2.8. NORMAL FLIGHT PROCEDURES Take-Off a. Brakes RELEASE b. Power Lever ADVANCE. Do not exceed engine operational limitations. c. After breaking ground, allow airspeed to build up to best-rate-of-climb speed of 106 MCAS and retract flaps. NOTE: Best rate of climb is achieved with flaps up. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 25
Climb a. Maintain maximum continuous power as necessary b. After obstacles are cleared a power reduction and a propeller speed reduction for noise may be desirable. NOTE: Maximum engine efficiency is achieved at 1900 propeller RPM. Glide and Approach a. Prop Control SET full high RPM/Forward b. Flaps SET as desired. Go-Around a. Power INCREASE to the takeoff setting. b. Flaps RETRACT slowly while retaining altitude. c. Airspeed Maintain best-rate-of-climb speed of 106 MCAS with flaps up Approach, Landing & Clearing the Runway a. Airspeed on Approach 1.3 V S for flap & weight configuration. See charts in Section 4.3. b. Wing Flaps As Required c. Touchdown Main Wheels d. Landing Roll Lower tail smoothly Close the throttle. e. Reverse Propeller Reverse may be used after the tail is on the ground. f. Brakes Use as necessary. CAUTION The tail wheel is unlocked by full forward movement of the control stick. This should be delayed until slow taxi speed to prevent nose over of the aircraft. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 26
After clearing the runway: a. Flaps RETRACT Engine Shutdown: NOTE: Engine must be cooled down for 5 (five) minutes at ground idle before engine shutdown. a. Parking Brakes SET b. Power Lever IDLE NOTE: Allow the engine to stabilize at idle for a minimum of 5 (five) minutes before shutting down for maximum engine longevity. c. Propeller Lever FEATHERED d. Avionics OFF e. Fuel Condition Lever CUT OFF f. Generator Switch OFF g. Main fuel pump switch OFF h. Battery Switch OFF NOTE: During the shutdown, be sure that the gas generator decelerates freely. Minimum run down time is 18 seconds. WARNING IF THERE IS ANY EVIDENCE OF COMBUSTION WITHIN THE ENGINE AFTER SHUTDOWN, PROCEED IMMEDIATELY AS DESCRIBED UNDER DRY MOTORING RUN UNTIL THERE IS NO LONGER ANY EVIDENCE OF COMBUSTION. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 27
2.9. ENGINE RE-START PROCEDURES ON THE GROUND Perform Dry Motoring as described in this document. Engine restart within 0-5 minutes. If engine restart is planned within 5 minutes of shutdown, it is necessary to perform the following steps. a. Immediately before starting, perform Dry motoring as described in this document. b. Then wait 2 minutes to cool down starter generator. c. Start engine using procedures described in this document. Engine restart within 5-60 minutes. If engine restart is planned within 5-60 minutes of shutdown, it is necessary to perform the following steps. a. Between 5 to 10 minutes after shutdown, perform Dry motoring as described in this document. b. Wait minimum 5 minutes. c. Immediately before starting, perform Dry motoring as described in this document. d. Then wait 2 minutes to cool down starter generator. e. Start engine using procedures described in this document. Engine restart more than 60 minutes. If engine restart is planned more than 60 minutes after shutdown, no dry motoring is required. a. Start engine using procedures described in this document. Unexpected engine restart within 5-60 minutes after shutdown. If engine restart is planned within 5-60 minutes of shutdown, it is necessary to perform the following steps. a. Perform Dry motoring as described in this document. b. Wait minimum 5 minutes. c. Immediately before starting, perform Dry motoring as described in this document. d. Then wait 2 minutes to cool down starter generator. e. Start engine using procedures described in this document. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 28
Securing the Aircraft a. Parking Brake RELEASE and INSTALL the wheel chocks. b. Control Lock ENGAGE c. Wing and Tail Tie Down SECURE d. While the aircraft is unattended, be sure that the propeller is tied down to prevent wind milling with zero oil pressure. e. Control gust locks on both Ailerons and Rudder should always be used to prevent damage to flight control system. CAUTION Do not rely on control stick lock or the parking brakes to secure the aircraft while unattended. Chock the wheels. Tie the aircraft down. Install gust locks, Prop tie down and exhaust covers. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 29
SECTION 3: EMERGENCY PROCEDURES 3.1. INTRODUCTION The urgency of certain emergencies requires immediate and instinctive action by the pilot. The most important single consideration is aircraft control. All procedures are subordinate to this requirement: Never stop flying the aircraft. Those steps that must be performed immediately and instinctively in an emergency situation are underlined. The pilot should be able to perform these steps without reference to the checklist. When the situation permits, all steps should be accomplished with the use of a checklist. 3.2. DEFINITION OF EMERGENCY TERMS LAND AS SOON AS POSSIBLE: defined as landing at the nearest suitable landing area (e.g., open field) without delay. (The primary consideration is to ensure the survival of the occupants) LAND AS SOON AS PRACTICABLE: defined as landing at a suitable landing area. (The primary consideration is the urgency of the emergency.) 3.3. EMERGENCY BASIC RULES Three basic rules that will assist the pilot when an emergency occurs while airborne are as follows: a. Maintain aircraft control b. Analyze the situation and take proper action c. Land the aircraft as soon as conditions permit. 3.4. MVP-50T ANNUNCIATION LIGHTS Annunciator lights will change color corresponding to the numerical value of the system associated with the segment. If operating within a yellow cautionary range, the illuminated segment and digits will be Yellow. If operated in a Red range, the segment and digits will display in Red. In either case both the segment light and either the Master Warning or Master Caution light will be flashing. Pressing the Exit button on the display panel will stop the segment from flashing and extinguish the Master Caution light, resetting it so that in case of another out of limit operation, it will be ready to function for that annunciation. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 30
WARNING LIGHTS STALL MIN OP START BETA CHIP OIL BP EHT GEN FAIL FUEL PUMP HPR RNS FAULT/ADVISORY Illuminates approximately 5 10 mph above Stall Speed, Buzzer will also sound Engine Oil Pressure is Low as indicated by low oil pressure switch, confirm low oil pressure with gauge, if low. LAND AS SOON AS POSSIBLE. Starter is engaged. Propeller is in Beta Range. During ground operations, it indicates that the propeller is properly positioned for application of reverse thrust. Indicates presence of metal in the engine lubricating oil, LAND AS SOON AS PRACTICABLE Indicates the oil filter may be dirty and in the bypass mode, LAND AS SOON AS PRACTICABLE Indicates that the ITT limiting circuit is energized, normal in Beta or engine starting, otherwise LAND AS SOON AS PRACTICABLE Generator or charging system malfunction LAND AS SOON AS PRACTICABLE Fuel pump not receiving electrical power, may be open circuit or switch in off position. Hopper rinse circuit is energized. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 31
ANNUNCTIATION LIGHTS LISTED BELOW CAN BE EITHER YELLOW OR RED, BASED ON CONVENTIONS OUTLINED IN SECTION 1.2 - INSTRUMENT MARKINGS: G METER NG ITT NP TORQ FUEL P OIL P OIL T FUEL Q VOLTS FUEL FILTER BYPASS Aircraft being flown in caution range or above. NG not within parameters ITT not within parameters NP not within parameters Torque not within parameters Fuel pressure low EMERGENCY FUEL PUMP ON, Main Fuel Pump OFF: LAND AS SOON AS PRACTICABLE Engine oil pressure low as determined by oil pressure gauge reading, confirm MIN OP light on, if MIN OP light on: LAND AS SOON AS POSSIBLE Oil temperature out of limits: LAND AS SOON AS PRACTICABLE Fuel level low in one or both tanks: LAND AS SOON AS PRACTICABLE Voltage out of limits, either high or low: LAND AS SOON AS PRACTICABLE FUEL FILTER BYPASS ANNUNCIATOR LIGHT will illuminate when filter is restricted. LAND AS SOON AS PRACTICABLE All lights will flash until reset. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 32
3.5. GROUND ENGINE FIRE See DRY MOTORING RUN, Section 2 3.6. IN-FLIGHT ENGINE FIRE In case of an in-flight fire, the following procedures should be used: a. Reduce power to minimum level to sustain flight. b. Dump Hopper load. c. Monitor ITT and torque to determine if the engine is stabilized and producing power. d. Try to determine the source of the fire and if it is of minor or major proportions. NOTE: A minor fire is just smoke and fumes. A MAJOR fire has bull blown visible flames. e. If fire is still of MINOR proportions, choose a suitable field or road and land while power is still available. Stop as soon as possible and before engine shut-down, swing tail of aircraft into wind. Shut off fuel valve first, and then proceed as follows: f. Power Lever IDLE POSITION g. Propeller Lever FEATHERED. h. Fuel Condition Lever CUT OFF i. Fuel Pump Switches OFF j. Fuel Valve OFF k. Monitor ITT to determine if fire exists in engine. If ITT is rising, proceed with DRY MOTORING RUN but leave fuel OFF. l. If ITT is falling, turn OFF all switches. Open engine oil servicing door and use fire extinguisher to douse the fire. If fire is of MAJOR proportions, the following procedures should be used: m. Power Lever IDLE POSITION n. Propeller Lever FEATHERED o. Fuel Condition Lever CUT OFF p. Power Lever OFF q. Fuel Select Valve OFF r. All Switches - OFF AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 33
s. Prepare for forced landing. If terrain is rough, turn on Battery Switch BATT and extend flaps as desired, then turn off BATT switch. t. Side-slip to prevent fire from reaching cockpit. u. LAND AS SOON AS POSSIBLE 3.7. EMERGENCY HOPPER DUMP Should circumstances arise that require an emergency landing, the hopper should be dumped by moving the dump lever full forward. Forward pressure on the control stick or forward trim (or both) should be used to prevent excessive nose up pitching moment. Max speed for Hopper dump is 158 MPH. 3.8. ELECTRICAL FIRE IN-FLIGHT In case of an electrical fire in flight, follow these procedures: a. Battery and Generator switches OFF b. All other Electrical switches OFF c. Circuit Breakers OUT If electric power is essential for flight, check to identify and isolate the faulty circuit with the following steps: d. Generator Switch ON e. If the generator switch is defective, MOVE the Generator switch to OFF position. f. MOVE the Battery Switch to the ON position. g. Let a short period of time elapse before activating additional circuits one at a time until the defective circuit is identified. If a Generator Failure occurs in flight: h. All non-essential Electrical Equipment -OFF i. Generator OFF then back ON j. If Generator fails to come ON- GENERATOR OFF k. LAND AS SOON AS PRACTICABLE. 3.9. NOTE: The battery should supply power to essential avionics and fuel pump for approximately 30 minutes. (The air conditioner compressor is automatically off, but the blower motor should be turned off to conserve power.) AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 34
3.9 ENGINE FAILURE IN-FLIGHT Engine failure symptoms could include any or all of the following: a. Loud noises followed by heavy vibration and loss of power, smoke and/or flame. b. Rapid loss of power with unusual noises, vibration or sudden increase of ITT. c. Loss of power following a drop in oil pressure below redline or increase in oil temperature above redline or both. d. Loss of power following overspeed of gas generator (Ng). e. Engine explosion and flame & smoke. If it is clear that the engine has failed, proceed as follows: f. Hopper Dump DUMP LEVER FORWARD g. Propeller Lever FEATHERED h. Fuel Condition Lever CUT OFF i. Power Lever IDLE POSITION j. Fuel Valve Lever OFF k. Fuel Pump Switches OFF l. LAND AS SOON AS POSSIBLE WARNING CAUTION IS MANDATORY DURING A SUSPECTED ENGINE FAILURE ON TAKE-OFF OR LANDING IN ORDER TO AVOID SHUTTING DOWN THE ENGINE UNNECESSARILY. DO NOT ATTEMPT TO RESTART AN ENGINE WHICH IS DEFINITELY KNOWN TO HAVE FAILED. NOTE: Refer to Section 3.14 Forced Landing Procedures for additional guidance. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 35
3.10. ENGINE FLAMEOUT The indications of any engine flameout will be a drop in the ITT (inter-turbine temperature), torque pressure and RPM. The flameout may result from the engine running out of fuel or possibly by unstable engine operation. Once the fuel supply has been restored to the engine or the cause of the unstable operation eliminated, the engine may be restarted in the manner described in Section 3.12: Normal Air Starts. a. Auto start enable switch ON b. Engine start switch START c. If engine restarts: LAND AS SOON AS PRACTICABLE d. If engine fails to start - LAND AS SOON AS POSSIBLE (Reference 3.14: Forced Landing) 3.11. FAILURE OF AUTOMATIC FUEL SCHEDULING Please refer to Section 6 Emergency Circuit of Fuel Control Unit and its application (Engine manufacturer Operation Manual GE H80-100 0983302). Normally the fuel scheduling is automatic, the engine power lever is positioned by the pilot and the fuel control schedules the fuel in a manner that allows smooth increases and decreases of power while not exceeding any engine limitations during acceleration or deceleration. In the event the automatic fuel scheduling fails, the engine will experience a low side failure, sometimes called a roll back. The engine goes to minimum fuel flow, which is slightly below normal Ng idle speed. Fortunately the GE H- 80 is equipped with an emergency governor which will allow the pilot to regain full control of the engine and safely return. While in Emergency Governor, all automatic fuel scheduling is lost and power is controlled by the fuel condition lever. Too rapid of movement of the fuel condition lever while in Emergency Governor can cause ITT exceedences, Ng speed exceedences, and compressor stalls. It s imperative that any power changes while in Emergency Governor be made smoothly and slowly allowing the engine to accelerate normally. Full power is available while in Emergency Governor. In the event automatic fuel scheduling is lost and the engine goes to minimum fuel flow. a. Raise the switch guard and place Emergency Governor Switch ON. b. Smoothly advance the ENGINE FUEL CONDITION LEVER until power is restored and a climb is established. c. LAND AS SOON AS PRACTICABLE. d. If power is not restored, LAND AS SOON AS POSSIBLE. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 36
After power is restored and you have climbed to a safe altitude, reduce the engine power lever to idle and continue the flight to a safe place to land using the Fuel Condition Lever as you would normally use the Engine Power Lever. NOTE: The fuel condition lever should always be at IDLE unless Emergency Governor is switched on. NOTE: Reverse or Beta is not available while using the Engine Fuel Condition Lever. It is normal for the engine compressor to make a pop sound when the Emergency Governor switch is either turned on or off. 3.12. AIR STARTS NOTE: Air Start Envelope Normal Air Starts ranging from sea level to 12,000 feet altitude and 87 MPH IAS to 126 MPH IAS have been approved. CAUTION Only Starter assisted Air Starts are possible. The recommended pre-air start check procedure is: a. Propeller Lever: Anywhere in operating range b. Power Lever: IDLE c. Battery Switch: ON d. Fuel Valve: ON e. Fuel Condition Lever: CUT OFF f. Fuel Pump Switch: ON g. Fuel Pressure Indicator: In the Green AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 37
NOTE: Propeller feathering is dependent on circumstances and is at the discretion of the pilot. Fine pitch selection will pump air through the engine, and therefore increase the gas generator motoring speed during the Air Start procedure. Regardless of where the prop control lever is, loss of engine oil pressure will cause the prop to feather. The recommended Air Start Procedure is: a. Auto start enable Switch: ON b. Engine Start Switch: ON c. Fuel Condition Lever: IDLE NOTE: A re-light normally should be obtained within 10 seconds and will be evidenced first by a rise in gas generator RPM. A rise in the ITT will also be noted. When the engine reaches idle RPM, d. Auto Start Enable Switch: OFF e. Propeller Lever: High RPM/Forward f. Power Lever: ADJUST to desired position g. CHECK that the Engine Operating Limits are not exceeded. h. If a satisfactory start is not obtained, discontinue the air start. i. Repeat the engine start procedure if another starting attempt is to be made. NOTE: The best air start technique is to initiate the restart procedure immediately after flameout occurs, if the pilot is certain that the flameout was not the result of some malfunction which might make the attempt to restart unsafe. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 38
3.13. ABORTED TAKE-OFF Should the pilot deem it necessary to abort a takeoff, the following steps are advised: a. Power Control Lever: Full Beta or Reverse as necessary. b. Brakes: Apply as permitted by aircraft attitude and directional control. c. Consider dumping the hopper if necessary to shorten braking roll. d. Flaps: Retract WARNING DO NOT DUMP HOPPER ABOVE 50 MPH IAS ON TAKEOFF OR AIRCRAFT MAY BECOME AIRBORNE. DUMPING HOPPER LOAD MAY REDUCE BRAKING EFFECTIVENESS. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 39
3.14. FORCED LANDINGS Forced Landing with engine power remaining: a. Maintain 107 MPH IAS and once landing area is assured, apply full flaps b. Select a safe area to dump hopper if possible. Dump the hopper load and move the control stick forward as the dump is made to control nose pitch-up. Forced Landing with Engine Failure, proceed as time and altitude permits with LIQUID in Hopper: a. Dump hopper load by opening hopper gate. b. Feather prop to extend glide. c. If a re-start is to be attempted, proceed with Air-Start procedures as described herein. d. Maintain 90 to 100 MPH IAS and look for suitable landing area. e. If landing is to be made on road with a strong cross-wind, leave flaps retracted. f. If landing in open field, extend flaps and maintain at least 80 MPH IAS until flare for landing. g. Turn Fuel Valve OFF once air-start procedure is abandoned. h. Pull Fuel Condition Lever to CUT OFF position. i. All Switches OFF j. Open both canopy doors during approach. Forced Landing with Engine Failure, proceeding as time and altitude permits with DRY SOLIDS in Hopper: a. Open hopper gate to reduce weight as much as possible. b. Feather prop to extend glide. c. Maintain 107 MPH IAS if gross weight is high. d. Tighten seat belt. e. Turn Fuel Valve OFF once air-start procedure is abandoned. f. Pull Fuel Condition Lever to CUT OFF position. g. All Switches OFF. h. Open both canopy doors during approach. i. Extend full flaps during flare for landing. NOTE: A liquid filled hopper will empty faster than a dry solid filled hopper. Maintain speed as time and altitude permits, until hopper is empty. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 40
3.15. EMERGENCY EGRESS If it is necessary to remove the cockpit door from its hinges, do the following: a. KNOCK OUT the oval panel below the window. b. REACH through the hole and PULL UP the flexible hinge pin. c PUSH the door clear of the aircraft and EXIT. 3.16. ELEVATOR TRIM/ RUDDER CENTERING SPRING FAILURE Test flights with failed springs has shown that a spring failure is easily recognized by the pilot and that the aircraft is safe and controllable throughout its operating envelope with a failed spring. Failure of an elevator spring exhibits a nose upward pitch of about four lbs force on the control stick, is easily overcome and there is sufficient range in the pitch trim system to re-trim for zero force. A failed rudder centering spring will cause an uneven force of approximately eleven lbs. to overcome. In either case, a failed spring is a flight control failure and the spring must be replaced to continue the airworthiness of the aircraft. In the event a spring fails: LAND AS SOON AS PRACTICABLE. 3.17. NOSE BAGGAGE DOOR OPENING IN FLIGHT Should the nose baggage door open in flight: LAND AS SOON AS PRACTICABLE. 3.18. LOSS OF HOPPER RINSE BALLAST IN THE DUAL COCKPIT If, at any time, in flight, the water ballast in the tank is lost, the aircraft CG will be outside the aft limit. The indication will be a sudden reduction of stability and a requirement of more nose down trim, possible beyond the limit of elevator trim. In the event of loss of ballast: LAND AS SOON AS PRACTICABLE. 3.19. SUSPICION OF HOPPER RINSE TANK LEAKING If dual occupant operations are conducted, where the hopper rinse tank must be employed as ballast, and if it is suspected that the hopper rinse tank is leaking while in flight the pilot should proceed as follows: LAND AS SOON AS PRACTICABLE. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 41
SECTION 4: S2R-H80 Single & Dual Cockpit PERFORMANCE S2R-H80 Performance Supplement at Weights in Excess of 6000 lbs. 4.1. INTRODUCTION The intent of this Performance Supplement is to provide the operator of the Thrush Aircraft Inc. S2R-H80 Aircraft with performance information when the aircraft is loaded to weights in excess of 6000 pounds up to and including 10,500 lbs. (Refer to C.G. Limits on page 1.6 of this manual.) Data provided in this Supplement was obtained by standard flight test methods, data reduction and expansion procedures. Testing was performed from a dry, smooth hard surface. Factors such as runway surface and weather conditions must be given consideration. Actual Performance may also vary with individual aircraft and piloting techniques, so operations should allow some safety margin to account for these variables. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 42
INTERNATIONAL STANDARD ATMOSPHERE (ISA) TEMPERATURES The International Standard Atmosphere (ISA) is used in most aircraft operations and is standard throughout the industry. Temperature values for this atmosphere are provided below for ease in navigating the following series of performance charts. Values are provided in degrees Celsius. If your ambient air temperature gauge reads in degrees Fahrenheit, see the graph below to convert to Celsius. Fahrenheit to Celsius Temperature Conversion DEGREES -F DEGREES -C AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 43
4.2. AIRSPEED CALIBRATION The following charts provide the airspeed calibration for the Thrush S2R-H80 at a takeoff gross weight of 10,500 lbs and at a light weight of 6850 lbs. To use these charts to determine Calibrated Airspeed, enter the chart at the value of Indicated Airspeed, proceed vertically until the line is encountered. Then proceed horizontally to the left to read the value for calibrated airspeed. If an Indicated Airspeed is desired from a known Calibrated Airspeed, such as stalling speed, enter the chart at that calibrated airspeed and perform the procedure in reverse. EXAMPLE: Shown Indicated Airspeed of 120 MPH AT 10,500 lbs. is actually a Calibrated Airspeed of 117.5 MPH for the flaps up configuration or 116 MPH for flaps 15ᵒ. At lightweight and indicated airspeed of 120 MPH, calibrated airspeed is actually 117.5 MPH for flaps up configuration or 115 MPH for flaps 15. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 44
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4.3. STALLING SPEED VERSUS AIRCRAFT WEIGHT The following two charts provide the Aircraft Stalling Speeds for both the Flaps Up and Flaps 15ᵒ cases. EXAMPLE: To determine the Stalling Speed at an Aircraft Weight of 8500 pounds, enter the Flaps Up chart at that weight. Proceed horizontally until encountering the line. Then proceed vertically down to read the Stalling Speed of 81 MPH Calibrated Airspeed. To obtain the number in Indicated Airspeed, return to the Airspeed Calibration Chart. The same procedure is used to obtain the Stalling Speed on the Flaps 15ᵒ Chart which shows a Stalling Speed of 74.5 MPH Calibrated Airspeed. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 49
STALLING SPEED. FLAPS UP CALIBRATED MPH AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 50
STALLING SPEED. FLAPS 15 CALIBRATED MPH AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 51
4.4. INSTALLED ENGINE HORSEPOWER The first of the following four charts provides the Installed Torque Available for several ISA values up to the maximum torque limit of 2020 Ft. Lbs. This chart was used to determine installed horsepower for expansion of standard sea level data to various altitude and temperature conditions for climb charts for determining at what altitude a rate of climb of 200 ft/min was reached. The second chart provides a conversion from Ft. Lbs. of Torque to Percent Torque as indicated in the cockpit. The third chart provides the power output from the engine with the propeller turning 2080 RPM versus Percent Torque. The fourth chart provides the power output from the engine with the propeller turning 1900 RPM versus Percent Torque. EXAMPLE: Assuming an ISA+30 degree day at a Pressure Altitude of 8000 ft., enter the Installed Torque versus Altitude Chart at 8000 ft. and proceed horizontally until reaching the ISA+30 degree line. Then descend vertically until reading a Torque of 1840 Ft. Lbs. With the value of 1840 Ft. Lbs., enter the second chart of Torque versus Percent Torque and proceed horizontally until reaching the Percent Torque line. Then descend vertically to reach the Percent Torque value of 90 percent. With the Percent Torque value of 90 percent, enter the third chart of Engine Shaft Horsepower versus Percent Torque at 2080 RPM. Proceed vertically until reaching the Shaft Horsepower line. Then proceed horizontally to the left to read an Engine Shaft Horsepower value of 725 Horsepower. This is the power output of your engine at a propeller RPM of 2080 and a Percent Torque of 90 percent. If a propeller RPM of 1900 is used, the fourth chart shows the Shaft Horsepower output for 90 Percent Torque would be 660 Horsepower. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 52
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4.5. TAKEOFF DISTANCE TO 50 FEET ABOVE GROUND LEVEL The Takeoff Distance to 50 feet above ground level in no wind conditions is provided in the following two charts. The first chart provides the takeoff distance to 50 feet above ground level at a takeoff gross weight of 10,500 lbs. The second chart allows correcting that distance for some reduced aircraft weight. Airspeeds to achieve the Takeoff Distances given are 89 MCAS for liftoff and 106 MCAS to 50 feet above ground level. These airspeeds are for a takeoff gross weight of 10,500 lbs. As weight is reduced these airspeeds should be reduced by approximately 5 MPH for each 1000 lb. reduction in takeoff gross weight. In conditions of a headwind the takeoff distance will be less than the distances given. Downwind takeoffs will increase the distances given and should be avoided. EXAMPLE: Assuming a 25ᵒ ambient temperature and an airport elevation of 3000 ft. Pressure Altitude, we will also assume that the aircraft takeoff gross weight is 8500 lbs. To determine the takeoff distance to 50 feet above ground level, enter the first chart for Takeoff Distance at 10,500 lbs. at 25ᵒC and proceed up to a Pressure Altitude of 3000 ft. Then proceed horizontally to the right to determine the takeoff distance if the aircraft weighed 10,500 lbs. which is 2600 ft. Enter the second chart at that distance (2600 ft.) and from the right vertical reference, follow the guide lines down to the point where this line intersects a line drawn vertically up from 8500 lbs. From this point proceed horizontally to the right until the line intersects the takeoff distance which is 1400 ft. This is the takeoff distance for the aircraft at 8500 lbs. for the condition given. AFM H8001 SINGLE & DUAL COCKPIT Revision A Page 57
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AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page 59 FAA APPROVAL DATE: 8/05/2014
4.6. CLIMB PERFORMANCE The following two charts provide Climb Performance of the S2R-H80 at various temperatures, altitudes and weights. Best Rate of Climb Speed, VY, at 10,500 lbs. gross weight varies linearly from 106 MCAS at Sea Level to 105 MCAS at 10,000 ft. Best Angle of Climb Speed, VX, at 10,500 lbs. gross weight varies linearly from 98 MCAS at Sea Level to 101 MCAS at 10,000 ft. EXAMPLE: Given an ambient temperature of 20ᵒ C, a Pressure Altitude of 3000 ft. and a Gross Weight of 8000 lbs. enter the rate of climb chart for a 10,500 gross weight at 20ᵒC and proceed vertically to 3000 ft. Then proceed horizontally to the right to read a rate of climb at a 10,500 lb. Gross Weight of 480 ft/min. Enter the second chart of Rate of Climb versus Gross Weight at this value, 480 ft/min., and follow the guide lines up to the point where this line intersects the line drawn vertically up from 8000 lbs. Then proceed horizontally to the left to read a rate of climb value of 1000 ft/min at a gross weight of 8000 lbs. AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page 60 FAA APPROVAL DATE: 8/05/2014
Note: Flaps at 15 AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page 61 FAA APPROVAL DATE: 8/05/2014
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4.7. LANDING DISTANCE FROM 50 FEET ABOVE GROUND LEVEL The Landing Distance from 50 feet above ground level in no wind conditions is provided in the following two charts. The first chart provides the landing distance from 50 feet above ground level at the maximum landing weight of 7600 lbs. The second chart allows correcting that distance for some aircraft weight less than 7600 lbs. The Approach Airspeed to achieve these Landing Distances is 114 MCAS at the 50 feet above ground level. This airspeed is for a landing gross weight of 7600 lbs. (For other weights, refer to Table 4-1 below.)as weight is reduced, this airspeed should be reduced. In conditions of a headwind, the landing distance will be less than that shown. Downwind landings will increase the distances provided and should be avoided. AIRCRAFT WEIGHT LBS. EXAMPLE: APPROACH AIRSPEED - MCAS 7600 114 7000 109 6500 105 6000 101 5500 97 Table 4-1: Landing Distance Airspeeds Assuming a 25ᵒC ambient temperature and an airport elevation of 3000 ft. Pressure Altitude with an aircraft landing weight of 6800 lbs. To determine the Landing Distance from 50 feet above ground level, enter the first chart at the 25ᵒC ambient temperature and proceed vertically until reaching a pressure altitude of 3000 ft. Then proceed horizontally to the right to read a landing distance at a 7600 lb. gross weight of 2200 ft. Enter the second chart at that distance (2200 ft.) and from the right vertical reference, follow the guidelines down to the point where a line drawn vertically from 6800 lbs. intersects it. Then proceed horizontally to the right to read a Landing Distance at 6800 lbs. of 1900 ft. AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page 63 FAA APPROVAL DATE: 8/05/2014
THRUSH S2R-H80 LANDING DISTANCE FROM 50 FT. ABOVE GROUND LEVEL AT 7600 LBS. APPROACH SPEED IS 114 MCAS WITH REVERSE THRUST AND FLAPS 15 AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page 64 FAA APPROVAL DATE: 8/05/2014
THRUSH S2R-H80 LANDING DISTANCE FROM 50 FT. ABOVE GROUND LEVEL AT REDUCED WEIGHT WITH REVERSE THRUST AND FLAPS 15. REDUCE APPROACH SPEED 4 MPH FOR EACH 500 LB. DECREASE IN WEIGHT. AFM H8001 SINGLE & DUAL COCKPIT, Revision A Page 65 FAA APPROVAL DATE: 8/05/2014