Limitations Flashcards
WEIGHT LIMITATIONS
Maximum Design
Ramp Weight . . . . . 15,000 Pounds (6,804 Kilograms)
Takeoff Weight . . .. . 14,800 Pounds (6,713 Kilograms)
Landing Weight ….. 13,500 Pounds (6,123 Kilograms)
Zero Fuel Weight . . . 11,300 Pounds (5,125 Kilograms)
BATTERY AND STARTER
CYCLE LIMITATIONS
Starter Limitation - Three engine starts per 30 minutes .
Three cycles of operation with a 30-second rest period
between cycles is permitted.
Battery Limitation - Three engine starts per hour.
BATTERY Start Limitations
Three generator assisted cross starts are equal to one battery
start.
If an external power unit is used for start, no battery cycle is
counted.
Use of an external power source with voltage in excess of 28 VDC
or current in excess of 1000 amps may damage the starter.
GENERATOR LIMITATIONS
Maximum generator load in the air . . . . .. . ………….. …. 400 amperes
Maximum generator load greater than 35,000 . . . . .. .. 325 amperes
PROLONGED GROUND OPERATION
Continuous engine ground static operation up to and including
five minutes at takeoff thrust is limited to ambient temperatures
not to exceed 39° C above ISA.
Continuous ground operation of the generator above 315
amperes is prohibited.
Limit ground operation of pitot/static heat to two minutes to
preclude damage to the pitot/ static tubes and the angle-ofattack
probe.
Minimum oil temperature
Minimum oil temperature for starting is -40°C.
FUEL BOOST PUMP LIMITATIONS
Aircraft Configuration BH
Boost Pumps … . . . . . . ………… ON; when low fuel lights illuminate or
at approximately 200 pounds or less indicated fuel. To crossfeed,
turn boost pump OFF on side opposite selected tank.
Aircraft Configuration Bl
Minimum fuel required for all operations is 500 pounds per side.
Fuel crossfeed is prohibited in descents.
FUEL DIFFERENTIAL
Aircraft Configuration AJ & AK
Maximum asymmetrical fuel differential for normal operations . . .. . . 200 pounds
Maximum emergency asymmetrical fuel differential . 600 pounds
UNUSABLE FUEL
Fuel remaining in the fuel tanks when the fuel quantity indicator
reads zero is not usable in flight.
SPEED LIMITATIONS (V speeds & Flaps)
Maximum Operating Limit Speeds
MMo (Above 27,900 Feet) …………….. 0.700 Mach (Indicated)
VMo (Between 8000 Feet and 27,900 Feet) …………. 275 KIAS
VMo (Between Sea Level and 8000 Feet) . . . . . . . . . . . . . . . . . 260 KIAS
Maximum Flap Extended Speed - VFE
Full Flaps - LAND Position (40° ) ……. …………………… 174 KIAS
Partial Flaps - T.O. & APPR Position (15 ° ) . . . . . . . ……… 200 KIAS
SPEED LIMITATIONS (Landing Gear, AP, & Icing)
Maximum Landing Gear
Extended Speed - VLE . . . . . . . . . . . . . . . . . .. . . . 260 KIAS
Operating Speed - VLo (Extending) . . . . . . . . .. . . . . 250 KIAS
Operating Speed - VLo (Retracting) . . . . . .. . . . . . . 200 KIAS
Maximum Speed Brake Operation Speed - Vss . . . . . . . . . . . . No Limit
Autopilot Operation ……………. ………… 275 KIAS or 0. 700 MACH
Minimum Speed For Sustained Flight In Icing Conditions
(except takeoff, approach and landing) ……… ………. 160 KIAS
TAKEOFF AND LANDING
OPERATIONAL LIMITS
Takeoff is prohibited with the following forms of contamination:
- With frost adhering to the following critical areas:
• Wing Leading Edge • Upper Wing Surface • Windshield - With ice, snow, or slush adhering to the following critical areas:
• Wing Leading Edge and Upper Wing Surface
• Flight Control Surfaces including all hinge gaps • Engine Inlets
• Horizontal Stabilizer • Vertical Stabilizer • Top of Engine Pylons
• Top of Fuselage • Windshield • Angle-of-Attack Vanes
• All Static Ports • Upper surface of nose forward of the windshield - A visual and tactile (hand on surface) check of the wing leading edge and
wing upper surface must be performed to make sure the wing is free from
frost, ice, snow, or slush when the outside air temperature is less than
10 ° C (50 ° F) or if it cannot be determined that the wing fuel temperature is
above 0 °C (32° F) and any of the following conditions exist:
a. There is visible moisture present (rain, drizzle, sleet, snow, fog, etc.); or
b. Water is present on the wing upper surface; or
c. The difference between dew point and outside temperature is 3° C (5 ° F)
or less; or
d. The atmospheric conditions have been conducive to frost formation.
TAKEOFF AND LANDING
OPERATIONAL LIMITS
Maximum Altitude Limit . . . . . . . . . . . . . . . . .. . 14,000 Feet
Maximum Tailwind Components . . . . . . . . . . . . . . . . . 10 Knots
Minimum Ambient Temperature …………………………….. -54°C
Maximum T ire Ground Speed . . . . . . . . . .. . . . . . . . . . . 165 Knots
Takeoffs and landings are limited to paved runways
Engine synchronizer must be OFF for takeoff and landing.
TAKEOFF AND LANDING
OPERATIONAL LIMITS
The autopilot and yaw damper must be OFF for takeoff and landing.
All Vertical navigation systems must be OFF below 500 feet AGL.
Takeoffs and landings are limited to paved runways unless
equipped with optional Gravel Runway Modification, either factory
installed or through appropriate Cessna Service Bulletin.
The nosewheel must be in firm contact with the ground prior to
deploying thrust reversers.
ENROUTE OPERATIONAL LIMITS
Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,000 Feet
Maximum Operating Altitude
(Single Pressurization Source) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43,000 Feet
Generator Load . .. .. .. .. .. .. .. .. .. .. .. .. .. 400 Amperes Up to 35,000 Feet
325 Amperes Above 35,000 Feet
CABIN PRESSURIZATION LIMITATIONS
Normal Cabin Pressurization
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 to 8.9 PSI, ±0.1 PSI Differential
Single pressurization source maximum
operation altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43,000 feet
AIRPLANE BATTERY
If the BATT O’TEMP light illuminates during ground operation, do
not take off until after the proper maintenance procedures have
been accomplished.
ANGLE-OF-ATTACK/STICK
SHAKER SYSTEM
If the stick shaker does not operate during the warning system
test, it must be repaired before flight.
ANGLE-OF-ATTACK/STICK SHAKER SYSTEM (Instrument use)
The angle-of-attack (AOA) indicating system may be used as a
reference system but does not replace the airspeed display
in the PFD as a primary instrument. The AOA gage and Low
Airspeed Awareness (LAA) indications must be verified in flight
against Airplane Flight Manual speeds prior to use as a reference.
ANGLE-OF-ATTACK/STICK SHAKER SYSTEM (1.3 Vs1)
The angle-of-attack system can be used as a reference for
approach speed (1.3 Vs1) at all airplane weights and centerof-
gravity locations at zero, takeoff/approach and landing flap
positions. 1.3 Vs1 is indicated by approximately .6 on the AOA
gage and by the top of the white tape on the pilot’s and copilot’s
airspeed indicators.
AMLCD DIGITAL ENGINE DISPLAY
Dispatch with the digital engine display in reversionary mode is
prohibited.
AUTOPILOT
One pilot must remain in his seat with the seat belt fastened
during all autopilot operations.
Autopilot operation is prohibited if any comparison monitor
annunciator illuminates in flight.
Minimum autopilot use height for enroute is 1000 feet AGL.
Minimum autopilot use height for approaches is 180 feet AGL.
HONEYWELL PRIMUS-1000
FLIGHT GUIDANCE SYSTEM
Both flight director and autopilot coupled Category II approaches are
not approved using the Honeywell P-1000 EFIS displays.
EFIS ground operation with the pilot’s NOSE AVN FAN FAIL
annunciator light illuminated is limited to 30 minutes or until either PFD
HOT or MFD HOT annunciator light illuminates, whichever occurs first.
Dispatch is prohibited if the PFD HOT, MFD HOT or IC HOT
annunciator light is illuminated.
Dispatch is prohibited following a flight during which the PFD HOT,
MFD HOT or IC HOT annunciator light was illuminated, until the
condition is identified and corrected.
The pilot’s and copilot’s PFDs must be installed and operational in the
normal (non-reversionary) mode for takeoff.
The P-1000 system must be verified to be operational by a
satisfactory preflight test as contained in the NORMAL procedures.
Dual PFD SG reversion to the MFD is prohibited.
Flight director and autopilot coupled VOR approaches without DME
are not approved.
When NAV mode is engaged for enroute navigation, and VOR is the
source, HDG mode must be engaged prior to changing the active
VOR frequency. After positive acquisition of the new VOR frequency and course,reselect NAV mode and verify capture and tracking of
the new course.
STANDBY FLIGHT INSTRUMENTS
A satisfactory preflight test must be accomplished on the standby
gyro system.
The standby flight instruments, ATT, ALT/ASI and HSI must be
functioning prior to takeoff.
