VENT DEFOG Switch...ON AUX CBN HEAT Switch ...ON
For maximum heat:
AIR COND Switch ...OFF CABIN TEMP Control. ...FULL OUT DEFROST Control ...AS REQUIRED to CLEAR WINDSHIELD; then FULL IN NOTE
This unit should be considered primarily as an auxiliary backup to the standard heating system. There is no external control over the heat produced by the unit.
4.47 SUPPLEMENTAL ELECTRIC HEATER AFTER ENGINE START
BATT MASTER Switch ...ON Alternator Switches ...OFF VENT DEFOG Switch ...ON Airflow ...CHECK Voltmeter ...LESS than 25 Vdc (increase electrical load as necessary to lower voltage) LOW BUS VOLTAGE Annunciator ...ILLUMINATED Electrical Switches ...OFF VENT DEFOG Switch ...OFF Alternator Switches ...ON
NOTE
Low voltage monitor system and LOW BUS VOLTAGE annunciator must be checked operational before heater operation. VENT/DEFOG BLOWER must be checked operational before heater ground operation.
HEATER OPERATION
VENT DEFOG Switch...ON AUX CBN HEAT Switch ...ON
For maximum heat:
AIR COND Switch ...OFF CABIN TEMP Control. ...FULL OUT DEFROST Control ...AS REQUIRED to CLEAR WINDSHIELD; then FULL IN NOTE
This unit should be considered primarily as an auxiliary backup to the standard heating system. There is no external control over the heat produced by the unit.
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
4-39
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
4-39
FOR REFERENCE ONLY
NOT FOR FLIGHT
REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999 4-40
REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999
4-40
4.49 NOISE LEVEL
The corrected noise level of this aircraft with a two blade propeller is 74.7 dB(A). as measured per FAR 36 Appendix F. For the three blade propeller, the corrected noise level of this aircraft is 79.7 dB(A) as measured per FAR 36 Appendix G.
No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with F.A.R. 36, Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all F.A.R. 36 noise standards applicable to this type.
The corrected noise level for this aircraft as measured per ICAO Annex 16, chapter 10 is 83.1 dB(A) for the three blade propeller installation.
4.49 NOISE LEVEL
The corrected noise level of this aircraft with a two blade propeller is 74.7 dB(A). as measured per FAR 36 Appendix F. For the three blade propeller, the corrected noise level of this aircraft is 79.7 dB(A) as measured per FAR 36 Appendix G.
No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with F.A.R. 36, Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all F.A.R. 36 noise standards applicable to this type.
The corrected noise level for this aircraft as measured per ICAO Annex 16, chapter 10 is 83.1 dB(A) for the three blade propeller installation.
FOR REFERENCE ONLY
NOT FOR FLIGHT
4.50 ICING INFORMATION
"THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING"
Visible rain at temperatures below 0 degrees Celsius ambient air temperature.
Droplets that splash or splatter on impact at temperature below 0 degrees Celsius ambient air temperature.
"PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT"
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following:
• Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated.
• Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
• Do not engage the autopilot.
• If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
• If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.
• Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area.
• If the flaps are extended, do not retract them until the airframe is clear of ice.
• Report these weather conditions to Air Traffic Control.
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
REVISED: JULY 24, 2004 4-41
4.50 ICING INFORMATION
"THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING"
Visible rain at temperatures below 0 degrees Celsius ambient air temperature.
Droplets that splash or splatter on impact at temperature below 0 degrees Celsius ambient air temperature.
"PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT"
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following:
• Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated.
• Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.
• Do not engage the autopilot.
• If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.
• If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.
• Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area.
• If the flaps are extended, do not retract them until the airframe is clear of ice.
• Report these weather conditions to Air Traffic Control.
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
REVISED: JULY 24, 2004 4-41
FOR REFERENCE ONLY
NOT FOR FLIGHT
TABLE OF CONTENTS SECTION 5 PERFORMANCE Paragraph Page No. No. 5.1 General ... 5-1 5.2 Aircraft Configuration ... 5-1 5.3 Introduction - Performance and Flight Planning... 5-1 5.5 Flight Planning Example ... 5-3 5.7 Performance Graphs ... 5-9 List of Figures... 5-9 TABLE OF CONTENTS SECTION 5 PERFORMANCE Paragraph Page No. No. 5.1 General ... 5-1 5.2 Aircraft Configuration ... 5-1 5.3 Introduction - Performance and Flight Planning... 5-1 5.5 Flight Planning Example ... 5-3 5.7 Performance Graphs ... 5-9 List of Figures... 5-9
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
5-i
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
5-i
FOR REFERENCE ONLY
NOT FOR FLIGHT
SECTION 5 PERFORMANCE
5.1 GENERAL
All of the required (FAA regulations) and complementary performance information is provided by this section.
Performance information associated with those optional systems and equipment which require handbook supplements is provided by Section 9 (Supplements).
5.2 AIRCRAFT CONFIGURATION
Performance depicted in Section 5 is applicable to aircraft equipped with ice protection system and weather radar pod.
For the effect of ice protection system on performance, refer to Section 9 Supplemnet 3. For the effect of weather radar pod on performance, refer to Section 9 Supplemnet 9
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on measured Flight Test Data corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by following the stated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
SECTION 5 PERFORMANCE
5.1 GENERAL
All of the required (FAA regulations) and complementary performance information is provided by this section.
Performance information associated with those optional systems and equipment which require handbook supplements is provided by Section 9 (Supplements).
5.2 AIRCRAFT CONFIGURATION
Performance depicted in Section 5 is applicable to aircraft equipped with ice protection system and weather radar pod.
For the effect of ice protection system on performance, refer to Section 9 Supplemnet 3. For the effect of weather radar pod on performance, refer to Section 9 Supplemnet 9
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on measured Flight Test Data corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by following the stated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
5-1
ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710
5-1
FOR REFERENCE ONLY
NOT FOR FLIGHT
REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999