SUPPLEMENT 9 EASA CERTIFIED AIRPLANES

Transcription

1 EASA CERTIFIED AIRPLANES AND ON This Airplane Flight Manual Supplement is approved by the US Federal Aviation Administration (FAA) on behalf of the European Aviation Safety Agency (EASA). COPYRIGHT 2005 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA REVISION 1 29 MARCH OCTOBER 2010 S9-1

2 SECTION V - SUPPLEMENTS EASA CERTIFIED AIRPLANES Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Supplement Status Date Original 29 March 2005 Revision 1 14 October 2010 LOG OF EFFECTIVE PAGES Page Number Page Status Revision Number Configuration Code * S9-1 thru S9-8 Revised 1 S9-AA * S9-9 thru S9-18 Deleted 1 S9-AA S9-2

3 SERVICE BULLETIN CONFIGURATION LIST SECTION V - SUPPLEMENTS The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number Title Airplane Serial Effectivity Revision Incorporated Incorporated in Airplane S9-3

4 SECTION V - SUPPLEMENTS AIRPLANE CONFIGURATION CODES The following is a list of airplane configuration codes that appear at the bottom of each page of this supplement to the basic FAA Approved Airplane Flight Manual, and indicate page effectivity by serial number. This list contains only the configurations that have been incorporated into this supplement. Configuration Code S9-AA Effectivity by Serial Number EASA Certified Airplanes and On. Applicable Configuration Code S9-4

5 EASA CERTIFIED AIRPLANES INTRODUCTION SECTION V - SUPPLEMENTS This supplement is part of, and must be placed in, the basic FAA Approved Airplane Flight Manual for EASA certified airplanes. The information contained herein supplements the information of the basic FAA Approved Airplane Flight Manual. The limitations, procedures, and performance information contained in this supplement must be used in addition to the basic FAA Approved Airplane Flight Manual. OPERATING LIMITATIONS 1. The EICAS display must remain in the LEFT position on DU2, except in case of a DU2 failure or PFD1 reversion. If a DU2 failure occurs, refer to Abnormal Procedures. 2. Minimum Crew. NOTE The crew must be aware that some essential functions are not easily operated crosscockpit. The airplane is not considered to be equally flyable from each seat. 3. Use of the Honeywell Primus EPIC Electronic Checklist is prohibited. 4. The minimum decision altitude for an SBAS LPV approach is 250 feet AGL or that specified on the procedure, whichever is higher. 5. TAWS must be operational to conduct an LPV approach. OPERATING PROCEDURES The operating procedures are the same as those in the basic FAA Approved Airplane Flight Manual except as follows: CYAN MESSAGE PROCEDURES AMBER MESSAGE PROCEDURES 2 GPS 1 and/or 2 INACTIVE This message is displayed when one or both GNSS sensors become inactive. FMS position will continue to be computed from the remaining GNSS sensor, DME/DME, VOR/DME or optional IRS information. 1. Do not use FMS navigation for approach. 2. Execute missed approach procedure if on an RNAV (GPS) or RNAV (RNP) approach procedure. PROCEDURE COMPLETED RED MESSAGE PROCEDURES ABNORMAL/EMERGENCY PROCEDURES (Continued Next Page) S9-5

6 SECTION V - SUPPLEMENTS OPERATING PROCEDURES (Continued) NORMAL PROCEDURES OPERATING INFORMATION PERFORMANCE PERFORMANCE SHOWING COMPLIANCE TO EU OPERATIONS PROCEDURES FOR USE OF APPROACH AND LANDING PERFORMANCE TABLES 1. Determine gross weight of the airplane at the time of arrival at the destination airport. 2. Obtain airport information, i.e., active runway, available runway length, temperature, altitude, wind, icing conditions and runway gradient if applicable. Determine that the temperature is within the ambient temperature limits found in Section II, Operating Limitations. 3. Determine wind component parallel to active runway from Figure in the basic FAA Approved AFM. 4. Determine the Maximum Landing Weight Permitted by Climb Requirements or Brake Energy Limits from Figure in the basic FAA Approved AFM. If Anti-Ice - ON, determine also the Maximum Landing Weight Permitted By Climb Requirements from the Anti-Ice - ON table in Figure in the basic FAA Approved AFM. Use the most restrictive of these two weights. If the maximum permissible landing weight is less than the airplane weight at destination, the airplane weight must be reduced. 5. Determine the landing distance, V APP and V REF from Figure in the basic FAA Approved AFM. Apply the following correction factors to the landing distance obtained from Figure If the available runway length is less than the required landing distance, the airplane weight must be reduced. LANDING CORRECTION FACTORS FLAP SETTING RUNWAY* GRADIENT MULTIPLY DISTANCE BY 35 (REFER TO FIGURE ) -1% (DOWNHILL) % (DOWNHILL) 1.85 * For positive (uphill) runway gradients, use 0 gradient data from Figure NOTE Landing distances must be corrected in accordance with applicable operating rules (refer to Figure S9-1). 6. The approach climb and landing climb gradient tables are presented in Figures , , , and in the basic FAA Approved AFM. NOTE These procedures apply for normal landings at or below 27,100 pounds. Performance above 27,100 pounds is provided for additional information, for use in an emergency which requires a landing at a weight in excess of the maximum design landing weight. S9-6

7 SECTION V - SUPPLEMENTS Figure S9-1 S9-7

8 SECTION V - SUPPLEMENTS This Page Intentionally Left Blank S9-8