REPUBLIC OF INDONESIA DEPARTMENT OF COMMLTNICATIONS DIRECTORATE GENERAL OF AIR COMMT]NICATIONS AIRCRAFT Type Certi/icute VALIDATION Number This certi/icate issued to : Xi'an Aircraft lndustry (Group) Company Ltd. No. 7, Xi Fei Road, Yanliang, Xi'an, Shaanxi Province, China. certifies that the type design for the following product with the operation limitations and conditions therefor as speci/ied in the Civil Aviation Safety Regulations and the Type Certificate Data Sheet, meets the airworthiness requirements of part 25 of Civil Aviation Safety Re gulat ions for Trans port C ate gory Airplane s. AIRCMFT MODEL: : lta 60 This Certi/icate, and the Type Certificate Data Sheet which part hereof, shall remain in ffict until surrendered, suspended, revoked, or a termination date is otherwise established by Director General of Air Communications. Date of application Date of issuance 'on'[,lli*", : 05 December 2005. The issuance of this Type Ceftificate rb based on the CMC Type Ceftificate No. 0015A dated 22 June 2000 and Type &ftificate Data Sheet No TC. 0015A Revision C, dated 20 December 2005 to X'an Aircraft Industry (Group) Company.
REPUBLIC OF INDONESIA DEPARTMENT OF TRANSPORTATION DIRECTOR GENERAL OF AIR COMMUNICATIONS Revision: Original MA60, May 5, 2006 TYPE CERTIFICATE DATA SHEET NO. This data sheet which is part of Type Certificate No. prescribes conditions and limitations under which the product for which the type certificate was issued meets the airworthiness requirements of the Civil Aviation Safety Regulations. Type Certificate Holder Xi an Aircraft Industry (Group) Company Ltd. No. 1, Xi Fei Road, Yanliang, Xi an, Shaanxi Province, China. Model MA60, (Transport Category). The Model MA60 is defined by Assembly Drawing Number Y7III-HZ500-99. Serial Nos. Eligible: Rev A: 0103 0102 0105 Rev C: 0302 0303 0304 and on. Engines: Two Pratt & Whitney of Canada, Inc. PW127J Turboprop. Fuel: Jet A, Jet A-1, Jet A-2, Kerosene Type Fuel, AVTUR, AVTUR/FSII. Engine Limits: see table below
Page 2of 12 Rating Time limit Output Torque (%) (8) Interstage Turbine Temperature ITT(ºC) High-pressure Rotating Speed NH (%) (10) Low-pressure Rotor Speed NL (%) (11) Propeller Speed NP(%) (9) Oil Pressure PSI Oil Temperature (ºC) (2) Max. 5min 106.3 800 104.6 104.6 101 55~65 0~125 Takeoff (3) Max. 106.3 800 104.6 104.6 101 55~65 0~125 Continuous (3) Normal 106.3 765 103 101.8 101 55~65 0~125 Takeoff (4) (6) Ground Idle Min. 66 Min.40-40~125 (1) Starting 5s 950 Min.-54 5s 120 40~100 140 (5) Transient 20s 120 840 106.4 106.8 106(7) 40~100 140 (5) 10min 106.3 Notes: Engine Operating Limitations (1) It is also applied to the situation below flight idle. (2) The oil temperature shall be more than 45 (ºC) to ensure that no ice exists in air inlet duct of engine. (3) SHP shall not exceed 2750 shaft horsepower. (4) SHP shall not exceed 2475 shaft horsepower. (5) Maximum 20 minutes. (6) When the ambient temperature is below 15(ºC), the detail information is shown in Fig.1 ITT Limit at Normal Takeoff. (7) For the over speed caused by the failure of propeller system, it is allowed to complete the flight under the indicated NP, in this case, the power shall not exceed the rating of rated shaft power, and no maintenance is required. (8) 100% torque=12036 pounds. Inch (9) 100% NP=1200 r.p.m (10) 100% NH=33300 r.p.m (11) 100% NL=27700 r.p.m
Page 3of 12 ITT 770 760 750 740 730 720-60 -35-10 15 40 65 OAT Fig.1 ITT Limit at Normal Takeoff Propeller: Hamilton Sundstrand, USA Type 247F-3 Full composite, high efficient and low noise four-blade propeller. Propeller hub fairing: Hamilton Sundstrand in U.S.A. Data of propeller: Diameter of propeller assembly 13 ft Blade numbers 4 Rotation of propeller shaft (forward) clockwise Designed rotating speed of propeller shaft 1200 rpm Propeller Limit: 1) Ground operation limitation: Except for ground taxing and ground running of engine, the propeller shall be operated in ventilation condition and the static operation below 850 rpm of under-speed governing is prohibited. On feathering condition, it is prohibited from running above 50% of torque. 2) During flight operation, there is no limitation for propeller within whole flight envelope, see Engine operating limitations. 3) During flight, the power lever can t be lower than flight idle position. 4) Operation limitation for de-icing system: When the ambient temperature is more than -10 (ºC), only the cycle of 10s on and 60s off can be selected for the de-icing timer. When the ambient temperature is lower than -10 (ºC), only the cycle of 20s on and 60s off can be selected for the de-icing timer. 5) Operation temperature and altitude envelope are shown as Fig.2
Page 4of 12 Temperature (F ) 50 (122) Ground and Flight ISA+35 Only for Flight 0-5 ( 65) -1 0 10 25 Pressure Altitude 1000ft Fig.2 Temperature and altitude envelope 6) Pitch variation oil temperature for normal operation of propeller is -1.1~93.3(ºC)(30~200 F). If the temperature is out of the range, the propeller can be used only when the stipulated temperature is achieved by starting the engine. 7) If the oil of propeller is lost, the propeller will be automatically locked. In this case, the propeller is changed as a fixed-pitch propeller (pitch can t be variable). The propeller speed can be maintained by changing the position of power lever and flight velocity. 8) Over speed operation: Once the speed of propeller exceeds 1440 r.p.m. the engine operation restriction must be performed. Ground inspection and next-time operation must be strictly conducted per Propeller Maintenance Manual, conduct the troubleshooting or make the decision of operation termination in accordance with stipulation of Propeller Maintenance Manual. 9) Over torque operation: Once the torque of propeller appeared equals or more than its takeoff torque, the ground check or operation termination shall be strictly performed in accordance with the stipulations of Propeller Maintenance Manual. Auxiliary Power Unit: Honeywell GTCP36-150 (CY)
Page 5of 12 Landing Gear: Manufactured by Xi an Aircraft Company Nose Landing Gear Y7III-4200-0 Main Landing Gear Y7III-4100-0 Airspeed Limitations: The airspeeds shown as follows are calibrated airspeed (CAS) and indicated (IAS) VMO (Maximum operating) VA 227 KCAS = 222 KIAS = 420 km/hr (CAS) M MO =0.52 Mach 170 KCAS = 167 KIAS =315 km/hr (CAS) VRA (Speed for max. gust intensity) 180 KCAS = 176 KIAS = 333 km/hr (CAS) VFE (Flaps extended) 5 (Takeoff) 170 KCAS = 167 KIAS =315km/hr (CAS) 15 (Takeoff and approach) 162 KCAS = 159 KIAS =300km/hr (CAS) 30 (Landing) 162 KCAS = 159 KIAS =300km/hr (CAS) VLO (Landing gear operating extend) 162 KCAS = 159 KIAS =300km/hr (CAS) V D (Dive Speed) 292 KCAS = 283 KIAS =540km/hr (CAS) MD = 0.6 Mach VMCA Air (Takeoff) [Min control speed] Flap 5º 104.2 KCAS = 106.4(KIAS) =193 km/hr CAS) Flap 15º 108 KCAS = 107 KIAS) =200 km/hr(cas) VMCL Air (Landing) [Min control speed] 108 KCAS = 107 (KIAS) = 198 km/hr (CAS)
Page 6of 12 VMCG (Minimum control speed) Ground Flaps 5º 103 KCAS = 105.5 KIAS =191 km/hr (CAS) Flaps 15º 104.5 KCAS =104 KIAS =194 km/hr (CAS) Wind speed limit: Tailwind (Take off and Landing) 10 Knots = 5 m/s Crosswind (Take off and Landing 20 Knots = 10 m/s Runway Slope: Maximum average runway slope ± 2 % Maneuvering limit load factor: The maneuvering limit load factor shown as follows can restrict the allowable angle of bank during turning and level of pull-up and Push-Over. Flap retraction: Flap extension: +2.52g -1.0g +2.0g 0.0g Tire Limit Maximum ground speed 139 knots = 258 km/hr C.G. Range (Landing Gear Extended and Landing Gear Retracted): Normal operation center of gravity Forward Limit C.G (landing gear extended) Aft limit C.G (landing gear extended) Forward Limit C.G (Landing gear retracted) Aft limit C.G (landing gear retracted) 22~28% MAC 17% MAC 31% MAC 15% MAC Depend on aircraft weight The aircraft C.G will move forward if the aircraft retracts the landing gear with different flight weight: 2.16~3.3%MAC Empty weight C.G. Range 21 ± 1% MAC Datum MAC Zero reference datum is 1000 mm (39.4 inches) aft of the aircraft nose front point along the horizontal line of aircraft configuration, see Fig.3. Mean Aerodynamic Chord (See Fig.3)
Page 7of 12 Y-axis 407 Mid-wing chord length 3500 Mean aerodynamic chord 2811 22 3 1465 1325.3 8874 Horizontal line of aircraft configuration X-axis 1000 11964.5 Fig3.Aircraft Coordinates and Position of Mean Aerodynamic Chord (Unit: mm) Leveling Means: See drawings for aircraft level measurement: Y7III-0001-0LL Maximum Weight: Taxi 48281 lb = 21900 kg. Takeoff 48061 lb = 21800 kg. Landing 46738 lb = 21200 kg. Empty 30291 lb = 13740 kg. Max. Payload 12125 lb = 5500 kg Zero fuel 42989 lb = 19500 kg Minimum Crew: No. of Seats: For all flights: 2 (two) persons (pilot and co-pilot). Standard Configuration is 56 seats. Kind of Operation: Day and night VFR (Visual Flight Rules). IFR (Instrument Flight Rules). Icing conditions.
Page 8of 12 Maximum Luggage weight: Luggage compartment Front luggage compartment Rear luggage compartment Luggage compartment dimensions Allowable Volume Aera (ft)/(m) load Height length width ft³/m 3 ft²/m 2 lb/kg 5.9 ft 4.9 ft 2x3.1 ft 176.6 ft³ 30.1 ft² 1190 lb 1.8 m 1.5 m 2x0.95 m 5 m³ 2.8 m² 540 kg 4.4 ft 3.8 ft 6.1 ft 101.4 ft³ 22.6 ft² 661 lb 1.35 m 1.15 m 1.85 m 2.87 m³ 2.1 m² 300 kg The allowable load for the floor is 400kg f /m 2 = 569 x 10 ³ lbs/in² Fuel Capacity: Group Number Group I Group II Group III Total The max. Fuel weight is 8884lb. = 4030kg. The fuel is filled in the bag tank of the mid-wing and the integral tank of the mid outer wing. Bag tank Capacity of Bag Tank and Integral Tank Name Integral fuel tank On-duty tank(in the integral tank) Utilized Capacity (Liter)/(Gallon) 1440 lt. 380 Gal. 2400 lt. 634 Gal 1360 lt. 359 Gal 5200 lt. 1374 Gal. Weight (kg)/(lb) (Specific Gravity 0.775 gram/cm 3 ) 2460 lb. 1116 kg. 4101 lb. 1860 kg. 2324lb. 1054 kg. 8884 lb. 4030 kg. Note: The utilized capacity of the fuel tank is the volume after deducting the 3% expansion space. Oil Capacity: The total capacity of the aircraft engine oil system is 46 lb (20.9kg). Oil type can be used are Aero Shell Turbine Oil 500, Royco Turbine Oil 500, Mobil Jet Oil II, Castrol 5000, Exxon Turbo Oil 2380/BP Turbo Oil 2380. Max. Oil consumption: 0.5 lb/hr. Maximum Operating Altitude: Maximum Ceiling Altitude: 20,000 ft. = 6,120 m 25,000 ft. = 7,620 m (is allowed under special case, see note 8)
Page 9of 12 Control Surface Movements: Control surface name Aileron Aileron tab Aileron booster balancing tab Measuring point Point 19 left, Point 38 left, Point 20 left, Rudder Point 7 Rudder balancing trim tab (use as the trim tab ) Rudder balancing trim tab (use as the balancing tab) Elevator Point 7 Point 7 Point 29 left, Elevator trim tab Point 30 Deflection direction Upward 24 ±1 Downward 16 ±1 Upward 7 ±1 Downward 7 ±1 Upward 9 30 Deflection angle Downward 14 30 +45-30 Leftward 25 ±1 Rightward 25 ±1 Leftward 19 +1-3 Rightward 19 +1-3 Leftward 19 ±1 Rightward 19 ±1 Up ward 30 ±1 Down ward 15 ±1 Up ward 20 ±1 Down ward 28 + 0-2º + 3º - 1º Deflection line displacement value 110±6 mm 4.33±0.24 inches 73±5.5 mm 2.87±0.22 inches 21.5±3 mm 0.85±0.12 inches 21.5±3 mm 0.85±0.12 inches 29.2 mm + 2.5-4.0 + 0.10 1.15-0.16 inches 44.4 mm + 3.5-2.5 + 0.14 1.75-0.10 inches 466±20 mm 18.35±0.79 inches 466±20 mm 18.35±0.79 inches 45 +3-9 mm +0.12 1.77-0.35 inches 45 +3-9 mm +0.12 1.77-0.35 inches 45±3 mm 1.77±0.12 inches 45±3 mm 1.77±0.12 inches 155±7mm 6.10±0.28 inches 78.3±6 mm 3.08±0.24 inches 39±3 1.54±0.12 inches 54.4 +0 mm -4 2.14 + 0 inches - 0.16
Page 10of 12 (95.6±19) mm (5 ±1 ) 3.76±0.75 inches Takeoff approach Point 44 left, 286±19 mm Inner flap 15 ±1 11.26±0.75 inches Landing 30 ±1 567.85±19 mm 22.36±0.75 inches Takeoff approach (5 ±1 ) (76.5±15) mm 3.01±0.59 inches Point 21 left, 229±15 mm 15 ±1 9.02±0.59 inches Outer flap Landing 30-1 452-15 mm 17.80-0.59 inches Takeoff approach (5 ±1 ) (110±21) mm 4.33±0.83 inches Point 22 left, 330±21 mm 15 ±1 12.99±0.83 inches Landing 30-1 655-21 mm 25.79-0.83 inches Note: The value in brackets is only used for MA60, this is optional flaps setting. Certification Basis: In accordance with CASR of the Republic of Indonesia, CASR Part 21, issued on December 27, 1993, paragraph 21.29 (a)(1)(ii), the certification basis considered applicable to the Model MA-60 (Transport Category Aircraft) are: 1) CASR Part 25 Revision 0 (Original Issue), issued on 27 December 1993 which constitute requirements with reference to the FAR Part 25 of the Federal Aviation Regulations, FAR 25 Amdt. 25-1 through Amdt. 25-75. 2) With reference to List of Differences (LOD) between CCAR 25 Rev.0 and CASR Rev. 0, it is considered to apply additional requirements: a. CASR 25 Rev. 5, Paragraph 25.363 (Equivalent with FAR 25 Amdt. 1-91) b. CASR 25 Rev. 2, Paragraph 25.571 (Equivalent with FAR 25 Amdt. 1-86) c. CASR 25 Rev. 3, Paragraph 25.785 (Equivalent with FAR 25 Amdt. 1-88) d. CASR 25 Rev. 3, Paragraph 25.831 (Equivalent with FAR 25 Amdt. 1-89) e. CASR 25 Rev. 2, Paragraph 25.853 (Equivalent with FAR 25 Amdt. 1-83) f. CASR 25 Rev. 1, Paragraph 25.1411 (Equivalent with FAR 25 Amdt. 1-79) g. CASR 25 Rev. 1, Paragraph 25.1415 (Equivalent with FAR 25 Amdt. 1-82) Note: 1. With reference to FAR for identification of amendment level only. 2. Above additional requirements is only for modification part. 3) CASR Part 36 issued on December 27, 1993, Noise requirements not complied with (Post TC activity). 4) CASR Part 34 issued on December 27, 1993.
Page 11of 12 5) Equivalent level of safety as follows: a. CASR 25.677, Trim System., (see note 5) (Ref. DGAC Issue Paper MS-01) b. CASR 25.171, 25.173, 25.175, Static Longitudinal Stability, (see note 6), (Ref. DGAC Issue Paper FT-02). c. CASR 25.171, 25.177, Static Lateral and Directional Stability (see note 7) (Ref. DGAC Issue Paper FT-03). d. CASR 25.1325, Static Pressure System (Ref. DGAC Issue Paper AV-01). e. CCAR 25.607 (a), (CCAR 25.607)(a) fastener (Ref. CAAC issue paper A-4). f. CCAR 25.809 (b), CCAR 25.809 (b) arrangement of the emergency exit (Ref. CAAC issue paper A-7). g. CCAR 25.143 (c), CCAR 25.143 (c) general of controllability and maneuverability, 25.145(b) pitch control force, (Ref. CAAC issue paper F-3). h. CCAR 25.671 (c), CCAR 25.671 general of control system, (Ref. CAAC issue paper SE-1). Import Requirements: When eligible, each aircraft to be imported to the Indonesia must be accompanied by the Certificate of Airworthiness for export, or certifying statement endorsed by exporting cognizant Civil Aviation Authority, which contain the following statements: The airplanes covered by this certificate has been examined, tested, and found conform to the Indonesian Type Design/Model Definition approved under Indonesian Type Certificate No. and is in condition for safe operation. For eligible aircraft with previous time in service, the airframe, engines total time (time since new/tsn and time since overhaul/tso) must be furnished where appropriate. In addition, the status of all life limited components must also be furnished. All modification embodied on the aircraft need DGAC review prior issuance of the Indonesian Standard Airworthiness Certificate. NOTE: NOTE 1. NOTE 2. DGAC Indonesia accepts the Equivalent Level of Safety n the CAAC Type Certificate Data Sheet No. TC0015A. Airplanes must be operated according to the CAAC Approved Airplane Flight Manual (AFM) P/N MA60-AFM-01 or later approved revision. Required placards and markings are listed Chapter Eleven (11) of Maintenance Manual P/N MA60-AMM-06 or later revision.
Page 12of 12 NOTE 3. See Maintenance Review Board Report (MRBR) Appendix A, and Maintenance Planning Document section 6.3. Airworthiness Limitations (AWL)" of Damage Allowance Airworthiness Limitation Items (ALI), Life limited Item (LLI), Power Plant AWL including engines, Propellers, and APU, for inspections, mandatory retirement life information, and other requirements for continued airworthiness. NOTE 4. CAAC Production Certificate No. PC 006A issued December 12, 2000, applies for this airplane. NOTE 5. NOTE 6. NOTE 7. NOTE 8. The airplanes have an equivalent level of safety for trim indication system. On the single engine short final approach, put the rudder trim in the neutral position (neutral green light will be illuminated) (See AFM Procedures section 5.5.3). The airplanes have an equivalent level of safety for Static Longitudinal Stability during climb. There is a warning in the AFM par. 3.5 Climb speed must not be less than 135 knots. The airplanes have an equivalent level of safety for Static Lateral and Directional Stability. In accordance with the AFM section 6.1.4 The maximum 90º crosswind is 20 knots. The airplane could be operated up to 25,000 ft for the special case only, such as for emergency/contingency procedures (avoiding severe weather, thunderstorm and other conditions may effect aircraft level of safety)....end...