Cessna C525 CJ 3

Flight Operational Manual

Part "B":

Citation Jet C-525 B

Aeroplane Type Operating, Procedures and Requirements

of

Eisele Flugdienst GmbH

Eisele Flugdienst GmbH GAT Gebäude 70629 Stuttgart

Germany – Europe

27.12.2012 AMD 07

____________________________ Alfred Eisele

Operation Manager

INTENTIONALLY LEFT BLANK

FLIGHT OPERATIONS MANUAL - PART "B"

Citation Jet 3 (C525B)

Chapter: Inhalt

Page: A / AMD 07

Date Eff.: 27.12.2012

II. Amendment Record

Amend. Number

Chapter. Page(s) Affected

Date Eff. Initials

0

1

2

3

4

5

6

7 Chapter 4.2.2. Steep Approach completely revised 27.12.12 SLR

8

9

10

11

12

13

14

15

16

17

18

19

20



Chapter: Inhalt

Page: B / AMD 07

Date Eff.: 27.12.2012

II. Table of Contents I. Amendment Record and Temporary Revisions ................................................................................................. A II. Table of Contents .................................................................................................................................................. B

0 GENERAL INFORMATION AND MEASUREMENT UNITS ................................................................................... I

0.0 GENERAL INFORMATION ............................................................................................................................. I 0.1 CONVERSION FACTORS ............................................................................................................................. II

1 LIMITATIONS .......................................................................................................................................................... 1

1.0 GENERAL ....................................................................................................................................................... 1 1.1 MASSES ......................................................................................................................................................... 1 1.2 CG ................................................................................................................................................................... 2 1.3 SPEEDS ......................................................................................................................................................... 3 1.4 ENGINES ........................................................................................................................................................ 4 1.5 CABIN PRESSURIZATION ............................................................................................................................ 5 1.6 NOISE LEVEL ................................................................................................................................................. 5 1.7 OPERATIONAL LIMITATIONS ....................................................................................................................... 5 1.8 AIRPLANE DIMENSIONS .............................................................................................................................. 6

2 NORMAL PROCEDURES ...................................................................................................................................... 8

2.0 Normal Procedures ......................................................................................................................................... 8 2.1 Noise Abatement ............................................................................................................................................ 8 2.2 Altimeter Setting and Checking ...................................................................................................................... 8 2.3 Autopilot .......................................................................................................................................................... 8 2.4 Normal Checklists ........................................................................................................................................... 8

3 ABNORMAL & EMERGENCY PROCEDURES ..................................................................................................... 9

3.0 Abnormal Procedures ..................................................................................................................................... 9 3.1 Emergency Procedures .................................................................................................................................. 9

4 PERFORMANCE .................................................................................................................................................. 10

4.0 INTRODUCTION .......................................................................................................................................... 10 4.0.0 General ..................................................................................................................................................... 10 4.0.1 Determination of the required TORA and LDA ......................................................................................... 10

4.1 TERMINOLOGY ........................................................................................................................................... 12 4.2 PROCEDURES ............................................................................................................................................. 13

4.2.0 EU-OPS Requirements ............................................................................................................................. 13 4.2.1 Procedures to Meet EU-OPS Requirements ............................................................................................ 16 4.2.2 Steep Approaches .................................................................................................................................... 18

4.3 TABLES ........................................................................................................................................................ 35

5 FUEL POLICY ....................................................................................................................................................... 46

6 MASS & BALANCE .............................................................................................................................................. 47

6.0 INTRODUCTION .......................................................................................................................................... 47 6.1 GENERAL ..................................................................................................................................................... 47 6.2 TERMINOLOGY ........................................................................................................................................... 47 6.3 LOADING, MASS AND BALANCE ............................................................................................................... 48 6.4 LIMITATIONS ............................................................................................................................................... 48 6.5 CREW AND PASSENGER WEIGHTS ......................................................................................................... 49

6.5.0 Mass values for Crew ............................................................................................................................... 49 6.5.1 Mass values for passengers and baggage ............................................................................................... 49

6.6 MASS AND BALANCE DOCUMENTATION ................................................................................................ 50

7 LOADING PASSENGERS AND BAGGAGE ....................................................................................................... 51

8 CONFIGURATION DEVIATION LIST ................................................................................................................... 47

9 MINIMUM EQUIPMENT LIST ............................................................................................................................... 48



Chapter: Inhalt

Page: C / AMD 07

Date Eff.: 27.12.2012

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN............................................................ 49

10.0 OXYGEN ON BOARD .................................................................................................................................. 49 10.0.0 Procedure to be performed in case of loss of cabin pressurization: ..................................................... 49

10.1 CREW PROTECTIVE BREATHING EQUIPMENT (PBE)............................................................................ 50 10.2 HAND FIRE EXTINGUISHERS .................................................................................................................... 50 10.3 CRASH AXE ................................................................................................................................................. 50 10.4 FIRST AID KIT .............................................................................................................................................. 50 10.5 LIFE JACKETS ............................................................................................................................................. 50 10.6 AUTOMATIC EMERGENCY LOCATOR TRANSMITTER ........................................................................... 50 10.7 LIFE-RAFTS & ELTs FOR EXTENDED OVERWATER FLIGHTS .............................................................. 51 10.8 SURVIVAL EQUIPMENT .............................................................................................................................. 51 10.9 EMERGENCY LIGHTING ............................................................................................................................. 51

11 EMERGENCY EVACUATION PROCEDURES ................................................................................................ 53

12 AEROPLANE SYSTEMS .................................................................................................................................. 54

12.0 GENERAL INTRODUCTION ........................................................................................................................ 54 12.1 CIRCUIT PROTECTION DEVICES .............................................................................................................. 54 12.2 AIRPLANE OPERATING LIGHTS ................................................................................................................ 55

12.2.0 External Lighting ................................................................................................................................... 55 12.2.1 Internal Lighting .................................................................................................................................... 55

12.3 WINDSHIELD WIPERS ................................................................................................................................ 55 12.4 DAY VFR OPERATIONS & IFR OR VFR-NIGHT OPERATIONS ............................................................... 56 12.5 AUTOPILOT .................................................................................................................................................. 57

12.5.0 Description ............................................................................................................................................ 57 12.5.1 Limitations ............................................................................................................................................. 57 12.5.2 Autopilot minimum use height ............................................................................................................... 58 12.5.3 Emergency Procedures ........................................................................................................................ 58 12.5.4 Engine Failure: ...................................................................................................................................... 58

12.6 ALTITUDE ALERTING SYSTEM .................................................................................................................. 59 12.6.0 Description ............................................................................................................................................ 59 12.6.1 Alerts ..................................................................................................................................................... 59

12.7 ENHANCED GPWS ...................................................................................................................................... 59 12.8 AIRBORNE WEATHER RADAR EQUIPMENT ............................................................................................ 60

12.8.0 Description ............................................................................................................................................ 60 12.8.1 Limitations ............................................................................................................................................. 60 12.8.2 Emergency Procedures ........................................................................................................................ 60

12.9 AUTOMATIC EMERGENCY LOCATOR TRANSMITTER ........................................................................... 60 12.10 FLIGHT CREW INTERCOM SYSTEM ..................................................................................................... 61 12.11 PUBLIC ADDRESS SYSTEM ................................................................................................................... 61 12.12 COCKPIT VOICE AND FLIGHT DATA RECORDERS ............................................................................ 61 12.13 SEATS, SEAT SAFETY BELTS, HARNESSES AND CHILD RESTRAINT DEVICES ............................ 61 12.14 FASTEN SEAT BELT AND NO SMOKING SIGNS .................................................................................. 61 12.15 INTERNAL DOORS AND CURTAIN ........................................................................................................ 61 12.16 COMMUNICATION AND NAVIGATION EQUIPMENT FOR OPERATIONS UNDER IFR; OR UNDER VFR OVER ROUTES NOT NAVIGATED BY REFERENCE TO VISUAL LANDMARKS ......................................... 62



Chapter: 0

Page: I / AMD 07

Date Eff.: 27.12.2012

0 GENERAL INFORMATION AND MEASUREMENT UNITS 0.0 GENERAL INFORMATION

INTRODUCTION: This manual has been prepared in order to supply each pilot with quick reference data for solving routine flight planning tasks.

This OM-B is meant to supplement and summarize data in the AFM and the Pilot's Operating Handbook but not to replace those manuals. Eisele Flugdienst keeps a current approved AFM and Pilot Operating Handbook for each airplane we operate.

REVISION SERVICE: Whenever necessary, changes or amendments will be issued for this manual. It is the responsibility of each holder of the OM-B to insert those revisions as soon as possible after receipt and to familiarize with the changes.

Further recommendations and suggestions for this manual are always welcome and should be addressed to the Flight Operations Department.



Chapter: 0

Page: II / AMD 07

Date Eff.: 27.12.2012

0.1 CONVERSION FACTORS

The following conversion factors are used in this manual:

WEIGHTS

LBS into KG lbs. x 0,4536 = kg

KG into LBS kg x 2.20462 = lbs

DISTANCES

FEET into METERS feet x 0,3048 = meters

METERS into FEET meters x 3,2808 = feet

VOLUME

* LITERS into KG

USG into KG

liters x 0,8 = kg USG x 3,02 = kg

* LITERS into LBS

USG into LBS

liters x 1,76 = lbs USG x 6,65 = lbs

* KG into LITERS kg x 1,25 = liters

* LBS into LITERS lbs x 0,57 = liters

* applicable for JET A1 fuel at 15C

guedesr

guedesr

guedesr

guedesr

guedesr

guedesr

guedesr



Chapter: 1

Page: 1 / AMD 07

Date Eff.: 27.12.2012

1 LIMITATIONS Chapter 1 presents a summary of the most important limitations supplemented by additional operating regulations for commercial operation. Not all AFM limitations are listed in Chapter 1, so for some limitations it may be necessary to check the AFM. 1.0 GENERAL Certification Status : PT2 Crew Composition : Minimum 2 Crew; Maximum 2 Crew Types of Operation : Commercial Transportation of Passengers Max. en-route Operation: 45.000ft Passenger Seating : D-CHAT: 7 Seat Configuration: Seat 1+2: Crew Seat 3-8 / T: Pax D-CEFD (Main Configuration), D-CHIO: 8 Seat Configuration: Seat 1+2: Crew Seat 3-8 / T / SFS: Pax D-CEFD (Optional Configuration) D-CHAT: 7 Seat Configuration: Seat 1+2: Crew Seat 3-8 / T: Pax 1.1 MASSES Max Ramp Weight = 14'070 lbs / 6'382 kg Max Takeoff Weight = 13'870 lbs / 6'291 kg Max Landing Weight = 12'750 lbs / 5'783 kg Max Zero Fuel Weight = 10'510 lbs / 4'767 kg Max Fuel (usable) = 4'710 lbs / 2'136 kg



Chapter: 1

Page: 2 / AMD 07

Date Eff.: 27.12.2012

1.2 CG



Chapter: 1

Page: 3 / AMD 07

Date Eff.: 27.12.2012

1.3 SPEEDS

MMO (29'300 ft and above) 0.737 Mach

VMO (between 8'000 ft and 29'300 ft) 278 KIAS

VMO (below 8'000 ft) 260 KIAS

Max Maneuvering VA Refer to VA Table (see AFM Fig. 2-8)

VFE TAKEOFF and APPROACH FLAP (15°) 200 KIAS

VFE LAND (35°) 161 KIAS

VFE Ground (55°) Prohibited In Flight

Max Speed with Flaps FAILED to Ground Flaps (55°) 140 KIAS

(Note: Set Ground Flaps in flight is prohibited.)

Max Gear Extended VLE 200 KIAS

Max Gear Operating VLO - Extending 200 KIAS

Max Gear Operating VLO - Retracting 200 KIAS

Max Speed Brake Operating VSB No Limit

Minimum Control Speed, Air – Flaps TO/APP (15°) VMCA 81 KIAS

Minimum Control Speed, Air – Flaps UP (0°) VMCA 88 KIAS

Minimum Control Speed, Ground VMCG 89 KIAS

Vx Best Angle of Climb Speed (Multi-Eng.,Flaps TO/APP) 110 KIAS

Vy Best Rate of Climb Speed (Multi-Eng.,Flaps TO/APP) 160 KIAS

Max Tire Ground Speed 165 Knots

Minimum Speed for Sustained Flight in Icing Conditions (Except approach and landing) (NOT A LIMIT)

180 KIAS

Turbulent Air Penetration Approx. 180 KIAS

Max Autopilot Operating 278 KIAS or 0.737 Mach

Ref: 525BFM06

guedesr

guedesr



Chapter: 1

Page: 4 / AMD 07

Date Eff.: 27.12.2012

1.4 ENGINES Number of Engines : 2 Engine Manufacturer : Williams International Engine Model Number : FJ – 44 – 3 A Power : 2780 lbs (Static TO thrust, Sea level, flat-rated to 22°C) Thrust Management by means of a Full Authority Digital Engine Control (FADEC) system.

Ref: 525BFM06



Chapter: 1

Page: 5 / AMD 07

Date Eff.: 27.12.2012

1.5 CABIN PRESSURIZATION

Normal Cabin Pressurization Limit : 0,0 – 8.9 PSI Differential 1.6 NOISE LEVEL

This aircraft complies with Stage 3 noise limits of 14 CFR Part 36 Amend. 24 and the Chapter 4 noise limits of ICAO Annex 16 Volume I (Amendment 7, effective March 21, 2002).

Ref: 525BFM06

1.7 OPERATIONAL LIMITATIONS

b) Max Operating Altitudes:

Takeoff and Landing : 10.000 ft Enroute : 45.000 ft

c) Cross- and Tailwind Limits:

Demonstrated Crosswind : 25 kts Max. Tailwind Limit : 10 kts

d) Runway Slope and Contamination Limits:

Max. Rwy. Slope for Takeoff : +2% / -2% Max. Down Slope for Landing : 2%; multiply the landing dist. by 1.20 for 1% downhill, multiply the landing dist. by 1.70 for 2% downhill

e) Airframe Contamination:

The Airframe must be clear of all significant deposits of ice, slush and snow before takeoff. For additional information on Ground Deicing/Anti-icing refer to AFM Section VII.

guedesr

guedesr



Chapter: 1

Page: 6 / AMD 07

Date Eff.: 27.12.2012

1.8 AIRPLANE DIMENSIONS

Ref: 525BOM00



Chapter: 1

Page: 7 / AMD 07

Date Eff.: 27.12.2012

Airplane turning radius: Nose wheel = 21.6ft Wingtip = 34.6ft Ref: 525B FM05



Chapter: 2

Page: 8 / AMD 07

Date Eff.: 27.12.2012

2 NORMAL PROCEDURES 2.0 Normal Procedures

(See AFM Section III – Normal Procedures).

2.1 Noise Abatement

Use the full runway length for take off to provide an additional margin of safety and to reduce noise pollution. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. Avoidance of noise-sensitive areas, if practical, is preferable to overfly at relatively low altitudes. The preceding recommended procedures do not apply where they would conflict ATC clearances or instructions. Take-off climb procedures for noise abatement specified by EFD Eisele Flugdienst are the same for all aerodromes.

2.2 Altimeter Setting and Checking

(See Operating Manual - Part A - Chapter 8). 2.3 Autopilot

Autopilot and Yaw Damper have to be used through all flights with passengers on board. 2.4 Normal Checklists

Eisele Flugdienst uses its own company checklists and speed tables, shown in Annex A. The Normal Checklists and Speed tables are located in the forward seat pocket of each Pilot.



Chapter: 3

Page: 9 / AMD 07

Date Eff.: 27.12.2012

3 ABNORMAL & EMERGENCY PROCEDURES 3.0 Abnormal Procedures (See AFM Section III - Abnormal Procedures). 3.1 Emergency Procedures (See AFM Section III - Emergency Procedures).



Chapter: 4

Page: 10 / AMD 07

Date Eff.: 27.12.2012

4 PERFORMANCE 4.0 INTRODUCTION

I. The Cessna C525B of Eisele Flugdienst GmbH is operated in accordance with Subpart G (Performance Class A)

II. Chapter 4 presents an excerpt of the Performance Section of the AFM. The purpose of this chapter is to allow a quick evaluation of performance requirements by using some data in a table format instead of the presentation in graphs. The tables presented in this chapter are meant to supplement the data in the AFM but not to replace the AFM. Should data in the AFM conflict with the data in this chapter the more restrictive data will apply.

4.0.0 General

(a) Eisele Flugdienst will ensure that the mass of the aeroplane:

(1) At the start of the take-off; or, in the event of in-flight replanning (2) At the point from which the revised operational flight plan applies,

is not greater than the mass at which the requirements of the appropriate Subpart can be complied with for the flight to be undertaken, allowing for expected reductions in mass as the flight proceeds, and for such fuel jettisoning as is provided for in the particular requirement. (b) Eisele Flugdienst will ensure that the approved performance Data contained in the Aeroplane Flight Manual is used to determine compliance with the requirements of the appropriate Subpart, supplemented as necessary with other data acceptable to the Authority as prescribed in the relevant Subpart. When applying the factors prescribed in the appropriate Subpart, account may be taken of any operational factors already incorporated in the Aeroplane Flight Manual performance data to avoid double application of factors. (c) When showing compliance with the requirements of the appropriate Subpart, due account will be taken of aeroplane configuration, environmental conditions and the operation of systems which have an adverse effect on performance. (d) For performance purposes, a damp runway, other than a grass runway, may be considered to be dry. (e) Eisele Flugdienst will take account of charting accuracy when assessing compliance with the take-off requirements of the applicable subpart.

4.0.1 Determination of the required TORA and LDA

For simplification, airports with runway lengths at or above the following limits may be used without detailed calculation of the required TORA or LDA. In all other cases (higher field elevation; higher ambient aerodrome temperature; TORA or LDA shorter as shown in the tables below; etc.) a detailed calculation has to be done by using the Performance Section of the AFM and the results should be recorded in the OPS-Returns



Chapter: 4

Page: 11 / AMD 07

Date Eff.: 27.12.2012

Ref: 525BFM06



Chapter: 4

Page: 12 / AMD 07

Date Eff.: 27.12.2012

4.1 TERMINOLOGY

I. Accelerate-Stop Distance Available (ASDA). The length of the takeoff run available plus the length of the stopway, if such a stopway is declared available by the appropriate Authority and is capable of bearing the mass of the airplane under the prevailing operating conditions.

II. Contaminated runway.

A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width is covered by:

I. Surface water more than 3 mm (0,125 in) deep or by slush or loose snow equivalent to more than 3 mm (0,125 in) of water,

II. Snow which has been compressed into a solid mass, resists further compression and will hold together or break into lumps if picked up (compacted snow), or

III. Ice, including wet ice. III. Damp runway.

A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance.

IV. Dry runway.

A dry runway is one which is neither wet nor contaminated and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain effective dry braking action even when moisture is present.

V. Landing Distance Available (LDA).

The length of the runway which is declared available by the appropriate Authority and suitable for the ground run of a landing airplane.

VI. Maximum approved passenger seating configuration.

The maximum passenger seating capacity of an individual airplane, excluding pilot seats or flight deck seats and cabin crew seats as applicable, as used by the operator and approved by the Authority specified in the Operations Manual.

VII. TakeOff Distance Available (TODA).

The length of the Takeoff Run Available plus the length of the clearway available. VIII. TakeOff Mass.

The takeoff mass of the airplane shall be taken to be its mass, including everything and everyone carried at the commencement of the takeoff run.

IX. TakeOff Run Available (TORA).

The length of runway which is declared available by the appropriate Authority and suitable for the ground run of an airplane taking off.

X. Wet runway.

A runway is considered wet when the runway surface is covered with water, or equivalent. less than specified in paragraph 2) above or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.

The terms “Accelerate-Stop Distance” “Takeoff Distance”, “Takeoff Run”, “Net Takeoff Flight Path, “One Engine Inoperative Enroute Net Flight Path” and “Two Engine Enroute Net Flight Path” as relating to the airplane have their meanings defined in the airworthiness requirements under which the airplane was certificated, or as specified by the Authority if it finds that definition inadequate for showing compliance with the performance operating limitations.



Chapter: 4

Page: 13 / AMD 07

Date Eff.: 27.12.2012

4.2 PROCEDURES 4.2.0 EU-OPS Requirements 4.2.0.0 General a) Eisele Flugdienst will ensure that, for determining compliance with the requirements of this Subpart, the

approved performance data in the Airplane Flight Manual is supplemented as necessary with other data acceptable to the Authority if the approved performance Data in the Airplane Flight Manual is insufficient in respect of items such as:

1) Accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and 2) Consideration of engine failure in all flight phases.

b) Eisele Flugdienst will ensure that, for the wet and contaminated runway case, performance data determined in

accordance with applicable requirements on certification of large airplanes or equivalent acceptable to the Authority is used

4.2.0.1 Takeoff a) The commander shall ensure that the takeoff mass does not exceed the maximum takeoff mass specified in

the Airplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the takeoff is to be made.

b) When determining the maximum permitted takeoff mass, the commander must meet the following requirements:

a. ASD does not exceed ASDA.

b. TOD does not exceed TODA, with a clearway distance not exceeding 50 % of the TORA.

c. TOR does not exceed TORA.

d. Compliance with this paragraph shall be shown using a single value of V1 for the rejected and continued takeoff; and

e. On a wet or contaminated runway, the takeoff mass shall not exceed that permitted for a takeoff on a fry runway under the same conditions.

c) When showing compliance with sub-paragraph b) above, the commander must take account of the following:

a. The pressure altitude at the aerodrome;

b. The ambient temperature at the aerodrome;

c. The runway surface condition and the type of runway surface;

d. The runway slope in the direction of takeoff;

e. Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component; and

f. The loss, if any, of runway length due to alignment prior to takeoff. 4.2.0.2 Takeoff Obstacle Clearance a) The commander shall ensure that the net takeoff flight path clears all obstacles by a vertical margin of at least

35 ft or by a horizontal distance of at least 69 m plus 0,125 x D, where D is the horizontal distance traveled by the airplane from the end of the TODA or the end of the TOD if a turn is scheduled before the end of the TODA. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used.

b) When showing compliance with sub-paragraph a) above, the commander must take account of the following:

1) The mass of the airplane at the commencement of the TOR;

2) The pressure altitude at the aerodrome;

3) The ambient temperature at the aerodrome; and



Chapter: 4

Page: 14 / AMD 07

Date Eff.: 27.12.2012

4) Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.

c) When showing compliance with sub-paragraph a) above:

1) Track changes shall not be allowed up to the point at which the net takeoff flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the TORA. Thereafter, up to a height of 400 ft it is assumed that the airplane is banked by no more than 15°. Above 400 ft height bank greater than 15°, but not more than 25° may be scheduled; and

2) Any part of the net takeoff flight path in which the airplane is banked by more than 15° must clear all obstacles within horizontal distances specified in sub-paragraphs a), d) and e) of this paragraph by a vertical distance of at least 50 ft; and

3) EFD Eisele Flugdienst must use special procedures, subject to the approval of the Authority, to apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft (See Appendix 1 to OPS1.495 (c) (3)).

4) Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including distance increments resulting from increased operating speeds.

d) When showing compliance with sub-paragraph a) above for those cases where the intended flight path does not require track changes of more than 15°, the commander need not consider those obstacles which have a lateral distance greater than:

1) 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

2) 600 m, for flights under all other conditions.

e) When showing compliance with sub-paragraph a) above for those cases where the intended flight path does not require track changes of more than 15°, the commander need not consider those obstacles which have a lateral distance greater than:

1) 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

2) 900 m, for flights under all other conditions

f) EFD Eisele Flugdienst will establish contingency procedures to satisfy the requirements of OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of OPS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome.

4.2.0.3 En-Route – One engine Inoperative a) The commander shall ensure that the one engine inoperative en-route net flight path data shown int the AFM,

appropriate for the meteorological conditions expected for the flight, complies with ether sub-paragraph b) or c) at all points along the route. The net flight path must have a positive gradient at 1500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring operation of ice protection systems, the effect of their use on the net flight path must be taken into account.

b) The gradient of the net flight path must be positive at least 1000 ft above all terrain and obstructions along the route within 5 NM (9.3 km) on either side of the intended track.

c) The net flight path must permit the airplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with paragraph 4.3.1.6 or 4.3.1.7 as appropriate, the net flight path clearing vertically, by at least 2000 ft, all terrain and obstructions along the route within 5 NM (9.3 km) on either side of the intended track in accordance with sub-paragraphs 1) to 3) below:

1) The engine is assumed to fail at the most critical point along the route;

2) Account is take of the effects of winds on the flight path;

3) The aerodrome where the airplane is assumed to land after engine failure must meet the following criteria:

i) The performance requirements at the expected landing mass are met;

ii) Weather reports or forecasts, or any combination thereof, and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing.

d) When showing compliance with this paragraph, the commander must increase the width margins of sub-paragraphs b) and c) above to 10 NM (18.5 km) if the navigational accuracy does not meet the 95% containment level.



Chapter: 4

Page: 15 / AMD 07

Date Eff.: 27.12.2012

4.2.0.4 Landing – Destination and Alternate Aerodromes a) The commander shall ensure that the landing mass of the airplane determined in accordance with OPS

1.475(a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.

b) For instrument approaches with missed approach gradients greater than 2.5% the commander shall verify that the expected landing mass of the aeroplane allows a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the one-engine inoperative missed approach configuration and speed. The use of an alternative method must be approved by the Authority.

c) For instrument approaches with decision heights below 200 ft, the commander must verify that the expected landing mass of the airplane allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around, of at least 2.5%, or the published gradient, whichever is greater (see CS AWO 243). The use of an alternative method must be approved by the Authority.

4.2.0.5 Landing - Dry runway a) The commander shall ensure that the landing mass of the airplane determined in accordance with OPS

1.475(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft above the threshold within 60% of the LDA. For Steep Approach procedures a screen height of less than 50 ft, but not less than 35 ft may be used.

b) When showing compliance with sub-paragraph a) above, the commander must take account of the following:

1) The altitude at the aerodrome;

2) Not more than 50% of the head-wind component or not less than 150% of the tail-wind component; and

3) The runway slope in the direction of landing if greater then +/-2%.

c) When showing compliance with sub-paragraph a) above, it must be assumed that (for dispatching purposes):

1) The airplane will land on the most favorable runway, in still air; and

2) The airplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the airplane, and considering other conditions such as landing aids and terrain.

d) If it is impossible to comply with sub-paragraph c) 1) above for a destination aerodrome with a single runway where a landing depends upon a specified wind component, the airplane may be dispatched if 2 alternate aerodromes are designated which permit full compliance with sub-paragraphs a), b) and c) above. Before commencing an approach to land at the destination aerodrome the commander must satisfy himself/herself that a landing can be made in full compliance with paragraph 4.3.1.5. and sub -paragraphs a) and b) above.

e) If it is impossible to comply with sub-paragraph c) 2) above for the destination aerodrome, the airplane may be dispatched if an alternate aerodrome is designated which permits full compliance with sub-paragraphs a), b) and c) above.



Chapter: 4

Page: 16 / AMD 07

Date Eff.: 27.12.2012

4.2.0.6 Landing - Wet and Contaminated Runways a) The commander shall ensure that when the appropriate weather reports or forecasts, or a combination thereof,

indicate that the runway at the estimated time of arrival may be wet the LDA is at least 115% of the required land distance, determined in accordance with paragraph 4.3.1.6.

b) The commander shall ensure that when the appropriate weather reports or forecasts, or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the LDA must be at least the landing distance in accordance with sub-paragraph a) above, or at least 115% of the landing distance determined in accordance with approved contaminated landing distance data, accepted by the Authority, whichever is greater.

c) A landing distance on wet runway shorter than that required by sub-paragraph a) above, but not less than that required by sub-paragraph 4.3.1.6. a), may be used if the AFM includes specific additional information about landing distances on wet runways.

d) A landing distance on a specially prepared contaminated runway shorter than that required by sub-paragraph b) above, but not less than that required by sub-paragraph 4.3.1.6.a), may be used if the Airplane Flight Manual includes specific additional information about landing distances on contaminated runways.

e) When showing compliance with sub-paragraph b), c) and d) above, the criteria of paragraph 4.3.1.6. shall be applied accordingly except that sub-paragraph 4.3.1.6.a) shall not be applied to sub-paragraph b) above.

4.2.1 Procedures to Meet EU-OPS Requirements 4.2.1.0 Takeoff Obstacle Clearance The commander has to ensure, that the aircraft overflies the end of the takeoff runway with at least 35 ft and the aircraft is able to climb following the SID with the published climb gradient. The SID ensures, because of it´s construction criteria according to ICAO DOC 8168 the obstacle clearance required. The procedure design gradient of the SID is either 3,3 % or published on the Jeppesen charts.

The climb gradient of the aircraft is equated by using the single engine en route climb rate and the conversion monogram II-5-2, as published in the ICAO 8168. If close-in obstacles exist, a remark is published on the Jeppesen chart.

The commander ensures that the required distance to the obstacles is maintained. 4.2.1.1 En-route - One engine Inoperative The commander must ensure that in the event of the failure of one engine the airplane is capable of meeting the En-route Performance requirements as detailed in paragraph 4.3.1.3. "En-route – One Engine Inoperative" above.

For calculations refer to the AFM.



Chapter: 4

Page: 17 / AMD 07

Date Eff.: 27.12.2012

4.2.1.2 Landing – Destination and Alternate Aerodromes The commander has to ensure that the landing mass of the airplane (shown in the appropriate EFD Eisele Flugdienst GmbH M&B sheet for this flight) and determined in accordance with EU-OPS 1.475(a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.

Determining the maximum permissible landing mass at the destination and alternate aerodromes.

[IEM OPS 1.515(c)]

Landing - Dry Runway

1) EU-OPS 1.515 establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes.

a) Firstly, the airplane mass will be such that on arrival the airplane can be landed within 60% of the landing distance available on the most favorable (normally the longest) runway in still air.

Regardless of the wind conditions, the maximum landing mass for an aerodrome/airplane

configuration at a particular aerodrome, cannot be exceeded.

b) Secondly, consideration should be given to anticipated conditions and circumstances. The

expected wind, or ATC and noise abatement procedures, may indicate the use of a different

runway. These factors may result in a lower landing mass than that permitted under sub-

paragraph a) above, in which case dispatch should be based on this lesser mass.

2) The expected wind referred to in sub-paragraph b) above is the wind expected to exist at the time of arrival.



Chapter: 4

Page: 18 / AMD 07

Date Eff.: 27.12.2012

4.2.2 Steep Approaches Steep Approaches are only approved at London City (EGLC). The following airplanes are Steep approach certified: C 525B D-CEFD C 525B D-CHAT C 525B C-CHIO For steep approach operations the operating limitations, operating procedures and performance data of the AFM Section V - Supplement 14 have to be adhered to. 4.2.2.0 Kinds of Operations The C 525B (CJ3) is approved for manually or autopilot coupled steep approaches in visual or instrument meteorological conditions, with no known or forecast icing conditions for the approach environment, using an approved visual or ILS glidepath reference system. 4.2.2.1 Cockpit Tools 4 different documents with steep approach related information are available for the flight crew:

- Company Normal Checklist - Quick Reference Card “Steep Approach Procedures” - Quick Reference Table “Landing Distance Calculations” - Quick Reference Table “Landing Minima”

Tool No. 1 Company Normal Checklist



Chapter: 4

Page: 19 / AMD 07

Date Eff.: 27.12.2012

Colour Coding Principle used throughout the Company Normal Checklist

Steep Approach related items are marked in green colour. These items will be mentioned only during steep approaches – means steep approach items will be omitted during normal approaches. Approach & Final Checklist



Chapter: 4

Page: 20 / AMD 07

Date Eff.: 27.12.2012



Chapter: 4

Page: 21 / AMD 07

Date Eff.: 27.12.2012

Since the SVREF approach speed with maximum certified landing mass during a steep approach is beyond 120 kts, CAT C aircraft classification minima have to be applied when performing steep approaches. The GPWS steep approach (GPWS STP APR) mode must be activated in order to avoid “Sink Rate” or “Pull Up” warnings during steep approaches. These warnings must be inhibited automatically or manually prior to commencing a steep approach. The installed Honeywell EGPWS will automatically be adjusted during approaches at London City (EGLC) when the approach is correctly loaded into the FMS system(s). E-Aviation procedure on the CJ3 is to manually activate the Steep Approach Mode by using the respective GPWS push button.

GPWS STP APR NOT ACTIVE GPWS STP APR ACTIVE The steep approach VREF (SVREF) must be calculated and manually set on both primary flight displays (PFD). The FMS systems are not capable to do this calculation. Speed brakes must be extended when intercepting the glide path.



Chapter: 4

Page: 22 / AMD 07

Date Eff.: 27.12.2012

Tool No. 2 Quick Reference Card “Steep Approach Procedures”

On the Quick Reference Card “Steep Approach Procedures” you will find the following information:

- Operational Limitations - Steep Approach Configuration - Performance Considerations - Normal Procedures - Abnormal Procedures - Emergency Procedures - SVREF / VAPP Speed Table - Steep Approach Speed Definition



Chapter: 4

Page: 23 / AMD 07

Date Eff.: 27.12.2012

Tool No. 3 Table “Quick Reference Determination of Actual Landing Distance and required Landing Field Length”

These tables have been developed especially for London City. The tables are available for all popular weight (9.500 lbs up to and including 13.870 lbs), temperature (-10°C up to and including +30°C) and wind combinations (10 kts tailwind up to and including 20 kts headwind). Entering the table with the temperature measured at the airport, the expected landing weight and the expected wind component you will find the following data:

- SVREF - Actual Landing Distance (ALD) - Required Landing Field Length (LFL) for dry runway - Required Landing Field Length (LFL) for wet runway

NOTE: all distance calculations are rounded to the safe side



Chapter: 4

Page: 24 / AMD 07

Date Eff.: 27.12.2012

Tool No. 4 “Quick Reference Table to determine the applicable landing minima for London City (EGLC)”



Chapter: 4

Page: 25 / AMD 07

Date Eff.: 27.12.2012

4.2.2.2 Operational Limitations

This table is an element of the CJ 3 Quick Reference Card “Steep Approach Procedures”



Chapter: 4

Page: 26 / AMD 07

Date Eff.: 27.12.2012

4.2.2.3 Steep Approach Configuration

This table is an element of the CJ 3 Quick Reference Card “Steep Approach Procedures” 4.2.2.4 Normal Procedures for Approach and Landing

The maximum allowed tailwind component during steep approach is listed within the limitations box on the Normal Checklist.



Chapter: 4

Page: 27 / AMD 07

Date Eff.: 27.12.2012




Chapter: 4

Page: 28 / AMD 07

Date Eff.: 27.12.2012

4.2.2.5 Normal Procedures for All Engine Go Around




Chapter: 4

Page: 29 / AMD 07

Date Eff.: 27.12.2012

4.2.2.6 Performance Considerations Strict adherence to the landing technique outlined within Supplement 14 is required in order to achieve the published landing performance.




Chapter: 4

Page: 30 / AMD 07

Date Eff.: 27.12.2012

4.2.2.7 Determination of Approach Speeds




Chapter: 4

Page: 31 / AMD 07

Date Eff.: 27.12.2012

4.2.2.8 Steep Approach Speed Definition




Chapter: 4

Page: 32 / AMD 07

Date Eff.: 27.12.2012

4.2.2.9 Abnormal Procedures




Chapter: 4

Page: 33 / AMD 07

Date Eff.: 27.12.2012

4.2.2.10 Emergency Procedures




Chapter: 4

Page: 34 / AMD 07

Date Eff.: 27.12.2012

4.2.2.11 Additional Performance Considerations for London City Due to airspace structure SID’s from London City require climb gradients from a minimum of 6.8 % up to a maximum of 8.5 %.

The worst case condition would be a take off with maximum take off mass (13870 lbs) at an outside air temperature of 30°C, followed by an engine failure shortly after V1 and encountering a tailwind of 10 kts during climb out. In this case the second segment net climb gradient with flaps 15° would be 5.5 % Since the highest MSA around London City is 2.300 feet and the minimum radar vectoring altitudes are even lower the recommended procedure in case of an engine failure should be to contact/inform ATC as soon as possible after encountering an engine failure thereby requesting radar vectors. Due to the dense traffic situation within the London control area it is not recommended to divert from a published SID without particular permission by the respective ATC unit. 4.2.2.12 PF / PNF Considerations Every flight into London City shall be executed in the most professional manner by respecting the E-Aviation standard operating procedures. It is in the interest of the company that these flights will be executed by means of the leg sharing principle between the captain and co-pilot. Either the captain or co-pilot could be acting as pilot flying. Requirements to act as pilot flying within E-Aviation for operation into London City are defined in the OM-D Chapter 2.1.1.6



Chapter: 4

Page: 35 / AMD 07

Date Eff.: 27.12.2012

4.3 TABLES

Table 1a-b Normal Takeoff Distance (Bleed Air – ON / Flaps 15° / Anti-Ice OFF / ZERO Wind / ZERO Runway Gradient)

Table 2 Runway Gradient Correction Factors for the Required Takeoff Field Length

Table 3a Simplified Single-Engine Second Segment Net Climb Gradients - Percent

Table 3b Simplified Single-Engine En-Route Net Climb Gradients - Percent

Table 3c Climb Performances

Table 4a Cruise Performance - High Speed

Table 4b Cruise Performance - Long Range

Table 5 Descent Performance

Table 6 Holding Performance

Table 7 Normal Landing Distance (Flaps LAND / ZERO Wind / ZERO Runway Gradient) Landing Distances need to be multiplied by 1.67 to allow a full stop within the first 60%.



Chapter: 4

Page: 36 / AMD 07

Date Eff.: 27.12.2012

Table 1a Normal Takeoff Distance

(Bleed Air – ON / Flaps 15° / Anti-Ice OFF / ZERO Wind)

Ref: 525BCLNP06

When a clearway is available ensure it does not exceed 1/2 of the TORA.



Chapter: 4

Page: 37 / AMD 07

Date Eff.: 27.12.2012

Table 1b Normal Takeoff Distance (Bleed Air – ON / Flaps 15° / Anti-Ice OFF / ZERO Wind)

Ref: 525BCLNP06




Chapter: 4

Page: 38 / AMD 07

Date Eff.: 27.12.2012

Table 2 Runway Gradient Correction Factors for the Required Takeoff Field Length

Ref: 525BFM06




Chapter: 4

Page: 39 / AMD 07

Date Eff.: 27.12.2012

Table 3a Simplified Single-Engine Second Segment Net Climb Gradients - Percent

Alt./Temp °C 13870 13000 12000 11000 10000 0ft /15°C 7.0 8.2 9.9 11.9 14.2 /30°C 6.3 7.4 9.0 11.0 13.2 1000ft /15°C 7.0 8.2 9.9 11.9 14.2 /30°C 5.6 6.7 8.2 10.1 12.3 2000ft /15°C 6.9 8.2 9.9 11.8 14.2 /30°C 4.9 6.0 7.4 9.2 11.3 Anti-Ice OFF / Flaps 15 / Airspeed V2 / Wind 0 Kts / Speedbrakes Retract / Landing Gear Up Inoperative Enigne Windmilling / Operative Engine – TO Thrust

Table 3b Simplified Single-Engine En-Route Net Climb Gradients - Percent Alt./Temp °C 13870 13000 12000 11000 10000 0ft /15°C (ISA) 7.6 8.7 10.2 11.9 13.9 /30°C (ISA+15) 4.6 5.5 6.7 8.1 9.7 5000ft /5°C (ISA) 6.2 7.2 8.6 10.2 12.0 /20°C (ISA+15) 3.5 4.3 5.4 6.7 8.1 10000ft /-5°C (ISA) 4.6 5.6 6.8 8.1 9.7 /10°C (ISA+15) 2.3 3.1 4.1 5.2 6.5 Anti-Ice OFF / Flaps 0 / Airsp. VEnr (130 KIAS) / Wind 0 Kts / Speedbrakes Retract / Land. Gear Up Inoperative Enigne Windmilling / Operative Engine – MCT



Chapter: 4

Page: 40 / AMD 07

Date Eff.: 27.12.2012

Table 3c Climb Performance

Ref: Cessna CJ3 Flight Planing Guide.



Chapter: 4

Page: 41 / AMD 07

Date Eff.: 27.12.2012

Table 4a Cruise Performance - High Speed

Ref: Cessna CJ3 Flight Planning Guide.



Chapter: 4

Page: 42 / AMD 07

Date Eff.: 27.12.2012

Table 4b Cruise Performance - Long Range




Chapter: 4

Page: 43 / AMD 07

Date Eff.: 27.12.2012

Table 5 Descent Performance




Chapter: 4

Page: 44 / AMD 07

Date Eff.: 27.12.2012

Table 6 Holding Performance




Chapter: 4

Page: 45 / AMD 07

Date Eff.: 27.12.2012

Table 7 Normal Landing Distance

(Flaps LAND / ZERO Wind / ZERO Runway Gradient)

Landing Distances need to be multiplied by 1.67 to allow a full stop within the first 60%.

Ref: 525BCLNP06



Chapter: 5

Page: 46 / AMD 07

Date Eff.: 27.12.2012

5 FUEL POLICY

COMPANY FUEL POLICY

FUEL FOR ENGINE START AND TAXI - 200 lbs Taxi

+ TRIP FUEL TO DESTINATION - Fuel needed for takeoff climb cruise descent approach and landing

+ CONTINGENCY FUEL - 5 % of calculated trip fuel (but minimum for 5 minutes at 1.500 ft

over the destination aerodrome)

+ ALTERNATE FUEL

7

2

0

L

B

S

- Fuel needed to divert from MAP at destination to alternate via missed approach routing, the most suitable airways to the alternate including STARs

Distance should be considered the

average between the most favorable and the most unfavorable Departure route and -likewise- the average of the shortest and longest Arrival route.

+ HOLDING FUEL

- 30 Mins at holding speed / 1.500 ft ISA - but minimum 400 lbs

= MINIMUM REQUIRED FUEL

+

EXTRA FUEL - if any required by the captain

= MINIMUM BLOCK FUEL

For a sample Flight Log, including Mass & Balance see Annex B.



Chapter: 6

Page: 47 / AMD 07

Date Eff.: 27.12.2012

6 MASS & BALANCE 6.0 INTRODUCTION This chapter gives all the relevant data for the weight and balance computation.

Additional data may be obtained from the AFM Section VI - Weight and Balance Data, A sample Flight Log Mass & Balance sheet can be found in Annex B.

6.1 GENERAL (a) Eisele Flugdienst will ensure that during any phase of operation, the loading, mass and centre of gravity of

the aeroplane complies with the limitations specified in the approved Aeroplane Flight Manual, or the Operations Manual if more restrictive.

(b) Eisele Flugdienst uses individual aeroplane masses and must establish the mass and the centre of gravity of any aeroplane by actual weighing prior to initial entry into service and thereafter at intervals of 4 years. The accumulated effects of modifications and repairs on the mass and balance must be accounted for and properly documented. Furthermore, aeroplanes must be reweighed if the effect of modifications on the mass and balance is not accurately known.

(c) Eisele Flugdienst determines the mass of all operating items and crew members included in the aeroplane dry operating mass by weighing or by using standard masses. The influence of their position on the aeroplane centre of gravity must be determined.

(d) Eisele Flugdienst must establish the mass of the traffic load, including any ballast, by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in paragraph B 6.6. (OPS 1.620).

(e) Eisele Flugdienst determines the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual.

Additional information can be obtained from appendix 1 to EU-OPS 1.605

6.2 TERMINOLOGY

a) Dry Operating Mass: The total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. This mass includes items such as:

1.) Crew and crew baggage; 2.) Catering and removable passenger service equipment;

3.) Potable water and lavatory chemicals.

b) Maximum Zero Fuel Mass: The maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks must be included in the zero fuel mass when it is explicitly mentioned in the aeroplane Flight Manual limitations.

c) Maximum Structural Landing Mass: The maximum permissible total aeroplane mass upon landing under

normal circumstances.

d) Maximum Structural Take Off Mass: The maximum permissible total aeroplane mass at the start of the take-off run.



Chapter: 6

Page: 48 / AMD 07

Date Eff.: 27.12.2012

e) Passenger classification:

1.) Adults, male and female, are defined as persons of an age of 12 years and above.

2.) Children are defined as persons of an age of two years and above but who are less than 12 years of age.

3.) Infants are defined as persons who are less than 2 years of age.

f) Traffic Load: The total mass of passengers, baggage and cargo, including any

non-revenue load. 6.3 LOADING, MASS AND BALANCE The Eisele Flugdienst Dispatch Office takes care of safe and proper mass & balance calculation during pre-flight planning. Mass & balance planning is done computer-based with help of “Preflight Planning Service” Software; © Air Support, Billund, Denmark. All relevant aeroplane data is saved and updated in this software. The commander controls and if necessary corrects the planned mass & balance with actual data by a last minute change. Additional information on weight & balance can be obtained from section 6 of the AFM. 6.4 LIMITATIONS Max Ramp Weight = 14'070 lbs / 6'382 kg Max Takeoff Weight = 13'870 lbs / 6'291 kg Max Landing Weight = 12'750 lbs / 5'783 kg Max Zero Fuel Weight = 10'510 lbs / 4'767 kg

Max Fuel (usable) = 4'710 lbs / 2'136 kg

Max baggage load in the baggage compartment a) Nose compartment baggage 400 lbs / 181 kg b) Aft Cabin 100 lbs / 45 kg b) Tailcone 600 lbs / 272 kg



Chapter: 6

Page: 49 / AMD 07

Date Eff.: 27.12.2012

6.5 CREW AND PASSENGER WEIGHTS 6.5.0 Mass values for Crew a) Eisele Flugdienst uses the following mass values to determine the dry operating mass:

1.) Actual masses including any crew baggage; or 2.) Standard masses, including hand baggage, of 85 kg for flight crew members and 75 kg for cabin crew

members; 3.) Other standard masses acceptable to the Authority

b) Eisele Flugdienst will correct the dry operating mass to account for any additional baggage.

The position of this additional baggage must be accounted for when establishing the centre of gravity of the aeroplane.

6.5.1 Mass values for passengers and baggage (a) Eisele Flugdienst computes the mass of passengers and checked baggage using either the actual weighed

mass of each person and the actual weighed mass of baggage or the standard mass values specified below. Passenger mass may also be established by use of a verbal statement by, or on behalf of, each passenger and adding to it a predetermined constant to account for hand baggage and clothing. When using verbal statements the following masses should be added, or more if necessary

1.) For clothing - 9 lbs 2.) For hand baggage - 13 lbs

(b) If determining the actual mass by weighing, the commander must ensure that passengers’ personal

belongings and hand baggage are included. Such weighing must be conducted immediately prior to boarding and at an adjacent location.

(c) If determining the mass of passengers using standard mass values, the standard mass values in the Table

below must be used. The standard masses include hand baggage and the mass of any infant below 2 years of age carried by an adult on one passenger seat. Infants occupying separate passenger seats must be considered as children for the purpose of this subparagraph.

(d) Mass values for passengers — 19 seats or less.

1.) Where the total number of passenger seats available on an aeroplane is 19 or less, the standard masses in Table 1 below are applicable.

2.) On flights where no hand baggage is carried in the cabin or where hand baggage is accounted for separately, 13lbs / 6kg may be deducted from the above male and female masses. Articles such as an overcoat, an umbrella, a small handbag or purse, reading material or a small camera are not considered as hand baggage for the purpose of this subparagraph.

Number Male

Lbs / kg

Female

Lbs / kg

Children

Lbs / kg

1

2

3

4

5

212 / 96

424 / 192

636 / 288

848 / 384

1060 / 480

172 / 78

344 / 156

516 / 234

688 / 312

860 / 390

77 / 35

154 / 70

231 / 105

308 / 140

385 / 175

Table 1: Mass values for passengers



Chapter: 6

Page: 50 / AMD 07

Date Eff.: 27.12.2012

(e) For aeroplanes with 19 passenger seats or less, the actual mass of checked baggage, determined by

weighing, must be used. In exceptional cases, if no weighing is possible 30lbs / 13,5kg per piece have to be taken into account.

(f) On any flight identified as carrying a significant number of passengers whose masses, including hand

baggage, are expected to exceed the standard passenger mass, the commander must determine the actual mass of such passengers by weighing or by adding an adequate mass increment.

(g) If standard mass values for checked baggage are used and a significant number of passengers check in

baggage that is expected to exceed the standard baggage mass, the commander must determine the actual mass of such baggage by weighing or by adding an adequate mass increment.

(h) Eisele Flugdienst ensures that a commander is advised when a non-standard method has been used for

determining the mass of the load and that this method is stated in the mass and balance documentation. 6.6 MASS AND BALANCE DOCUMENTATION (a) Eisele Flugdienst has established a mass and balance documentation (see Annex B), specifying the load

and its distribution prior to each flight. This documentation enables the commander to determine that the load and its distribution is such that the mass and balance limits of the aeroplane are not exceeded.

The Person preparing the mass and balance documentation is named on page 1 of the flight-log, which contains the mass and balance document. The commander supervising the loading of the aeroplane confirms by signature that the load and its distribution are in accordance with the mass and balance documentation.

(b) For last minute changes to the load and fuel, the lower right corner of the mass and balance document is

used and accepted by the commander by signing the document.



Chapter: 7

Page: 51 / AMD 07

Date Eff.: 27.12.2012

7 LOADING PASSENGERS AND BAGGAGE

Procedures to be followed a. Load the baggage in the rear compartments prior to the boarding of the crew and passengers. b. Avoid stowing baggage in the aft of the cabin. c. When boarding people, have the crewmember or person who is to occupy the copilot seat, be the first

to board with the remaining people filling the most aft seats first and the forward seats last. Arrange to have the heavier people occupy the most aft seats.

d. When unloading the airplane, have one person remain in the copilot or pilot seat while the other flight

deck occupant goes aft to open the door. Arrange to have the passengers in the forward seats be the first to leave the plane.



Chapter: 8

Page: 47 / AMD 07

Date Eff.: 27.12.2012

8 CONFIGURATION DEVIATION LIST Not applicable.



Chapter: 9

Page: 48 / AMD 07

Date Eff.: 27.12.2012

9 MINIMUM EQUIPMENT LIST See Attachment to Part B: MEL



Chapter: 10

Page: 49 / AMD 07

Date Eff.: 27.12.2012

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN Survival and emergency equipment carried on board: 10.0 OXYGEN ON BOARD The oxygen system is NOT designed for continuous use.

Oxygen duration (fully charged system with 50 cubic feet) – in minutes:

Ref: 525BFM06

- The oxygen outlets for the Crew are located forward of the outboard armrests and the Eros quick donning

masks are stored outboard and above each crewmember's seat. - The oxygen outlets and masks for the Passengers are located overhead of each seat position behind drop-out

panels. 10.0.0 Procedure to be performed in case of loss of cabin pressurization: In case of loss of cabin pressurization by a leak or by an emergency manual depressurization, if the cabin altitude

becomes higher than 9,500 ± 400 ft in normal mode or 14,500 ± 400 ft in high altitude mode (indicated by a

cabin altitude warning light located in the annunciator panel and by the cabin altitude and differential pressure indicator) the following procedure has to be carried out:

- The crew must immediately don their oxygen masks.

- The commander has to start an emergency descent in accordance with the emergency procedure specified

in the AFM Section III - Emergency to descend at or below 15,000 ft in compliance with the necessary terrain clearance.

- Visually check passenger masks drop when the cabin reaches 14,500 ft +/- 500 ft. If masks do not

automatically drop down, drop them manually by placing the OXYGEN CONTROL VALVE on the left console to MANUAL DROP.

- The passengers have to use their oxygen masks during the time of descent from the operating altitude to a

cabin altitude of 15,000 ft, or MSA whichever is higher. - As soon as possible the commander has to continue the descent while the crew has to use the oxygen

masks until the cabin altitude becomes 10,000 ft or less.



Chapter: 10

Page: 50 / AMD 07

Date Eff.: 27.12.2012

10.1 CREW PROTECTIVE BREATHING EQUIPMENT (PBE) The aircraft is equipped with Protective Breathing Equipment (PBE) For the Flight deck crew it consists of the quick donning mask and a smoke goggle, conveniently located and easily accessible for immediate use by each required flight crew member at his/her assigned duty station, protecting the eyes, nose and mouth of each flight crew member while on flight deck duty and provides oxygen for a period of not less than 15 minutes. The supply for Protective Breathing Equipment (PBE) is provided by the supplemental oxygen, discussed in chapter B 10.1. above. In addition, a portable PBE is carried to protect the eyes, nose and mouth of one member of the flight crew and to provide breathing gas for a period of not less than 15 minutes. It’s positioned behind the Co-Pilot seat. When using the quick donning mask, the microphone switch above each armrest must be placed to mask to activate the microphone inside the mask and establish communication.

Refer to AFM for further information. 10.2 HAND FIRE EXTINGUISHERS Two hand fire extinguishers containing Halon 1210 as extinguishing agent are installed in the aircraft. One is located on the floor next to the co-pilot seat, the other in the aft cabin behind the last passenger seat. Their position is shown by a sign. 10.3 CRASH AXE Located in the pocket on the backside of the captains’ seat. 10.4 FIRST AID KIT Located behind the last passenger seat. The first aid kit will be periodically inspected to make sure that the contents are maintained in the conditions necessary for their intended use and the first aid kit will be replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant. 10.5 LIFE JACKETS For every passenger on board a life jacket is available under each seat. Life jackets for the pilots are stowed behind their seat. A life jacket for infants is available if required.

Remark:

When taking off or landing at an aerodrome where the take-off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of a ditching, unless it is equipped with life jackets equipped with a survivor locator light, for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Life jackets for infants may be substituted by other approved flotation devices equipped with a survivor locator light.

10.6 AUTOMATIC EMERGENCY LOCATOR TRANSMITTER

The aircraft is equipped with a permanently attached automatic ELT of the type Artex C 406-2, with an external antenna, capable of transmitting on the distress frequencies prescribed in ICAO Annex 10.



Chapter: 10

Page: 51 / AMD 07

Date Eff.: 27.12.2012

10.7 LIFE-RAFTS & ELTs FOR EXTENDED OVERWATER FLIGHTS

Not applicable. 10.8 SURVIVAL EQUIPMENT

Not applicable. 10.9 EMERGENCY LIGHTING The emergency lighting system provides illumination if normal DC power fails or during abnormal conditions. All of the emergency lights illuminate when any of the five following conditions exist: 1.) The 2g lateral force, inertia switch closes; 2.) The passenger safety switch is selected to PASS SAFETY; 3.) The door courtesy lights switch is selected ON; 4.) The EMER LIGHT ARM switch is selected ON

5.) The EMER LIGHT ARM switch is selected ARM and both generators are off line and operating on EMER bus



Chapter: 10

Page: 52 / AMD 07

Date Eff.: 27.12.2012



Chapter: 11

Page: 53 / AMD 07

Date Eff.: 27.12.2012

11 EMERGENCY EVACUATION PROCEDURES If an emergency evacuation needs to be executed, the Pilot non flying should brief the passengers about the nature and the position of the Danger [“…Hazard / Fire on the right / left…”] and about the evacuation procedures. The Emergency Exit is located at the aft end on the right side. After the aircraft comes to a complete stop, the Crew will execute the Emergency Evacuation Procedure according to the emergency checklist:

II. PARK BREAK – SET III. Throttles – BOTH OFF IV. LH/RH ENGINE FIRE Buttons – BOTH PRESS V. Illuminated BOTTLE ARMED Buttons – BOTH PRESS (If fire suspected) VI. Battery Switch – OFF VII. Emergency Locator Transmitter (ELT) – MAKE SURE SYSTEM IS ACTIVATED (if required for

search and rescue services) VIII. Airplane and Immediate Area – CHECK FOR BEST ESCAPE ROUTE and DIRECT

EVACUATION

IF THRU CABIN DOOR

IX. Cabin Door – OPEN X. Move away from airplane Procedure completed

IF THRU ESCAPE HATCH 9. Emergency Exit Door – REMOVE and THROW EXIT DOOR OUT OF AIRPLANE. 10. Move away from airplane. Procedure completed.

Refer to AFM and Pilot's Handbook for further information.

FLIGHT OPERATIONS MANUAL - PART "B" D-CHAT


Chapter: 12

Page: 54 / AMD 07

Date Eff.: 27.12.2012

12 AEROPLANE SYSTEMS 12.0 GENERAL INTRODUCTION a.) The commander shall not commence a flight unless the instruments and equipment required under this Subpart

are:

I. Approved, except as specified in sub-paragraph (c), and installed in accordance with the requirements applicable to them, including the minimum performance standard and the operational and airworthiness requirements; and

II. In operable condition for the kind of operation being conducted except as provided in the

MEL (OPS 1.030 refers). b.) Instruments and equipment minimum performance standards are those prescribed in the applicable European

Technical Standard Orders (ETSO) as listed in applicable Specifications on European Technical Standard Orders (CS-TSO), unless different performance standards are prescribed in the operational or airworthiness codes. Instruments and equipment complying with design and performance specifications other than ETSO on the date of OPS implementation may remain in service, or be installed, unless additional requirements are prescribed in this Subpart. Instruments and equipment that have already been approved do not need to comply with a revised ETSO or a revised specification, other than ETSO, unless a retroactive requirement is prescribed.

c.) The following items shall not be require to have an equipment approval:

1.) Fuses referred to in OPS 1.635; 2.) Electric torches referred to in OPS 1.640(a)(4); 3.) An accurate time piece referred to in OPS 1.650(b) & 1.652(b); 4.) Chart holder referred to in OPS 1.652(n). 5.) First-aid kits referred to in OPS 1.745;

I. If equipment is to be used by one flight crew member at his/her station during flight, it must be readily operable

from his/her station. When a single item of equipment is required to be operated by more than one flight crew member it must be installed so that the equipment is readily operable from any station at which the equipment is required to be operated.

II. Those instruments that are used by any one flight crew member shall be so arranged as to permit the flight crew

member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path. Whenever a single instrument is required in an aeroplane operated by more than 1 flight crew member it must be installed so that the instrument is visible from each applicable flight crew station.

12.1 CIRCUIT PROTECTION DEVICES All electrical systems in the airplane are protected by push-to-reset type circuit breakers or switch breakers. Should an overload occur in any circuit, the resulting heat rise will cause the controlling circuit breaker to "pop" out, opening the circuit or allowing the switch breaker to return to the OFF position. After allowing to cool for approximately three minutes, the circuit breaker may be pushed in (until a click is heard or felt) or the switch breaker may be returned to the ON position to re-energize the circuit. However, the circuit breaker should not be held in nor the switch breaker forced to remain in the ON position if it opens the circuit a second time as this indicates a short circuit.

Refer to the AFM for further information.



Chapter: 12

Page: 55 / AMD 07

Date Eff.: 27.12.2012

12.2 AIRPLANE OPERATING LIGHTS 12.2.0 External Lighting

The airplane is equipped with three navigation lights, two landing lights, two taxi lights, one anti-collision light, two strobe lights and one wing inspection light.

Navigation Lights

The navigation lights are located in the fuselage tail cone and in each main fuel tank forward fairing. These lights are energized with the navigation lights switch breaker on the switch and circuit breaker panel. Proper operation can be checked by observing illumination in the small witness holes in the forward tips of the main fuel tanks and reflections on the ground below the tail light.

Landing Lights / Taxi Lights

The landing lights are located in the lower center body of the fuselage. These lights are illuminated by the landing light switch breaker on the switch and circuit breaker panel. With the switch positioned to ON, the landing lights will illuminate with high intensity. In the OFF position, the lights will not illuminate. In the TAXI position, the lights will illuminate with low intensity.

12.2.1 Internal Lighting

The airplane is equipped with lighting for baggage areas, cabin doorway. cockpit controls and indicators, cockpit illumination and cabin illumination.

The cabin doorway and instrument panel floodlights provide adequate illumination for night boarding. These lights are controlled by a switch immediately inside the cabin doorway, or by a switch on the refreshment center.

A manual light switch is installed in each baggage compartment. A microswitch at the baggage door

assemblies extinguishes the baggage compartment lights as the doors are closed if the manual light switch

was inadvertently left on.

An electric torch for each pilot is installed readily accessible above their armrest.


12.3 WINDSHIELD WIPERS

The rain removal system uses the normal bleed-air anti-ice system for rain removal, with rain door to provide deflected airflow over each windshield in heavy rain. The doors are manually operated by pulling the “PULL RAIN” handle under the “WINDSHIELD BLEED AIR” knobs on the pilot panel.

Refer to AFM for further information.



Chapter: 12

Page: 56 / AMD 07

Date Eff.: 27.12.2012

12.4 DAY VFR OPERATIONS & IFR OR VFR-NIGHT OPERATIONS According to the requirements of EU-OPS 1.650 (VFR) & 1.652 (IFR + NIGHT) the aircraft is equipped with:

1 Magnetic compass;

1 Accurate time-piece showing the time in hours, minutes and seconds;

2 Sensitive pressure altimeters calibrated in feet with sub-scale settings, calibrated in millibars, adjustable for any barometric pressure likely to be set during flight;

2 Independent airspeed indicating systems with heated pitot tubes;

2 Vertical speed indicators;

2 Turn and slip indicators;

2 Attitude indicators;

2 Stabilized direction indicators;

1 OAT indicator in degrees Celsius




Chapter: 12

Page: 57 / AMD 07

Date Eff.: 27.12.2012

12.5 AUTOPILOT The aircraft is equipped with the Collins INTEGRATED FLIGHT CONTROL SYSTEM which fulfills the requirements for single pilot operations. 12.5.0 Description The Collins Integrated Flight Control System (IFCS) provides a capability of automatic flight control or manual control with precision flight direction provided by computed command information. The complete presentation for the system is displayed on the left MFD. Operation of the manual and automatic system is basically the same. The difference is whether the pilot follows the flight director commands manually or allows the autopilot to fly the airplane. Precision flight direction information for manual control is provided on the FDI, by means of a symbolic airplane and pitch and roll command bars. The pilot flies the airplane to satisfy the two command bars, thus following the calculated flight path determined by the computer. A horizontal situation indicator (HSI), displays a pictorial presentation of the airplane's position relative to VOR radials, localizer and glide slope beams. The HSI also gives heading reference with respect to magnetic north and provides selection of the desired heading, VOR radials, LOC runway heading and RNAV course. For automatic flight, the autopilot on-off switch on the autopilot control head is activated. Pitch and roll manual command controls are also located on this control head. An automatic autopilot disengage function is provided to automatically disengage the autopilot any time the airplane pitches up or down more than a normal amount from a level flight attitude. The operational capability of the disengage function should be tested before takeoff by pressing the autopilot disconnect test button, located adjacent to the autopilot control head. When the test button is pressed with the autopilot engaged, a test voltage is inserted into the autopilot, causing slight aft control column movement and autopilot disengagement. DO NOT press this button in flight. Inflight actuation of the test button, with the autopilot engaged, will cause the airplane to pitch up sharply and disengage the autopilot. The autopilot off (A/P OFF) light, located adjacent to the flight director indicator, will illuminate when the autopilot is disengaged by any means other than the airplane control wheel AP/TRIM DISC switch. Whenever the autopilot is disengaged by any means, the autopilot disengage horn will produce a short tone lasting 1 to 2 seconds with decreasing amplitude. The A/P OFF light will remain on until it is canceled by pressing the airplane. 12.5.1 Limitations a) Autopilot must be off for takeoff, landing and all operations with wing flaps down more than 15°. b) Approach VOR radial at an angle of 135° or less prior to engaging the navigation mode. c) Approach localizer at an angle of 90° or less prior to engaging the navigation mode. d) Approach glide slope from below. e) Disengage autopilot if malfunction occurs. f) Maximum speed for autopilot operation is 278 KIAS oder Mach 0.737.



Chapter: 12

Page: 58 / AMD 07

Date Eff.: 27.12.2012

12.5.2 Autopilot minimum use height

- Take-Off 350 Feet

- ILS Approach (CAT I) 180 Feet

- Non-Precision Approach 350 Feet

- Cruise 1000 Feet 12.5.3 Emergency Procedures

12.5.4 Engine Failure:

1.) Airplane Control Wheel AP/TRIM DISC Switch - DEPRESS.

2.) Operative Engine - ADJUST as required.

3.) Inoperative Engine - SECURE.

4.) Trim Tabs - ADJUST.

5.) Autopilot - REENGAGE if desired.

NOTE Power, speed and/or configuration changes, such as on the approach to landing, will require manual trim adjustments to insure continued proper autopilot operation.

Refer to the AFM Section III - EMERGENCY.



Chapter: 12

Page: 59 / AMD 07

Date Eff.: 27.12.2012

12.6 ALTITUDE ALERTING SYSTEM The aircraft is equipped with the Collins Altitude Management and Alert System. 12.6.0 Description

The purpose of the Collins Altitude Management and Alert System is to alert the pilot when the aircraft arrives at or deviates from its target altitude. Other features include alerts when the aircraft reaches the Decision Height or Minimum Descent Altitude, and a landing gear reminder when approaching the destination altitude. The system will also calculate density altitude and engine performance. These alerts and calculations help fly safer and easier.

The AAS does not act as an autopilot, nor control the aircraft in any way.

The AAS receives its altitude information from the encoder, and displays it in 100 feet increments.

12.6.1 Alerts

The AAS will alert when certain conditions occur. These alerts are both aural and visual. A brief tone sounds when an alert is issued, and the display will flash at full brightness with a message.

To acknowledge an alert, press the knob. The display will stop flashing. Alerts will stop after a short time, without acknowledgment. However, in case of altitude deviation alerts, the display will continue to show a flashing message until the aircraft returns to the altitude buffer zone.

4 different alerts are issued.

- When the aircraft approaches the target altitude.

- When the aircraft deviates from the target altitude.

- When the aircraft descends to 100 feet above Decision Height.

- When the aircraft descends to 1,000 feet above the destination (if the GEAR warning is activated), to remind the pilot to check the gear.

Refer to the Pilot's Operating Handbook for further information.

12.7 ENHANCED GPWS The aircraft is equipped with the Honeywell Mark VIII Enhanced Ground Proximity Warning System (EGPWS).

Refer to the AFM Section V – Supplement 4 and the Honeywell MkVIII Pilot Guide for further information.



Chapter: 12

Page: 60 / AMD 07

Date Eff.: 27.12.2012

12.8 AIRBORNE WEATHER RADAR EQUIPMENT The aircraft is equipped with the Collins RTA-800 WEATHER RADAR. 12.8.0 Description The RTA-800 weather radar, which is a fully integrated single unit radar system, is used to detect significant en-route weather formations within a range of 300 nautical miles to preclude undesirable penetration of heavy weather and usually associated turbulence. A secondary objective of the weather radar system is gathering and presentation of terrain data. 12.8.1 Limitations Do not operate radar within 15 feet of ground personnel or containers holding flammable or explosive material. Do not operate radar during fueling operations. 12.8.2 Emergency Procedures Not Applicable.

Refer to the Pilot's Operating Handbook - Section III - EMERGENCY / Abnormal for further information. When Inoperative: See MEL.

12.9 AUTOMATIC EMERGENCY LOCATOR TRANSMITTER The aircraft is equipped with a permanently attached Artex C 406-N automatic ELT with an external antenna capable of transmitting on the distress frequencies prescribed in ICAO Annex 10.

Refer to the Operating Manual Section III – Artex Locator Beacon for further information.



Chapter: 12

Page: 61 / AMD 07

Date Eff.: 27.12.2012

12.10 FLIGHT CREW INTERCOM SYSTEM The aircraft is equipped with a flight crew (pilot and co-pilot) interphone system, including headsets and microphones, not of a handheld type, for use by all of the flight crew. If a not using the installed headset, the respective crew member hast to ensure the serviceability of his/her headset and that the Original headset is reinstalled at the end of his/her duty. 12.11 PUBLIC ADDRESS SYSTEM

Not applicable. 12.12 COCKPIT VOICE AND FLIGHT DATA RECORDERS The aircraft is equipped with: - a 120 minutes and 4 cockpit audio input streams L3 Comm FA2100 Cockpit Voice Recorder (CVR) system (Refer

to the Operating Manual Section III – Cockpit Voice Recorder for further information), and - a L3 Comm FA2100 Solid State Flight Data Recorder (SSFDR) (Refer to the AFM Section V - Supplement 17). 12.13 SEATS, SEAT SAFETY BELTS, HARNESSES AND CHILD RESTRAINT DEVICES Each passenger seat is equipped with a 3-point safety belt with diagonal shoulder strap. The two pilot seats are equipped with a 5-point safety belt including a shoulder harness. All Seat belts incorporate a device which will automatically restrain the occupant’s torso in the event of rapid deceleration and have a single point release. A child restraint device is available.

12.14 FASTEN SEAT BELT AND NO SMOKING SIGNS Fasten seatbelt / no smoking signs are provided in the cabin and are controlled from the cockpit by the “passenger signs” switch. 12.15 INTERNAL DOORS AND CURTAIN A curtain installed to separate the cockpit from the cabin and a door, which separates the cabin from its aft part are installed in the aircraft. They can be secured in the open position and opened by each occupant. A placard indicating that it must be secured open during take off and landing is provided on the door and adjacent to the curtain.



Chapter: 12

Page: 62 / AMD 07

Date Eff.: 27.12.2012

12.16 COMMUNICATION AND NAVIGATION EQUIPMENT FOR OPERATIONS UNDER IFR; OR UNDER VFR

OVER ROUTES NOT NAVIGATED BY REFERENCE TO VISUAL LANDMARKS The commander shall ensure that the aeroplane is not operated under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with radio communication and SSR transponder and navigation equipment in accordance with the requirements of air traffic services in the area(s) of operation. a) Radio Equipment comprises not less than:

- Two independent radio communication systems necessary under normal operating conditions to communicate with an appropriate ground station from any point on the route including diversions; and

- SSR transponder equipment as required for the route being flown.

b) Navigation equipment comprises not less than:

1) One VOR receiving system, one ADF system, one DME except that an ADF system need not be installed provided that the use of the ADF is not required in any phase of the planned flight;

2) One ILS or MLS where ILS or MLS is required for approach navigation purposes;

3) One Marker Beacon receiving system where a Marker Beacon is required for approach navigation purposes;

4) An Area Navigation System when area navigation is required for the route being flown;

5) An additional DME system on any route, or part thereof, where navigation is based only on DME signals;

6) An additional VOR receiving system on any route, or part thereof, where navigation is based only on VOR signals;

7) An additional ADF system on any route, or part thereof, where navigation is based only on NDB signals.

Or it complies with the Required Navigation Performance (RNP) type for operation in the airspace concerned. An aeroplane that is not equipped with an ADF or with the navigation equipment specified in subparagraph(s) (b 6) and/or (b 7) above may be operated, provided that it is equipped with alternative equipment authorised, for the route being flown, by the Authority. The reliability and the accuracy of alternative equipment must allow safe navigation for the intended route.

Annex A

Normal Checklists


Annex B

Flight Log, Mass & Balance, ATC-Flight Plan


Documents

Cessna C525 CJ 3