TCDS A27NM

Page No. 1 2 3 4 5 6 7 8 Rev. No. 2 1 1 1 3 5 5 5 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION A27NM Revision 5 BAE Systems Model ATP July 29, 2011 TYPE CERTIFICATE DATA SHEET NO. A27NM This data sheet, which is part of Type Certificate No. A27NM, prescribes conditions and limitations under which the product for which the Type Certificate was issued meets the airworthiness requirements of the Federal Aviation Regulations. Type Certificate Holder BAE SYSTEMS (Operations) Limited. Prestwick International Airport Ayrshire, Scotland KA9 2RW British Aerospace ATP (Transport Category) approved August 31, 1988; Engines: Two Pratt & Whitney Canada , Model PW 124A, or Model PW 126A, (Modification 05000A) Turbo Propeller, Reduction gear ratio: 0.06 to 1. Engine Limits: PW 124A ENGINE / PROPELLER OPERATING LIMITS OPERATING CONDITION MAX TORQ (g) MAX NP (a) MAX NH MAX NL MAX ITT OIL PRESSURE OIL (b) TEMP TIME LIMIT % % % % C PSI C Maximum Takeoff 97.7 101.0 101.5 102.4 800 56 to 64 (c) 0 to 115 5 minutes Maximum Continuous 90.8 101.0 101.5 102.4 800 56 to 64 (c) 0 to 115 unlimited Normal Takeoff 87.9 101.0 101.5 102.4 770 56 to 64 (c) 0 to 115 5 minutes Min Idle - - Min 66 - - Min 41(d) -40 to 115 (f) unlimited Starting - - - - 950 (e) - Min -54 - Transient 120.0 115.0 - - 840 41 to 100 - 20 seconds Other - - - - - - Max 120 20 minutes Engine Limits: PW 126A (Modification 05000A) Maximum Takeoff 108.3 (h) 101.0 102.1 103.8 800 56 to 64 (c) 0 to 115 5 minutes Maximum Continuous 108.3 (h) 101.0 102.1 103.8 800 56 to 64 (c) 0 to 115 unlimited Normal Takeoff 108.3 (h) 101.0 100.6 101.5 765 56 to 64 (c) 0 to 115 5 minutes Min Idle - - Min 66 - - Min 41 (d) Max 115 unlimited Starting - - - - 950 (e) - Min -54 - Transient 120.0 115.0 103.1 103.8 840 41 to 100 - 20 seconds Other - - - - - - Max 120 20 minutes A27NM 2 NOTE: MAXIMUM TAKEOFF rating is the maximum certif ied for takeoff operation. This rating is referred to as Max Contingency in airplane markings and the Airplane Flight Manual. When the TAKEOFF mode is selected the MAXIMUM TAKEOFF rating is available through actuation of the fuel control Automatic Takeoff Power Control System (ATCPS) when engine is operating at the NORMAL TAKEOFF rating or manually by throttle movement. NORMAL TAKEOFF rating is the maximum thrust to be set for takeoff operation with the aircraft Automatic Takeoff Power Control System (ATPCS) operative. This rating is referred to asTakeoff in airplane markings and the Airplane Flight Manual. When set, this rating ensures that the MAXIMUM TAKEOFF rating will be achieved upon actuation of ATPCS. (a) Overspeed due to propeller system malfunction permissible up to 115% for Max 15 minutes subject to maintenance action. (b) Oil temperature must be maintained above 45C to ensure protection against intake icing. (c) Below 56 psi reduce power (NH less than 75%), below 41 psi shutdown. (d) Below flight idle. (e) 5 seconds (f) Power above flight idle not allowed for oil temperature below 0C. (g) Never exceed torque limit (excluding transients) - 103.9% at a maximum NP of 85%. (h) The above limitations are defined by the torque capacity of the engine/gearbox combination. The torque settings for normal operation are given in the airplane flight manual. Fuel: Grade (Type) Specification Kerosene Type D Eng RD 2453 Issue 4 Am 1 (AVTUR:JP1) D Eng RD 2494 Issue 8 Am 1 ASTM D1655-74 Jet A ASTM D1655-74 Jet A-1 3-GP-23h IATA Nov 1978: Kerosene Type Wide Cut Fuels D Eng RD 2454 Issue 4 Am 1 (AVTAG:JP4) D Eng RD 2486 Issue 9 Am 1 ASTM D1655 IATA Nov 1978 JP 4 type 3-GP-22h MIL-T-5624J JP4 grade AIR 3407/8 (French) TL 9130-006 Issue 4 (German) CAN 2-3 22M 78 (Canadian) High Flash Point D Eng RD 2498 Issue 7 (AVCAT: JP5) D Eng RD 2452 Issue 2 3-GP-24g (Canadian) MIL-T-5624J JP5 grade AIR 3404/C (French) TL 9130-007 Issue 4 (German) Emergency Fuels MIL-G-5572 aviation gasoline Limited to 150 hours use. Engines to be removed for overhaul after this time period. Fuel Temperature Limits: Aircraft must not be operated with fuel temperature exceeding 54 C or below -48C. A27NM 3 Propeller and Propeller Limits: Two British Aerospace Hamilton Standard 6/5500/F-1. Diameter 13.75 feet. Pitch settings at 0.75 radius station. Maximum reverse -16, Ground Idle -7.9 Flight Idle 12.5  Takeoff 10.5 Low pitch warning below 10, Feathered 76 Speed range: Takeoff, maximum continuous and maximum takeoff 1,212 rpm. Climb and cruise 1,020 rpm. Flight Range 950 to 1,212 rpm. Quiet taxi mode 825 to 1,212 rpm. Any ground check requiring continuous operation above 920 prop rpm or between 620 and 720 prop rpm is prohibited except for pre-flight checks of short duration. Airspeed Limits: V MO (Maximum Operating) 227 knots IAS at sea level increasing linearly to 230 knots IAS up to 15,000 ft. 220 knots IAS above 15,000 ft increasing linearly to 221 knots IAS up to 22,000 ft decreasing linearly to 208 knots IAS at 25,000 ft. VA (Maneuvering - flaps retracted) 170 knots IAS at all altitudes VFE (Flap Speeds) 180 knots IAS 7  flap 180 knots IAS 15  flap 150 knots IAS 20  flap (with Mod 05000A) 140 knots IAS 22  flap 130 knots IAS 27  flap 140 knots IAS 29  flap (with Mod 05000A) VLO (Landing Gear Operation) 180 knots IAS Lowering 150 knots IAS Retraction VLE (Landing Gear Extended) 180 knots IAS VMC Minimum Control Speeds: In the air, VMC= 97 knots IAS 0  or 7 flap 92 knots IAS 15  flap On or near the ground Vmcg = 99 knots IAS 7  flap up to 38,500 lbs increasing linearly to 101.5 knots IAS at 50,500 lbs With 15 flap Vmcg = 95 knots IAS at 38,500 lbs. increasing linearly to 100 knots IAS at 50,550 lbs. During landing Vmcl = 90 knots IAS with 20  flap (with Mod 05000A) 90 knots IAS with 22  flap 88 knots IAS with 27  flap 88 knots IAS with 29  flap (with Mod 05000A) A27NM 4 CG Range (Landing Gear Extended): Landing Gear Retraction Moment - 81,719 lb. in. Weight (lb) Forward (In Flight) Forward (Takeoff & Landing) AFT Aft of Datum (ins) Aft of Datum (ins) Aft of Datum (ins) 28,000 49.0 51.4 66.5 30,000 - - 66.5 33,070 49.0 - - 33,400 - 51.4 - 38,000 - - 75.5 46,800 60.05 62.2 76.85 50,550 61.7 63.7 77.25 Straight line variations between weights. NOTE:With 27 or 29 flap selected for landing, the forward CG limit is 58.0 inches aft of Datum below 41,430 lbs. Maximum Weights: Maximum Ramp Weight 50,700 lbs Maximum Takeoff Weight 50,550 lbs Maximum Landing Weight 49,050 lbs Maximum Zero Fuel Weight 46,800 lbs Maximum Baggage: Baggage hold located according to passenger layout. Between fuselage formers 378 in. forward and 252 in. forward of the fuselage datum, maximum permissible floor loading is 100 lb/ft2 over the full width of the fuselage and a maximum load of 1,700 lbs. Between fuselage formers 308 in. aft and 378 in. aft of the fuselage datum, maximum permissible floor loading is 100 lb/ft2 over the full width of the fuselage and a maximum load of 2,325 lbs. Flying Control Surface Angular Travel: Rudder 19  + 1 - 0 Right 19  + 1 - 0 Left Spring Tab (rudder locked) 20  + 3 - 1.5 Right 20  + 3 -1.5 Left Geared Trim Tab (trim movement) 9.15  + 1 - 0 Right 15.15  + 1 - 0 Left Ailerons 20   0.5 Up 20 + 0.5  Down Trim Tabs (right aileron only) 15.5  + 1.5 - 0 Up 15.5 + 1.5  - 0 Down Geared Tabs 5  Up 1  to 3.5 Down Elevator 22  + 1 - 0 Up 13.5  + 1 - 0 Down Tab (Balance mode) 5.0   1 Up 8.1  1 Down Tab (trim mode) 3.2   1 Up 11.2  1 Down Flaps total angle of travel 27 or 29 (with Mod 05000A) The rigging instructions including tolerances are given in the Manufacturers Recommended Maintenance Manual. Minimum Crew: 2 - Pilot and Co-pilot Maximum Passengers: 68 Maximum Operating Altitude: 25,000 ft Fuel Capacity: Two integral wing fuel tanks each of 854 US usable gallons capacity. Moment arm plus 82.3 in. (i.e. aft of CG datum point). Maximum fuel density 7.1 lb/U.S. gallon Minimum fuel density 6.0 lb./ U.S. gallon A27NM 5 Oil Capacity Movement: Two oil tanks each 5.72 US gallons capacity, including propeller pitch control oil. arm - 10 in. (i.e. forward of CG datum point). Datum: The zero datum of the airplane is the forward face of the rear spar former. The CG datum is 108.3 in. forward of zero datum. Standard Mean Chord (SMC): The standard mean chord is 100.632 in. The leading edge of the standard mean chord is 44 in. aft of the CG datum. Leveling Means: The seat rail in the forward fuselage adjacent to the left hand forward passenger door. Operating Limitations: Aircraft shall be operated in compliance with the operating limitations specified in the CAA approved Flight Manual Document No ATP 002 dated August 25, 1988, or for aircraft with Mod 05000A Flight Manual Document No. ATP 0004 dated December 14, 1989 or later approved revisions. Serial Nos. Eligible: A United Kingdom Certificate of Airworthiness for Export endorsed as noted under “Import Requirements” below must be submitted for each individual airplane for which application for United States certification is made. Transition Statement: The United Kingdom Civil Aviation Authority originally type certificated this aircraft under its type certificate Number BA23. The FAA validated this product under U.S. Type Certificate Number A24EU. Effective September 28, 2003, the European Aviation Safety Agency (EASA) began oversight of this product on behalf The United Kingdom. Import requirement The FAA can issue a U.S. airworthiness certificate based on an NAA Export Certificate of Airworthiness (Export C of A) signed by a representative of the United Kingdom Civil Aviation Authority on behalf of the European Community. The Export C of A should contain the following statement: ‘The aircraft covered by this certificate has been examined, tested, and found to conform with Type Design approved under U.S. Type Certificate No. A27NM and to be in a condition for safe operation.’ The U.S. airworthiness certification basis for aircraft type certificated under FAR Section 21.29 and exported by the country of manufacture is FAR Sections 21.183(c) or 21.185(c). The U.S. airworthiness certification basis for aircraft type certificated under FAR Section 21.29 but exported from countries other than the country of manufacture (e.g., third party country) is FAR Sections 21.183(d) or 21.183(b). These sections provide that U.S. airworthiness certification are issued only if the Administrator finds, “that the aircraft conforms to the type design and is in a condition for safe operation.” In order for the FAA to make the finding that an ATP aircraft is in a condition for safe operation, the FAA certificating inspector or other authorized person must contact the Manager, International Branch, ANM- 116, FAA Transport Airplane Directorate; 1601 Lind Avenue Southwest; Renton, Washington 98055; telephone (425) 227-1263; fax (425) 227-1149, prior to issuance of the U.S. airworthiness certificate to obtain the FAA Required Modification List (RML) for the ATP. Prior to issuance of a Standard Airworthiness Certificate on any ATP model aircraft, all modifications shown in the model ATP RML must be accomplished in the interest of safety before the aircraft can be found to be in a condition for safe operation. Authority for these required modifications is given per the airworthiness certification provisions of 49 U.S.C. 44704 (c), which states "the Administrator may include in an airworthiness certificate terms required in A27NM 6 the interest o f safety". “Terms required in the interest of safety” include actions to correct unsafe conditions issued by the foreign authority of the state of design that also meet FAA criteria for corrective action. This law also gives the FAA the authority to adopt FAR § 21.183(c) and (d), which form the regulatory basis for the issue of standard U.S. airworthiness certificates on imported products. 14 CFR §21.183(c) and (d) provide that airworthiness certificates are issued only if the Administrator finds “that the aircraft conforms to the type design and is in a condition for safe operation.” The modifications identified in the Model ATP RML are required in the interest of safety and are necessary for this airplane to be in a condition for safe operation. A Notice of policy Statement announcing the FAA’s policy with respect to foreign mandatory continued airworthiness information, when no aircraft of the affected design are currently operating in the U.S. was published in the Federal Register on May 1, 1998. Additional guidance is contained in the FAA advisory Circular 21-23, Airworthiness Certification of Civil Aircraft, Engines, Propellers, and Related Products Imported into the United States. Service information Each of the documents listed below that contain a statement that it is approved by the European Aviation Safety Agency (EASA) - or for approvals made before September 28, 2003 - by the United Kingdom Civil Aviation Authority, are accepted by the FAA and are considered FAA approved. Additionally, approvals issued by BAE Systems (Operations) Limited under the authority of EASA approved Design Organization EASA.21J.047 - or for approvals made before September 28, 2003 - under the authority of United Kingdom Civil Aviation Authority or Design Organization Approval No. CAA.JA.02034 are considered FAA approved. These approvals pertain to the type design only. •BAE Systems (Operations) Limited Service Bulletins, except as noted below, • Structural repair manuals, • Vendor manuals referenced BAE Systems (Operations) Limited service bulletins • Aircraft flight manuals, • Repair Instructions. Note: Design changes that are contained in BAE Systems (Operations) Limited Service Bulletins and that are classified as Level 1 Major in accordance with either the US United Kingdom Civil Aviation Authority or US/EASA Bilateral Aviation Safety Agreement Implementation Procedures for Airworthiness must be approved by the FAA. Certification Basis: 1. JAR 25 including changes 1 through 10 2. The following section of FAR Part 25 effective February 1, 1965 as amended through Amendment 25-56: 25.1041 25.671(c)(1) 25.954 25.1305 (c)(6) and (7) 25.1091 25.693 25.993 (c) 25.1309 (a), (b), (c), (d), (e) 25.1093 (b)(1)(i) and (ii), (b)(2) 25.729 (e) 25.994 25.1331 (a)(3) 25.1103 25.735 (f)(1) 25.1013 25.1337 (a)(1) and (3) 25.119 (b) 25.773 (b)(1)(ii), (b)(2) 25.1015 25.1353 (a), (c)(5), (c)(6) 25.125 (a) 25.777 (e), (g) 25.1019 25.1401 (b), (f) 25.201(d) 25.781 25.1041 25.1411 (a)(2) 25.331 (c)(1) 25.783(f) 25.1091 25.1415 (d), (e) A27NM 7 25.351 (a)(1) 25.785 (g) 25.1093 (b)(1)(i) and (ii), (b)(2) 25.1438 (a),(b), (c) 25.361 (b) 25.787 (a) 25.1103 25.1501 25.335 (b)(2) 25.803 25.1121 25.1513 25.365 (a), (d) 25.809(j) 25.1123 25.1521 (b) and (c) 25.511 (b)(6) 25.832 25.1141 (f)(2) 25.1522 25.571 (b)(6) 25.843 (a) 25.1142 25.1547 (c) 25.581 25.901 (c) 25.1143 (f) 25.1549 25.613 25.903 (d)(1) 25.1181 25.1583 (a) (4) , (I) 25.615 25.939 (a) 25.1191 25.1585 (a)(1) through (10) 25.621 25.943 25.1195 25.1587 (a), (b) (4) 25.631 25.951 (a) 25.1303 (c)(1) 3. The applicant elected to have the followi ng later requirements added to the TC basis: 25.812 as amended by Amendment 25-58 25.853 as amended by Amendment 25-59 25.904 as amended by Amendment 25-62 4. Special Condition 25-ANM-17 dated March 9, 1988, concerning engine control lightning protection. 5. Exemptions: No. 4812 Docket No 013NM concerning 25.571 (e)(2) sustaining structural damage from the loss of a propeller blade impact. No. 9798 Docket No 2008-0714 concerning EAPAS 26.11, AASR 26.43, 26.45, and 26.49. 6. Equivalent safety findings exist with respect to the following sections of the FAR: Section 25.783 (f) via pressurization test. Section 25.773 (b)(2) by additional design requirements and flight evaluation. 7. Special Federal Aviation Regulation No 27, effec tive February 1, 1974, including Amendments 27-1 through 27-6 (Fuel Venting and exhaust Emissions). 8. Part 36, effective December 1, 1969, including Amendment 36-1 through 36-14. Amendment 36-1 through 36-16 (Mod 050004). 9. BAE elected to demonstrate compliance with 25.1419: Ice Protection. Date of Application for Type Certificate April 5, 1982. 10. Part 26 of the Federal Aviation Regulations: Per 21.29(a), applicable provision of part 26. In accordance with 14 CFR Section 21.29, the, FAA has determined the above noted certification basis item 1 through 6 are equivalent to or exceed FAR Part 25 as amended through 25-56 requirements. A27NM 8 Required Equipment: The basic required e quipment as prescribed in the applicable airworthiness regulations (see Certification Basis) must be installed in the aircraft for certification. Federal Aviation Administration (FAA) approved Airplane Flight Manual, BAE Model ATP, Document No ATP 002 dated August 25, 1988, published in the English language (CAA-UK approved on behalf of the FAA) or later CAA-UK approved revision, is required. For aircraft with Modification 05000A Federal Aviation Administration (FAA) approved Airplane Flight Manual, Bae Model ATP, Document No ATP 004 dated December 14, 1989 published in the English language (CAA approved on behalf of the FAA) or later CAA-UK approved revision, is required. Airplane Weight and Balance Manual Number BAe-MWE-R-ATP-2000 series. Available Documents: Maintenance Review Board Report, Document No MRB ATP-01 NOTE 1 Weight and Balance: (a) Current Weight and Balance Manual included in cer tificated empty weight and loading instructions must be provided for each aircraft at the time of original certification and at all times subsequently. British Aerospace “Weight and Balance Manual” No BAe-MWE-R-ATP-2000 series contains all the loading information required for each aircraft in its delivery configuration. (b) The airplane must be loaded so that the CG is within the specified limits at all times when all influences on CG position have been considered. (c) The Weight and Balance defined in (a) above quotes the quantities of usable fuel as determined by the critical conditions of FAR 25.959. Undrainable fuel, being that remaining in the aircraft when all fuel drain valves are opened on the ground, is also quoted in the Weight and Balance Manual. NOTE 2 All placards required in the Approved Airplane Flight Manual must be installed in the appropriate location. …..END…..