# Compliance with SASEB Requirements.

**1. FAA Certified as a Normal or Transport Category Aircraft.\
**CN-235 is FAA certified in the Transport Category.

**2. FAA approved to fly with the jumper exit door removed.\
**CN-235 is approved to fly with the jumper door opened. The design of
the door does enable the operation without the need to remove the door.

**3. Airspeed at 1.3 V stall (jump configuration) not to exceed 115
Kts.\
**CN-235 with 20 jumpers and fuel to fly for five hours has a Stall
Speed, in jumping configuration, of 82 Kts. That means 1.3 V stall (jump
configuration) is 106.6 Kts.

**4. Jumper exit door at least 25 inches wide and 36 inches high.\
**There are two Jumping doors at the rear of the cabin (35,43 inches
wide and 67 inches high) and also jumping may be perform through the
rear ramp (93 inches wide and 67 inches high)

######## **Multi-engine Aircraft**

**1. 1 to achieve a single engine (critical engine inoperative) rate of
climb of 50 feet per minute (fpm) at 9,000 feet density altitude.\
**With 95 % of MTOW , the CN-235 has a single engine rate of climb of
291 fpm

**2. Ability to achieve a single engine climb capability of +.6 percent
......\
**In these conditions, CN-235 has a rate of climb of 386 fpm

[Administrative Considerations The "Sponsor's Report" needs to provide
agency managers with information needed to make an informed judgment
about the prospects for the proposed aircraft to fulfilling agency needs
at an acceptable cost. Successful completion of this part of the report
will generally require the skills of both experienced aviators and
smokejumpers.]{.mark}

[1. Support the need for the aircraft. Why are you proposing that this
aircraft be evaluated? Why do you want to use this particular aircraft?
What are the perceived advantages over aircraft already on the approved
list? How many aircraft of this type do you propose to use, and how
soon? Note: Careful reasoning here will help preclude the expenditure of
time and money for aircraft that may "look good" but for which there is
no real identifiable need.]{.mark}

[2. Number of aircraft potentially available for smokejumper use? This
information is necessary to determine whether there will likely be a
"payoff" following an aircraft evaluation. The candidate aircraft may
Offer excellent performance and an optimum configuration for smoke
jumping. But if it is not available for smoke jumping contracts, or is
too expensive, the costs of conducting an evaluation will be
wasted.]{.mark}

[3. Versatility of the aircraft; multi-use capabilities (i.e., crew
and/or cargo haul, administrative use, etc. Describe how the aircraft
can be effectively used for non-smokejumping missions and indicate if
this was a consideration in your decision to sponsor the
aircraft.]{.mark}

**4. Payload capabilities - Smokejumper/pax crew and cargo haul ....**\
\
CN-235-300 Weights (FAR 25)

Maximum Ramp/Taxi weight: 34,940 lb

Maximum Take-Off weight: 34,830 lb

Maximum Landing weight: 34,390 lb

Maximum Zero Fuel Weight: 31,080 lb

Operating Empty Weight for the basic CN-235 is 20,850 lb. It includes
engine oil, unusable fuel, two pilots, miscellaneous aircraft equipment
(manuals, covers, tool bag, emergency equipment and some allowance for
other optional items, including static lines).

All items specifically related to the Smoke Jumper role will be referred
to as "payload" -- even those that will be permanently installed in the
aircraft.

#### Maximum number of smokejumpers

The Spanish AF routinely operates with 28 paratroops, but the actual
capability of the CN-235 is well over 30.

The military style side seats that EADS CASA offers as standard are 18
inches wide. These seats are easily foldable against the sidewalls.

#### PAYLOAD CASES

Three different payload cases will be considered for the performance
calculations:

Case 1. Eight Jumpers

Case 2. Twenty jumpers

Case 3. Maximum Payload (Transport mission)

The weight of the seats will be taken as 495 lb: 11 SIMLA seats at 45 lb
each, providing a seat capacity of 22. This weight has also been
considered for Case 1 (8 jumpers).

The provided table "Fire Load and Weights" shows a weight of 2430 lb,
including the spotter and 6 jumpers at 250 lb each. Without the jumpers
the weight would be 970 lb, which has been rounded to 1,000 lb.

Case 1 Eight Jumpers

Payload: 1,000 lb (Fire load, Spotter, Equipment)

495 lb (11 SIMLA seats)

2,240 lb (8 jumpers at 280 lb each)

Total : 3,735 lb payload

Case 2 Twenty Jumpers

Payload: 1,000 lb (Fire load, Spotter, Equipment)

495 lb (11 SIMLA seats)

5,600 lb (20 jumpers at 280 lb each)

Total: 7,095 lb payload

Case 3 Maximum Payload, limited by MFFW is 10,230 lb

5\. Range and cruise speeds with operational loads.

Case 1:

8 jumpers, ISA, SL

+-----------------+-----------------+-----------------+-----------------+
| Max. Cruise     | Range (nm)      | KTAS            | Time (hrs)      |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 1,387           | 234             | 6.21            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,792           | 236             | 7.83            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 2,165           | 244             | 9.34            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| #####           |                 |                 |                 |
| # Normal Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 1,449           | 229             | 6.62            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,794           | 239             | 7.76            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 2,156           | 244             | 9.30            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| ###### Lo       |                 |                 |                 |
| ng Range Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 1,761           | 179             | 10.19           |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 2,202           | 184             | 12.09           |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 2508            | 202             | 12.82           |
+-----------------+-----------------+-----------------+-----------------+

8 jumpers, ISA, 5,000 ft

+-----------------+-----------------+-----------------+-----------------+
| Max. Cruise     | Range (nm)      | KTAS            | Time (hrs)      |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 1,580           | 239             | 6.94            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,801           | 237             | 7.84            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 2,177           | 244             | 9.37            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| #####           |                 |                 |                 |
| # Normal Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 1,593           | 240             | 6.95            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,803           | 239             | 7.78            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 2,168           | 244             | 9.33            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| ###### Lo       |                 |                 |                 |
| ng Range Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 1,996           | 182             | 11.31           |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 2,214           | 184             | 12.13           |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 2,522           | 202             | 12.87           |
+-----------------+-----------------+-----------------+-----------------+

Case 2:

20 jumpers, ISA, SL

+-----------------+-----------------+-----------------+-----------------+
| Max. Cruise     | Range (nm)      | KTAS            | Time (hrs)      |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 934             | 234             | 4.28            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,203           | 236             | 5.39            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 1,441           | 242             | 6.40            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| #####           |                 |                 |                 |
| # Normal Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 975             | 229             | 4.55            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,204           | 239             | 5.34            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 1,436           | 243             | 6.38            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| ###### Lo       |                 |                 |                 |
| ng Range Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 1,171           | 179             | 6.84            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,442           | 188             | 7.87            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 1,617           | 207             | 8.22            |
+-----------------+-----------------+-----------------+-----------------+

20 jumpers, ISA, 5,000 ft

+-----------------+-----------------+-----------------+-----------------+
| Max. Cruise     | Range (nm)      | KTAS            | Time (hrs)      |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 1,065           | 238             | 4.78            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,212           | 236             | 5.40            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 1,454           | 242             | 6.43            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| #####           |                 |                 |                 |
| # Normal Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 1,074           | 240             | 4.79            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,213           | 239             | 5.36            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 1,449           | 243             | 6.40            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| ###### Lo       |                 |                 |                 |
| ng Range Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 1,322           | 184             | 7.48            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 1,454           | 188             | 7.91            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 1,632           | 207             | 8.27            |
+-----------------+-----------------+-----------------+-----------------+

Case 3:

10,230 lb of payload, ISA, SL

+-----------------+-----------------+-----------------+-----------------+
| Max. Cruise     | Range (nm)      | KTAS            | Time (hrs)      |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 456             | 234             | 2.24            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 583             | 236             | 2.80            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 688             | 240             | 4.29            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| #####           |                 |                 |                 |
| # Normal Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 476             | 229             | 2.37            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 584             | 238             | 2.78            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 686             | 241             | 3.28            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| ###### Lo       |                 |                 |                 |
| ng Range Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 20           | 565             | 180             | 3.43            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 682             | 192             | 3.83            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 748             | 210             | 3.93            |
+-----------------+-----------------+-----------------+-----------------+

10,230 lb of payload, ISA, 5,000 ft

+-----------------+-----------------+-----------------+-----------------+
| Max. Cruise     | Range (nm)      | KTAS            | Time (hrs)      |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 523             | 238             | 2.50            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 592             | 236             | 2.82            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 701             | 240             | 3.32            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| #####           |                 |                 |                 |
| # Normal Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 527             | 239             | 2.50            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 593             | 238             | 2.80            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 699             | 241             | 3.31            |
+-----------------+-----------------+-----------------+-----------------+
|                 |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| ###### Lo       |                 |                 |                 |
| ng Range Cruise |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| FL 70           | 638             | 187             | 3.70            |
+-----------------+-----------------+-----------------+-----------------+
| FL 120          | 694             | 192             | 3.88            |
+-----------------+-----------------+-----------------+-----------------+
| FL 200          | 763             | 210             |                 |
+-----------------+-----------------+-----------------+-----------------+

  ----------------------- ----------------------- -----------------------
                          Take-off Weight (lb)\   
                          (MTOW: 34,830 lb)       

  Airport                 ISA                     ISA+15

  Grand Junction Colorado 34,830                  34,510

  Durango Colorado        34,172                  32,100

  Telluride Colorado      32,430                  30,360

  Carson City Nevada      34,830                  34,690

  Boise Idaho             34,830                  34,830
  ----------------------- ----------------------- -----------------------

> *\
> *

6\. Landing field requirements.

  --------------------- ---------------- ---------------- ----------------
  MLW: 34,390 lb        ISA, SL          ISA, 5000 ft     84ºF, 5000 ft

  Landing Distante(ft)  2,251            2,473            2,389

  Landing Field Length  3,752            4,122            3,982
  (ft)                                                    
  --------------------- ---------------- ---------------- ----------------

**7.** Total aircraft purchase cost. List the cost to acquire this
aircraft. If new, show equipped price with IFR avionics, seats, and
"other normal and required equipment". If used, show the range of prices
for aircraft in the age class and equipment range that you would
contract.

The catalogue price for a basic CN-235-300 brand new aircraft is
\$17.085 M (E.C. 2003).

Estimated Fleet (Gov owned) rate:

\- - Rate per hour

\- -Daily availability

\- -Other costs

Estimated contract rate:

\- - Rate per hour

\- -Daily availability

\- -Other costs

Note: Maintenance Aircraft Contracting Officer may be able to suggest
techniques that help estimate a contract rate.

**8. Date of certification date and last manufacture.**

FAA certification: December 3, 1986.

CN-235 is currently in production

**9. Maintenance/support requirements.**

The initial scheduled maintenance program for the CN-235-300 is based on
the Maintenance Review Board (MRB) procedure outlined in the FAA
Advisory Circular 121-22A.

The program minimises scheduled maintenance requirements and maximises
aircraft availability without degrading flight safety or reliability. It
is focused to prevent deterioration of inherent design reliability and
safety of the equipment and to accomplish this at a minimum cost.

The aircraft will be maintained basically "on condition" by means of
maintenance tasks that determine the condition of systems, subsystems or
components and ascertain whether the equipment involved can continue to
operate satisfactorily until the next scheduled inspection.

A complementary Zonal Inspection program will assure that all systems,
components, installation contained in a Zone receive adequate
surveillance to determine security of installation and general
condition. It provides a package of general visual tasks generated
against Maintenance Significant Items into one or more Zonal
surveillance tasks.

  --------------------------------- -------------------------------------
  PERIODIC INSPECTION               FREQUENCY

  1\. Servicing                     72 hours (elapsed time)

  2\. \"A\" Check                   200 flight hours

  3\. "C\" Check                    2,000 flight hours

  4\. \"Y\" Check                   Every year
  --------------------------------- -------------------------------------

+------+------------+-----------------+-------------+-----------------+
|      | ON         |                 | OFF         |                 |
|      | AIRCRAFT   |                 | AIRCRAFT    |                 |
+------+------------+-----------------+-------------+-----------------+
|      | SCHEDULED  | UNSCHEDULED     | SCHEDULED   | UNSCHEDULED     |
+------+------------+-----------------+-------------+-----------------+
| L    | PF/TR      | -Failure        |             |                 |
| EVEL |            | investigation   |             |                 |
|      | \"D\"      | until LRU level |             |                 |
| \    |            | (Tr             |             |                 |
| "0\" | \"S\"      | oubleshooting). |             |                 |
|      |            |                 |             |                 |
|      |            | -LRU            |             |                 |
|      |            | Removal/Replace |             |                 |
+------+------------+-----------------+-------------+-----------------+
| L    | "A"        | \- Corrective   | -Batteries  | -Battery        |
| EVEL |            | actions         |             |                 |
|      |            | exceeding       |             | -Wheels         |
| \    |            | maintenance     |             |                 |
| "I\" |            | level \"0\".    |             | -Brakes         |
|      |            |                 |             |                 |
|      |            | \- Minor        |             | -Components     |
|      |            | Structural      |             | repair (up to   |
|      |            | Repair.         |             | the level       |
|      |            |                 |             | defined).       |
|      |            | \- Minor        |             |                 |
|      |            | Mo              |             |                 |
|      |            | difications/SB. |             |                 |
+------+------------+-----------------+-------------+-----------------+
| L    | \"C\"      | \- Major        | -Components | -Components     |
| EVEL |            | Modifications   | Overhaul.   |                 |
|      | \"Y\"      | /SB.            |             | Repair          |
| \    |            |                 |             |                 |
| "D\" | Structural | \- Major        |             |                 |
|      | I          | Structural      |             |                 |
|      | nspections | Repairs         |             |                 |
+------+------------+-----------------+-------------+-----------------+

**10. Single pilot certification. Is the aircraft certificated for
single pilot*? ***

CN-235 is not certified for single pilot.

Flight Performance Data This section is designed to compile as much
relevant information as possible from the Aircraft Flight Manual. Along
with the informed provided by operators or the aircraft's manufacturer,
this should enable a judgement as to the suitability of the aircraft's
flight performance characteristics as these relate to the smokejumper
mission.

1\. General performance envelope (all calculations made with aircraft at
maximum gross weight).

Performance data is presented for two weight conditions:

a\) 34,830 lb (MTOW)

b\) 31,350 lb (90% MTOW)

The MTOW case (34,830 lb) is more relevant for the use of the CN-235 as
a transport aircraft than for its use as a smokejumper platform. In
fact, even the most demanding smokejumper missions would normally use
considerably lower weights. The performance data for 31,350 lb is given
as reference: this weight would allow for 20 smokejumpers and 6885 lb of
fuel (more than 5 hours).

+----------------------------------------+--------------+--------------+
| > Stall Speed (knots)                  | MTOW         | 90 % MTOW    |
|                                        |              | (\*)         |
+----------------------------------------+--------------+--------------+
| > Clean                                | 99           | 94           |
+----------------------------------------+--------------+--------------+
| > Landing configuration (Flaps 23º)    | 79           | 75           |
+----------------------------------------+--------------+--------------+
| > Jumping configuration (Flaps 10º)    | 86           | 82           |
+----------------------------------------+--------------+--------------+

(\*) 20 smokejumpers + 5 hours fuel

+----------------------------------------+--------------+--------------+
| > Rate of Climb (fpm)                  | MTOW         | 90 % MTOW    |
+----------------------------------------+--------------+--------------+
| > AEO Sea Level ISA conditions         | 1,450        | 1,700        |
+----------------------------------------+--------------+--------------+
| > AEO 5,000 ft ISA + 25 C (OAT= 30 C)  | 800          | 1,050        |
+----------------------------------------+--------------+--------------+
| > Critical engine out, Sea Level, ISA  | 500          | 680          |
+----------------------------------------+--------------+--------------+
| > Critical engine out, 5,000 ft ISA +  | 260          | 400          |
| > 25 C                                 |              |              |
+----------------------------------------+--------------+--------------+

+----------------------------------------+--------------+--------------+
| > Service Ceiling, all engines (ft)    | MTOW         | 90 % MTOW    |
| >                                      |              |              |
| > (100 fpm residual climb)             |              |              |
+----------------------------------------+--------------+--------------+
| ##### ISA                              | 25,200       | 27,700       |
+----------------------------------------+--------------+--------------+
| ##### ISA+20 C                         | 21,800       | 24,400       |
+----------------------------------------+--------------+--------------+

+----------------------------------------+--------------+--------------+
| > Critical engine out ceiling (ft)     | MTOW         | 90 % MTOW    |
+----------------------------------------+--------------+--------------+
| ##### ISA, residual 100 fpm climb      | 11,500       | 14,700       |
+----------------------------------------+--------------+--------------+
| #                                      | 7,400        | 11,200       |
| #### ISA+20 C, residual 100 fpm climb  |              |              |
+----------------------------------------+--------------+--------------+

Note: CN-235 AFM has no ceiling data for 50 fpm climb

+----------------------------------------+--------------+--------------+
| > Landing Distance, 50 ft obstacle     | MLW          | 90 % MTOW    |
| > (ft)                                 |              |              |
+----------------------------------------+--------------+--------------+
| ##### Sea Level, ISA                   | 2,250 ft     | 2,130 ft     |
|                                        |              |              |
|                                        | @ 34,390 lb  | @ 31,350 lb  |
+----------------------------------------+--------------+--------------+
| > 5,000 ft airport elevation, ISA + 25 | 2,370 ft     | 2,340 ft     |
| > C                                    |              |              |
|                                        | @ 32,190 lb  | @ 31,350 lb  |
+----------------------------------------+--------------+--------------+

Notes: The required Landing Runway Length (FAR25 definition) can be
obtained

> by applying a factor of 1.66 to the Landing Distance values of the
> table.
>
> 34,390 lb is the FAA certified Maximum Landing Weight (structural);

32,190 lb is the maximum allowable landing weight for 5,000 ft/ISA+25,
as limited by the FAR25 requirement of 2.1º climb gradient in approach
configuration with critical engine out.

+----------------------------------------+--------------+--------------+
| > Takeoff Distance, 35 ft obstacle     | MTOW         | 90 % MTOW    |
| > (ft)                                 |              |              |
+----------------------------------------+--------------+--------------+
| ##### Sea Level, ISA                   | 3,870 ft     | 3,120 ft     |
|                                        |              |              |
|                                        | @ 34,830 lb  | @ 31,350 lb  |
+----------------------------------------+--------------+--------------+
| > 5,000 ft airport elevation, ISA + 25 | 5,420 ft     | 4,950 ft     |
| > C                                    |              |              |
|                                        | @ 32,190 lb  | @ 31,350 lb  |
+----------------------------------------+--------------+--------------+

#### Notes: The above AFM values are FAR25 TOD for 35ft obstacle clearance, with

> critical engine failure at V1.

32,190 lb is the maximum allowable takeoff weight for 5000 ft/ISA+25, as
limited by FAR25 requirement of 2.4º climb gradient (critical engine
out)

Approximate TODs for 50 ft obstacle, with critical engine failure at V1:

S/L ISA 34,830 lb 4,220 ft

S/L ISA 31,350 lb 3,395 ft

5000 ft/ISA+25, 32,190 lb 6,045 ft

5000 ft/ISA+25, 31,350 lb 5,495 ft

+----------------------------------------+--------------+--------------+
| > Maximum Cruise Speed (knots)         | MTOW         | 90 % MTOW    |
+----------------------------------------+--------------+--------------+
| ##### 15,000 ft cruise altitude, ISA   | 244          | 246          |
+----------------------------------------+--------------+--------------+
| ###                                    | 238          | 241          |
| ## 15,000 ft cruise altitude, ISA+10 C |              |              |
+----------------------------------------+--------------+--------------+

+----------------------------------------+--------------+--------------+
| > Long Range Cruise Speed (knots)      | MTOW         | 90 % MTOW    |
+----------------------------------------+--------------+--------------+
| ##### 22,000 ft cruise altitude, ISA   | 214          | 210          |
+----------------------------------------+--------------+--------------+
| ###                                    | 217          | 213          |
| ## 22,000 ft cruise altitude, ISA+10 C |              |              |
+----------------------------------------+--------------+--------------+

**2. Stall and stall recovery characteristics**.

Stall Warning System

Impending stall warning is provided by the illumination of the STALL
annunciators and the simultaneous activation of the associated warning
horn, when any AOA indication reaches the appropriate value.

Stall Characteristics in Different Configurations

With a clean configuration and idle power, stall is unattainable. With a
pilot control wheel input of around 130 lbs, the aircraft engages in a
high nose smooth descent that is easily recovered.

With 10° flaps and idle power, stall is attained with almost half the
pilot control wheel input and with no buffeting. Audio and visual
warnings appear 10 Kt before stall.

In all of the remaining configurations and power situations, the
warnings activate at least 10 Kt before buffeting starts. Inputs get
lower in proportion to \"uncleanliness\" and power, so that, with 23°
flaps, and landing gear down and maximum power, only 5-10 lbs are
required to attain stall.

NOTE

During stall, all flight controls remain effective, and recovery is
obtained by smoothly lowering nose a few degrees and correcting A/C bank
as required.

When the ball of the inclinometer has not been maintained in the centre,
stall is accompanied by a wing drop (RH, generally) which is slight with
a clean configuration and becomes proportional higher with flap
deflection. When in landing configuration and powered, it will require a
rapid bank correction order to avoid wing drops greater than 20°.

PRACTICE STALLS

Flight at or near the stall is not normally required in service.
However, the procedure below is included for use in those cases in which
it is desired to acquaint the users with the airplane flight handling
characteristics which are present when effecting aircraft recovery from
a stall.

Procedure

When intentional stalls are carried out the initial altitude should be 6
000 ft AGL, minimum. Furthermore, the following conditions must be met:

1\. Autopilot / yaw damper, if fitted, to be disengaged.

2\. Stall warning system to be operative.

3\. Aerodynamic surfaces free from ice and, if fitted, the Stall Warning
Shift System (SWSS) turned off.

4\. Weather radar, if fitted, to be set at standby.

5\. Synchrophaser off.

6\. Ventral door closed.

7\. Wing and tail de-icing system turned off.

Technique

The stalling technique is as follows:

1\. Stalls must be performed with symmetrical power and condition levers
at MAX RPM. Engine torque settings in power-on stalls should not exceed
41% TQ. Power, once set, should not be reduced during the approach to
the stall and recovery.

2\. The airplane should be trimmed at an airspeed approximately 1.3 VS
in the appropriate configuration after setting the required power.

3\. With wings held level throughout the approach to stall by
appropriate use of roll control, and heading held fixed by appropriate
use of rudder, airspeed should be reduced at not more than one knot per
second. Do not retrim during manoeuvre. Any tendency to sideslip during
the approach to stall should be corrected by normal use of rudder. Rapid
or violent movement of any control during the approach to the stall
should be avoided, particularly at airspeeds below the operation of the
impeding stall warning system.

Stalls with landing (23°) flaps at higher than normal (1kt/sec) entry
rates may lead to wing drop values in excess of 20°.

4\. When the stall is recognized, conventional positive recovery action
should be taken. Stall recovery is prompt following relaxation of
rearward pressure or application of gentle forward pressure on the
control column until normal flight resumes. Any existing wing drop
should be corrected by use of ailerons.

Characteristics

There is no clear distinctive natural warning or aerodynamic buffet
prior to the stall; however, under certain flap/power setting
configurations, a mild aerodynamic buffet may be noticeable. Impeding
stall warning is artificially provided by an aural/visual warning system
which is set to operate at 32 AOA units, corresponding to an indicated
airspeed of 7% to 10% above the stalling speed.

The stall occurs smoothly, is docile and, when the airplane is in a
clean configuration, is characterized by the high pilot forces required
(with the longitudinal control reaching near maximum travel). With the
flaps deflected, the stall is defined by a nose-down pitch accompanied
by a moderate wing drop. Both the nose-down pitch and the wing drop
become more marked as flap deflection increases, especially for the
power-on, aft C.G., 23° flap configuration.

**4. Slow flight characteristics and attitude**. What type of slow
flight characteristics do you anticipate from this aircraft? Is there a
distinct "tail low" attitude in slow flight?

CN-235 has been certified under FAR 25 and JAR 25 Airworthiness
Regulations showing in all flight conditions an excellent manoeuvring
and controllability characteristics. Furthermore, CN-235 has been
designed to operate for Military Mission where the flight
characteristics out of normal civil flight envelope have to be
guaranteed.

Comprehensive flight tests were conducted to demonstrate aircraft
capability to successfully achieve this Military role, especially in the
low speed missions:

-   During Stall Tests in level and turning flight (30º bank), the
    aircraft remains controllable throughout the manoeuvre. The
    reduction of airspeed results in a progressive stick forces without
    any reversal or inversion. Normal use of rudder and aileron control
    allow to hold wings level/turning condition and maintain
    heading/zero sideslip while approaching the stall. In addition,
    elevator and aileron control remain effective during the post-stall
    phase making very easy the stall recovery, which is accomplished by
    relaxing rearward pressure on column and correcting bank angle by
    counteractive action on wheel control.

-   Takeoff performance has been improved reducing rotation speed to
    0.95 VS in order to lift off at VS (Short Field Takeoff Technique).
    Full elevator and aileron control was demonstrated at speed of 80
    KIAS with light weight in order to guarantee the aircraft
    manoeuvrability during the initial climb. Nor pitch up neither wing
    drop tendency appear at this flight condition. The control
    effectiveness at this low speed (80 KIAS) provides full control of
    the aircraft allowing for turning, level, climb/dive manoeuvres and
    airspeed changes.

-   Landing distance has been improved reducing the reference speed at
    1.15 VS. The aircraft is able to follow the landing flight path, to
    perform offset landings and to achieve a precise touch-down point.

-   In the Paratroops Airdropping role the aircraft is flown at 110
    KIAS, FLAP TO (10º) with a pitch attitude always lower than 5º, even
    for the maximum logistic takeoff weight, to allow an easy paratroops
    exit. The aircraft exhibits full manoeuvrability to achieve the
    airdrooping zone, to stabilise at level flight and to perform the
    escape manoeuvre. During paratroops stand up, hook up and exit, the
    aircraft attitude is fully controllable with the elevator control
    preventing from a pitch up due to the rearward shift in airplane
    C.G.

[]{.mark}

**5. Turning capability** into dead critical engine at 1.3V for deep
canyon get-away. Are there any indications of problems or concerns with
the engine-out turning capabilities of this aircraft?

Engine-out turning capability was demonstrated during FAR and JAR
certification test campaign.

The aircraft achieves more than 30º bank angle without stall warning
appearance when trimmed at V2 ( 1.2VS), FLAP TO, one engine inoperative
and the alive engine at MTP, as required by FAR/JAR Takeoff Manoeuvre
Margin demonstration. In this condition, the excellent controllability
of the aircraft allows to perform a ± 30º bank to bank ( 60º bank
travel) in 6 seconds.

When aircraft is trimmed at 1.25 VS, FLAP UP, one engine inoperative and
the alive engine at MCP (final takeoff configuration), more than 40º
bank angle is achieved without stall warning appearance as required by
FAR/JAR Takeoff Manoeuvre Margin demonstration. The aircraft proves to
be controllable and manoeuvrable with normal use of controls without
special pilot skill or losing control.

Finally, to exhibit the good engine-out turning capability at low speed,
the aircraft is able to be rolled through an angle of 20º towards the
operating engine in 5 seconds when it is trimmed at VMCL (about 80
KIAS), FLAP APP(15º) - LDN (23º), one engine inoperative and the alive
engine at MTP.

**6. Center of gravity limits** ......\
The CN-235-300 has a relatively wide center of gravity limits, from 16%
to 30% of MAC. These limits are very unlikely to be exceeded for any
reasonable distribution of smokejumper loads.

Only one condition might require some care: with medium payload (meaning
some15 occupants for the CN-235) an excessive concentration of weight at
the forward part of the cabin without any loads at the rear of the
aircraft could cause an excess of the forward CG limit. This can be
easily avoided with a more even distribution of occupants or payload.

**7. Engine compatibility to a wide range of power settings and......**

The aircraft is equipped with two General Electric CT7-9C3 turboprop
engines driving a four-bladed Hamilton Standard 14RF-37 variable-pitch
propeller.

Each engine provides a nominal power of 1750 SHP at sea level at up to a
temperature of approximately 39°C. In the case of an engine failure
during the takeoff, the integral APR (Automatic Power Reserve) system
immediately increases the power of the remaining engine to about 1870
SHP.

The engine consists of a Gas Generator and a Free Turbine whose shaft
passes through the inside of the Gas Generator to drive a Propeller
Reduction Gear Box (PGB).

The Gas Generator - following the direction of the airflow - is made up
of a six-stage compressor (five axial and one centrifugal), an annular
combustion-chamber, and a two-stage turbine. After this is the two-stage
Free Turbine, whose purpose is to drive the propeller through the
propeller gearbox. The PGB is above the engine air-intake. It includes
the reduction gear-train, the propeller pitch control components,
various oil pumps, and an Alternator. This Alternator supplies the
engine air-intake anti-icing heater-mats and acts as an alternative
supply source to the aircraft electrical system. The RH engine PGB
includes, in addition, a Hydraulic Propeller Brake. This allows the
engine to be used in the APU mode on the ground in order to supply air
conditioning and electric current to the aircraft, with the propeller
stopped.

The PGB lubrication oil, which also serves as the pitch change control
medium, is independent of the engine lubrication.

**8. Trim change** with speed and power variations and gear or flap
deployment and retraction. Address the pitch changes associated with
power changes and gear and flap deployment and retraction. Examine the
trim response needed to deal with these changes, both manual and power
trim (if applicable). Does the aircraft have any interconnect systems
associated with the trim/flaps, and how will their function affect the
pilot's feel for the aircraft and the workload?

Flight controls - particularly ailerons - require trimming in order to
reduce the amount of force needed to move them.

Change of trim is slightly nose-down with increasing power; however,
change of trim with landing gear extension is negligible. A significant
nose-down change of trim is required as flaps are extended. Pitch trim
is sensitive and should be applied in small increments, assessing the
effect of each applicationin arriving at the desired setting.

When trimmed, the aircraft stability is very satisfactory along its
three axis.

For aileron and stabilizer trimming it is required to push and move at
the same time the required selector.

Bank control is very rapid, and yaw trimming, when applied, is
immediate.

Turns with a bank above 30° or any power decrease originate a slight
nose down attitude which is easily corrected.

During approach in turbulent conditions, bank forces are slightly above
their normal values.

Rudder pedal displacements are asymmetrical, with a longer displacement
for RH side pedal. Normal input strength on the rudder pedals is
constant for RH foot pedal, from half travel onwards.

With one engine stopped - particularly RH engine - the control column
will oscillate slightly forward and backwards with no aircraft movement.

Inflight Maneuvering

Aerobatic maneuvering is forbidden.

Normal maneuvering is performed with moderate effort input on flight
controls.

During combat manoeuvering, remember that the maximum bank angle is 65°.

The minimum turning radius is with 15° of flap and IAS between 120 kt
(weight less than 13,000 kg) and 130 kt (high weights).

For 10° of flap the recommended IAS is 140 kt. For clean aircraft the
minimum turning radius is 160 kt at sea level (150 kt at 5,000 feet).

DIVING

Maintain VMO and VD limitations.

Avoid harsh recoveries at high speeds. The aircrafts response to its
flight controls is excellent.

ABNORMAL FLIGHT CHARACTERISTICS

[Single Engine]{.underline}: After engine failure oppose yaw and roll
using rudder and aileron control in the normal way. The pedal forces
required will be high at low speeds with high power settings. When
steady flight has been regained, the airplane should be trimmed. In the
event of port engine failure, a decrease in pedal force gradient will be
apparent beyond mid-travel.

[Critical Engine]{.underline}: The critical engine is the left engine
(i.e., failure of such engine gives the critical asymmetric condition).
More rudder control movement and force will have to be applied than with
the opposite engine failed. Use of ailerons and bank has a significant
effect on reducing rudder control force in asymmetric conditions. The
rate of climb in the asymmetric condition with the left engine failed is
similar to that with the opposite engine failed.

**9. Straight forward and easy to manage systems.** Look at the aircraft
systems and evaluate them for ease of use and emergency procedures in
relation to pilot workload, especially in single-pilot aircraft.

**10. Gear retraction time and gear speeds.** What is the gear
retraction time, and what is the maximum air speed to extend and retract
the gear? What is maximum speed with gear extended? Are these speeds
compatible with using the gear as a drag device for cargo dropping?

The maximum speed at which it is safe to extend or retract the landing
gear, VLO, and the maximum speed at which the airplane can be safely
flown with the landing gear extended and locked, VLE, are the same: 150
KIAS.

####### Landing gear extension above 18 000 feet is prohibited

**11. Door removed cruise speed**? What are the penalties for in-flight
performance with the smokejumper exit door removed? Are these penalties
verified from the Aircraft Flight Manual, or as estimated?

The aircraft may be flown with either or both rear cabin parachute doors
open.

The maximum speed at which the parachute doors can be opened or closed
is 130 KIAS. With the doors open, the maximum permissible speed is 150
KIAS.

Smokejumper Functional Suitability Data Completing of this section will
almost certainly require that the sponsor gain physical access to a
representative aircraft.

1\. Proximity of the horizontal stabilizer position to the jump and
cargo door in slow flight at maximum forward CG. Is there a potential
for tail strikes (either by jumpers or Paracargo)? Is there a
possibility for parachutes to deploy over the top of the stabilizer or
in the area of the elevator hinge? Is the distance from the anticipated
primary static-line anchor location to the horizontal stabilizer
compatible with the use of standard 15-foot static-lines?

2\. Potential to deploy smokejumper personnel and cargo parachutes
without damage to static-lines caused by contact with parts of the
aircraft or exit door. Is the aircraft "clean" around the exit door and
aft along the fuselage? If not, what would be required to "clean up" any
conflict item or area? This is a critical safety issue which, if not
resolvable, would be sufficient sole cause to reject an aircraft that
might otherwise prove suitable.

3\. Amenability of the aircraft to installation o fa functionally
adequate smokejumper and cargo restraint system. What provisions exist,
or can as a practical matter be arranged, to restrain smokejumpers and
Paracargo? Is the aircraft compatible with installation of 42-inch
smokejumper restraint benches? Or, are there raised bulkheads, etc.,
that would prevent their use? Are suitable alternatives to smokejumper
restraint benches available for the aircraft?

4\. Is the jumper exit door opening flush with the floor? If not, could
a ramp be configured to level the opening in an acceptable fashion?

5\. Flight and environmental characteristics with the exit door removed.
Is a spoiler likely to be necessary? Are exhaust fumes in the cabin a
likely possibility? If so, how sever a problem will they be, and during
what phases of flight/ground operation will fumes be a problem?

6\. Are the pilots and spotter's external field of view and overall
visibility adequate for smokejumper/Paracargo operations?

7\. Is the aircraft amenable for install a standard smokejumper
communications package?

11\. Are there any other factors (positive or negative), not addressed
above, that would assist in making a case (for or against) adapting the
aircraft for smokejumping?

12\. Has the aircraft been used by the military for delivery of
personnel equipment with static-line parachutes? If such history can be
established, indicate where and by whom. Attempt to obtain operational
information relating to this use.

SASEB Review the SASEB board will review the Sponsor's Report and
recommend if the proposal to evaluate a candidate aircraft should be
accepted or rejected. The SASEB will not recommend a formal evaluation
if the "sponsor's report" does not provide the information needed.

The CN-235 is [certified for Patratroops jumping]{.underline}. There are
about 250 aircraft with 35 operators in the world. Among the different
Air Forces that regularly utilise the CN-235 in Paratroops Configuration
are: Spanish AF, French AF, South Korean AF, Turkey AF.