## 2 CORPORATE WAY MISSOULA, MONTANA 59808 12 January 2015 Docket Management Facility U.S Department of Transportation 1200 New Jersey Avenue SE West Building Ground Floor Room W12

- 140 Washington, DC 20590

SUBJECT: PETITION FOR GRANT OF EXEMPTION Pursuant to Section 11.25 of the Federal Aviation Regulation (FAR), Neptune Aviation Services, Inc. hereby petitions the Federal Aviation Administration (FAA) for Exemption from 14CFR §21.197 Certification Procedures for Products, Articles, and Parts, Special flight permits, and from 14CFR §91.611 General Operating and Flight Rules, Authorization for ferry flight with one engine inoperative, to the extent necessary to permit Neptune to three engine ferry Specified BAe 146 ai rcraft to a Maintenance Facility without obtaining a Special Flight Permit (SFP) for each flight. NATURE AND EXTENT OF RELIEF 14CFR §21.197
– Neptune Aviation requests exemption from this regulation and for authorization for company issuance of an SFP based on the same authority granted air carriers for continuous authorization to ferry aircraft. Having this authority will expedite our moving aircraft to one of our maintenance facilities, especially at times where we require a SFP after normal FSDO business hours, on weekends, and during holidays. 14CFR §91.611
– Neptune Aviation requests exemption from this regulation and authorization for com pany issuance of a SFP for ferry flight with one engine inoperative for our fleet of BAe

-146

-200A aircraft. Being that our operating certificate is held under 14CFR Part 137 Agricultural Aircraft Operations and not conducted as an air carrier or under 14CFR Part 125, we are not eligible to exercise the three engine ferry flight procedure contained in the approved Aircraft Flight Manual (AFM) Section 4 (Attachment 3) and Aircraft Maintenance Manual (AMM) Section 71

-00

-00 (Attachment 4), without requesting a SFP for each occurrence . Precedence for approval of this exemption request for air tanker operations has been previously set . (Attachment 2 ) PUBLIC INTEREST As a contractor to the U.S. Forest Service (USFS) providing Large Air Tankers (LAT) for wildfire suppression, Neptune Aviation operates a fleet of BAe

- 146

-200A and P2V

-5/

-7 LAT aircraft. Neptune has been, and continues to be, the single largest provider of LAT aircraft to the USFS. In spite of recent gains in the total number of LAT aircraft provided to the USFS by all private contractors nationwide, each LAT is considered a national resource in the wildfire suppression effort and are a high demand resource for fire incident commanders.

PHONE: (406) 542

-0606 FAX: (406) 721

- 1309 www.neptuneaviation.com

## 2 CORPORATE WAY MISSOULA, MONTANA 59808
The most prevalent use of LAT aircraft is in the form of Initial Attack (IA), where our crews are fully qualified to respond to and assess a new fire before any other resources are available, determine the most effective application of retardant, and to proceed to drop as needed. Through the IA process, many fires are contained to small areas and ground crews are able to quickly extinguish them. Additional high priority tanker missions include protecting lives, homes and other property, utilities, archeological sites, and highly critical national and state resources. Due to the critical nature of our mission, any time a LAT is out of service for a maintenance issue, the urgency of repairing it and returning it to service is paramount. In most instances, we are able to repair the aircraft at the tanker base and return to availability. However, at times, it is critical in terms of safety, repair time, and minimizing down time to ferry the aircraft to one of our maintenance repair stations located in Missoula, MT and Alamogordo, NM. It is during these times where we need a Special Flight Permit (SFP) from a Flight Standards District Office (FSDO) to ferry an aircraft that we have encountered considerable difficulty due to our unique mission and operations. The very nature of our mission is one that requires our fleet of tankers to be dispersed throughout a large geographical area. This area can cover several western mountains states, California, Texas, and southeast potentially into Florida on any given day. In dealing with this large geographic area, we also have to take into account the time zone effect, wherein we are located in the Mountain Time Zone and are trying to arrange for a SFP for an aircraft i n Florida being in the Eastern Time Zone, we are already two hours behind in approaching 16:30 hours local time for each FSDO to close. Often, we finally reach a point in our troubleshooting of the maintenance issue where it is well after 16:30 local and we cannot speak with anyone at the local FSDO until the next morning. Another factor that we often encounter is the local FSDO being closed on the weekends and on holidays with no on

-call inspector availability. Our LAT’s are on duty during the contract season for six days in a row and then have a day off for crew rest, so at times we are able to make the best of this additional day to manage the event successfully. However, in most instances where we cannot return the LAT to availability, we are forced to wait until the next FSDO business day to obtain a SFP. We provide three recent examples of times when FSDO unavailability has caused delay in our being able to obtain a SFP when needed to expedite repair of a tanker and returning it to service. (Attach ment 1) This is the basis for our asking for your authorizing Neptune Aviation exemption from 14CFR §21.197 and 91.611.
EQUIVALENT LEVEL OF SAFETY While Neptune Aviation is operating under Part 91 for the majority of our flight time, and then under Part 1 37 while in the fire control area, the company has chosen to mimic much of Part 121 and 135 Air Carrier regulatory requirements. We enhance safety and streamline flight and maintenance operations through company policy that have established the following items:

PHONE: (406) 542

-0606 FAX: (406) 721

- 1309 www.neptuneaviation.com

## 2 CORPORATE WAY MISSOULA, MONTANA 59808

1. Operate a 24/7 Maintenance Control Center (MCC) to manage the fleet needs while deployed on contract. 2. A comprehensive maintenance Required Item Inspection (RII) program has been developed and implemented for both the P2V and BAe

- 146 fleets. 3. Neptune Aviation has a Safety Management System (SMS) program in place. 4. Flight and maintenance personnel receive annual and specialized training
. 5. Instituted a Deferred Maintenance Item (DMI) Program and a formal Functional Check Flight (FCF) program for post
-maintenance events (i.e. heavy checks, annual inspections, modification, etc.) 6. The company operates two Part 145 Certificated Repair Stations (Missoula, MT and Alamogordo, NM) to support the fleet while deployed and to perform annual inspections and mai ntenance checks. 7. The Aircraft Flight Manual Appendix and Aircraft Maintenance Manual Procedure for three engine ferry is FAA Approved. (Attachments 3 and 4) 8. Aircrew practices three engine takeoffs in a simulator during recurrent training. ADMINISTRATIVE PROCEDURE In the event a situation arises whereby a Special Flight Permit is required, the following actions will occur: 1. Crew Chief will contact the Company MCC
. 2. MCC will contact the Director of Maintenance (DOM) and the Director of Flight Operations (DFO). If either the DOM or DFO are unavailable, the President/Chief Operating Officer will be contacted. 3. The DOM and DFO will confer and issue a written Company permit (Attachment 5) via MCC to the Crew Chief and Aircrew

. This written record will be reta ined for 2 years. SUMMARY As required by FAR Section 11.25, a summary of the petition is as follows: Neptune Aviation Services, Inc requests an exemption from FAR Section 21.197, to allow for self

issuance of Special Flight Permits to move aircraft as required to a Maintenance Facility, and also 91.611 to allow three engine ferry of BAe 146 aircraft to a Maintenance Facility without obtaining a Special Flight Permit for each flight.

PHONE: (406) 542

-0606 FAX: (406) 721

- 1309 www.neptuneaviation.com

## 2 CORPORATE WAY MISSOULA, MONTANA 59808
Sincerely,

LOREN A. CREA Director of Flight Operations Chief Supervisor, Part 137 5 Attachments

PHONE: (406) 542

-0606 FAX: (406) 721

- 1309 www.neptuneaviation.com

# Attachment 1 SFP Request Situations

# Attachment 5 Company SFP

## 2 Corporate Way Missoula, MT 59808 Operating Certificate CILG838C 

# BAE-146-200A SPECIAL FLIGHT PERMIT TO MAINTENANCE Date: Permit # T-XX MM/DD/YYYY Aircraft Registration #: Aircraft Serial #: Special Flight Permit Purpose Inspection For Airworthiness Has Been Conducted By Neptune Aviation Services 14 CFR Part 145 CRS NI6R011N NTBR983G This aircraft does not meet the applicable airworthiness requirements as follows:

The following restrictions are considered necessary for safe operation:

This Company issued Special Flight Permit is valid for flight via the most direct route with necessary fuel stops FROM BASE : TO BASE: for a period not to exceed 10 days from the date of issue or at the termination of the ferry flight. The following Operating Limitations are required to complete the flight: 1
. O nly the Pilot and Co-Pilot are permitted on the aircraft for the intended ferry flight. 2
. Acopy of this permit must be on the aircraft during the flight. 3
. F light over congested areas is prohibited, with takeoffs and landings conducted to avoid congested areas. Flights over a foreign country must have special permission from that country. 4. The aircraft must be in full compliance with all applicable AD's prior to ferry flight. 5
. After inspection and prior to flight the following, or a similarly worded statement must be entered i nto the permanent aircraft records: "This aircraft has been inspected and has been found safe for the intended flight in accordance with Company issued Special Flight Permit dated MM/DD/YYYY." 6
. The flight described above shall be made under VFR/VMC day conditions only, unless the additional l imitations below authorize differently. IFR flight is authorized. The AFM notes the visibility and cloud ceiling prevailing at the departure airport and forecast for the destination and alternate airport s hall not be less than those required for VFR. The flight shall be made by the most direct a nd expeditious route consistent with the aircraft operating limitations and weather. 

## Additional Limitations

### Aircraft **Flight Manual**  **APPENDICES 7-004** **-00** 

### BAe **146-200 Sep**  **17/07** 

# I **Page 1**  **E2136** 

### Appendix **4**



## Ferry **Flight in**  **Which One**  **Engine is**  **Inoperative Before**  **Start of**  **Take-off**

**AFM5.1-E2136** 

### Document **No. BAE**  **5.1 Approved** 

### Aircraft **Flight Manual**  **APPENDICES** 

### 7-004-00 **BAe 14&-200**  **Sep 17/07**  

# I **Page 2**  **E2136 Appendix**  

### 4



## Page **intentionally left**  **blank**

**AFM5.1-E2136** 

### Document **No. BAE**  **5.1 Approved** **Aircraft Flight**  **Manual APPENDICES**  

### 7-004-00 **BAe 146-2**  **00 Jut**  **1 9 /12**  

# I **Page 3**  **E2136 Appendix**  

### 4 

### Contents
**INTRODUCTION................................................................................................................ .........................**  

### 5 **SECTION** 

### 1 **- GENERAL.....................**  **............ ..**  **. . ..**  **....................... ........................................................**  **......** 

### 5 **SECTION 2-**  **LIMITATIONS.......................................................................................................................** 

### 5 **Aircraft General**  **- Weights.........** 
**.. ..**  **......................................... .......................................**  **....................** 

### 5 **Centre of**  **Gravity Limitations..................**  **......... .................**  **......... ...................**  **..................................** 

### 5 **Maximum Take-off Weight**  **........... .................**  **.......... ...............**  **.......... ....**  **................ ...........**  **...............** 

### 5 **Aircraft General**  **- Miscellaneous**  **............ ..**  **.................. .................................**  **................. ......**  **... ............**  

### 5 **Use of**  **Aircraft................................... ......................**  **.. .......................**  **..... .....................**  **........ .............**  

### 5 **Condition of**  **Aircraft Systems..**  **........................................................ ...........................**  **...... ..............**  

### 5 **Hydraulic Systems...**  **........ ...................**  **...... ......**  **......... ..........................**  **................... ..........................**  

### 5 **Maximum Crosswind**  **Component (Take-off)........**  **................... ......................**  **...... ................**  **...........** 

### 5 **Weather Conditions................................** 
**....................... .......**  **..........................................................** 

### 5 **Wet and**  **Precipitation Covered**  **Runways ....**  **.......... ...............................**  **................... ..........**  **............** 

### 5 **Auxiliary Power**  **Unit (APU).......**  **. . ....**  **......................................................................... .....**  **.......... ...........**  

### 6 **Electrical System**
**............... ......**  

### .......... ........ .......**..... ..**  **.. .....**  **....... ........**  **............. .......**  **... ....**  **.. ..**  **... .......**  **............ 6**  **Circuit Breakers** 
**.......... ................**  **............ .................................................**  **......... ..................**  **............** 

### 6 **E n gines...**  **............. ...**  **... ........................................................**  **...................... ..............**  **................ ...**  **...........** 

### 6 **Condition of**  **Engines ..................................**  **.............................. ........**  **........ ..................**  **....................** 

### 6 **Air Supply.......................**  **......... ..........................................................................**  **................ .............**  

### 6 **Reduced or**  **Flexible Thrust Take-of** **f.............. .........................**  **............. ..............................**  **............** 

### 6 **Thrust Lever**  **of an**  **Inoperative Engine.............**  **.................... .....**  **................... ........**  **....... ...................**  

### 6 **Flight Controls** 
**.... .**  **........ .....**  **... .**  **... ..**  **......... ...**  **....... ..**  **... .**  **.. .......**  **..... .......**  **..... ..**  **... ...**  **. ...**  **.. ....**  **........ ......**  **....... .....**  **.......... 6**  **Take-off Flap**  **Setting...................**
**........... ...............**  **................ ...................**  **......... .................**  **............** 

### 6 **Ice and**  **Rain Protection.......**  **...... ........**  **................................... ...........**  **................. ...........**  **...... .................**  

### 6 **Engine Ant-ice.......................** 
**........ .................................**  **..................... ........**  **................. .........**  **.........** 

### 6 **SECTION 3-**  **NORMAL PROCEDURES**  **AND HANDLING** 
**.... .........................**  **.... ..**  **.. ............**  **...... ......**  **.........** 

### 6 **Take-off ........**  

### .. **... ..**  **.. ..... ........... ... . .**  **.. .......**  **.. ..**  **......... .....**  **..... .....**  **....... ............**  **.. ..**  **.... ..............**  **..... ..**  **............. .....** **... 6**  **Take-off Procedure......**  **........ ..........................**  **............ ............................**  **............... .............**  **.............** 

### 6 **Take-off and**  **Climb -out....................**  **................... ...........**  **.......... ....................**  **.......... .........................**  **7 Ice and**  **Rain Protection.**  **........................ ......**  **... .......**  **................ ..................................**  **.............. ..........**  **...** 

### 8 **General.**
**............. ......................**  **..... ..........**  **.................... .....**  **..................... ...........**  **...............................** 

### 8 **SECTION 4 -**  **ABNORMAL PROCEDURES...........................................** 
**.................. ....**  **.. ...........................**  

### 8 **Aircraft Handling**  **.................. ....................**  **............ ......**  **........................ ....**  **.............. ..........**  **.... ..**  **...............** 

### 8 **Rejected Take-off Following**  **Failure of**  **an Operating**  **Engine.......... ........**  **.......... ..............**  **..............** 

### 8 **Take-off and**  **Climb-out Following**  **Failure of**  **an Operating**  **Engi ne..**  **...... ............**  **.......... .................**  

### 8 **Engines ....**  

### .........**....... ....................**  **..... ....**  **................... .......**  **... ..**  **.. .....** **......... .......**  **.. ... .**  **.. .**  **....... ..**  **.... ....**  **.. .....**  **... .....**  **8 Air**  **Start of**  **an Inoperative**  **Engine which**  **has a**  **Failed Starter**  **Motor......... ........**  **................ ......**  **.....** 

### 8 **SECTION** 

### 5- **EMERG ENCY**  **PROCEDURES**

**..... ..**  **............ ...................**  **................. .............**  **...................... ..**  **9 SECTION**  **6 - PERFOR**  **MANCE... .................................**  **. . ....**  **.................... .....**  **................... ............................**  **9 Performance**  **General.........................................................................................**
**............. ....................**  **9 Configuration** 

**. .......**  **........... ....**  **... ...........**  **......... ....**  **...... .....**  **....... .......**  **..... ..**  **......... .......**  **............. ....**  **.. .....**  **..... ...**  **9**

**AFM5.1-E2136 Document**  **No. BAE**  

### 5.1 **Approved Aircraft**  **Flight Manual**  **APPENDICES** 

### 7-004-00 **BAe 146-200**  **Jul 19112**  

# I **Page 4 E2136**  **Appendix** 

### 4 **Take-off Flap**  **.... .............** **........... .....................**  **...... .........................**  **............. .........**  **. ...............**  **....... .....**  **9 General**  **• Speeds** 
**....... ...**  **.... ..**  **.. .........**  **....... ....... ..............**  **...... .........**  **......... .........**  **..... ............... ....................**  **9 Minimum**  **Control Speeds...........**  **...... ......................**  **....... ...............**  **.... .................**  **.......... ..............**  **..... 9**  **Calculation of**  **Take-off Weights**  **and Speeds** 
**.. ........ .....**  **.... ..............**  **........... ..................**  **.................... 9**  **Associated Conditions.....** 
**.... .........**  **.................. ...........**  **............ ............**  **........... .........**  **.................. .......**  **9 Take-off**  **Technique......... ...........**  **................. ....**  **.......... ........................**  **........... ..........**  **............... ..........**  **9 Effect**  **of Engine**  **Ant -Ice**  **on Take-off**  **Weight Calculations................**  **........ .......................**  **.............. 9**  **Wind Grids........................**  **...... ..........................**  **........................................ .....**  **................. .......**  **......... 10**  **Take-off Weight**  **- Altitude**  **- Temperature**  **Curves............ ...........**  **........... ...........**  **................ ......**  **....... 10**  **Take-off Distance...**  **........... ................**  **.......... .................**  **............ .........**  **..... ...........**  **.......... ........**  **........... 10**  **Accelerate Stop**  **Distance (Information**  **Only).......**
**............ ..........**  **.............. ........**  **................... ........**  **... 10**  **Take-off -**  **Net Take-off**  **Flight Path...** 
**.... ...**  **................ .............**  **.................... .........................................**  **10 Net**  **Take-off Flight**  **Path**

**.... ......**  **................ .................**  **.............. ..........**  **........... .....**  **...... ..........**  **............ ..**  **10 Take-off**  **Speeds.... ...........**  **.... ...............**  **........... ...**  **............. ........**  **...... ..........**  **....... ...................**  **....... .......**  **10 En-Route...**  **....................... ..................**  **...... ..**  **....................... ...................................................................**  **1 1**  **En-route Flight......** 
**...... ......**  **.............. ...........**  **................... ........**  **................. ..............**  **....... ......**  **..... .........**  **11 Associated**  **Conditions: .....**  **.... ........................**  **..... ..**  **......... ...............**  **......... ...........**  **............... ......**  **.......... 11**  **Landing... ........**  **..................................... ....**  **... ..**  **....................................................................................... 11**  **Calculation of**  **Landing Weight**  **.............. ........**  **....... ...**  **............... ....**  **............... ...........**  **........... ..........**  **..... 11**  **FIGURES**
**.............. .....**  **........ .................**  **............ .......**  **............... .**  **.... .....................**  **. ............**  **.............. ..................**  **11 Figure**  **1 One Engine**  **lnop**
**- Maximum**  **Take-off Weight for**  **Altitude and**  **Temperature .........**  **.. ....**  **....... 12**  **Figure 2**  **One Engine lnop** 
**- Maximum**  **Take-off Weight for**  **Take-oft Distance**  **Available -**  **Flap 18**  **° ..**  **13 Figure**  **3 One**  **Engine lnop**  **- Maximum**  **Take-off Weight**  **for Take-oft**  **Distance Available**  **- Flap**  **24° ..**  **15 Figure**  **4 One**  **Engine lnop**  **- Accelerate**  **- Stop Distance**  **Required -**  **Flap 1 8**  **° .**  **................................... 17**  **Figure 5**  **One Engine**  **lnop -**  **Accelerate -**  **Stop Distance**  **Required -**  **Flap 24°**  **................ ...............**  **. ....**  **19 Figure**  **6 One**  **Engine lnop**  **- Net**  **Flight Path**  **- Reference**  **Climb Gradient.**  **..... ...................**  **...... ...........**  **21 Figure**  

### 7 **One Engine**  **lnop -**  **Net Flight**  **Path -**  **First and**  **Second Segment** 
**- Close**  **Obstacles........... 23**  **Figure 8**  **One Engine**  **lnop -**  **Net Flight**  **Path -**  **Second Segment**  **- Distant**  **Obstacles .........**  **............... 25**  **Figure 9**  **One Engine**  **lnop -**  **Net Flight**  **Path -Third**  **Segment- Net**  **Acceleration Distance...............**  **27 Figure**  **10 One**  **Engine lnop**  **- Net**  **Flight Path**  **- Fourth**  **Segment -**  **Net Climb**  **Gradient -**  **Flap** 

### oo **...... 29**  **Figure 1 1**  **One Engine**  **lnop -**  **Radius of**  **Steady Turn** 
**.. .**  **.............. .**  **............ .........**  **..... .**  **........... .**  **...... .**  **..... ....**  **31 Figure**  **12 One**  **Engine lnop**  **- Take** **-off Speeds**  **- Flap**  **18 °**  **........ ....................**  **......... ..............**  **............... 33**  **Figure 13**  **One Engine**  **lnop -**  **Take-off Speeds**  **- Flap**  **24° .............**  **........ .......**  **. ..........**  **. ...................**  **. ......**  **35 Figure**  **14 One**  **Engine lnop**  **- En-route**  **Net Gradient**  **of Climb**  **Two Engines**  **Inoperative -**  **Flap** 

### oo **... 37** 

**AFM5.1-E2136 Document**  **No. BAE**  **5.1 Approved** **Aircraft Flight**  **Manual APPENDICES**  **7-004-00 BAe**  **146-200 Jul**  **19/12** 

# I **Page 5**  **E2136 Appendix**  

### 4 

### INTRODUCTION **This Appendix contains**  **the approved**  **limitations, procedures**  **and performance**  **data required**  **when the**  **aircraft is**  **ferried with**  **one engine**  **inoperative before**  **the start**  **of the**  **take-off. The**  **data contained**  **in this**  **appendix is**  **advisory. Operational**  **approval must**  **be obtained**  **from the applicable**  **National Aviation**  **Authority, in**  **accordance with**  **operator Flight**  **Operations procedures.**  **For limitations,**  **procedures and**  **performance information**  **not contained**  **in this**  **Appendix consult**  **the basic**  **Aircraft Flight**  **Manual (AFM).**  **Reference is**  **made to**  **Sections 1**  **to 7**  **of the**  **AFM.** 

### SECTION **1 -** 

### GENERAL **No change**  **to this**  **Section.** 

### SECTION **2-** 

### LIMITATIONS **Aircraft General**  **- Weights**  **Centre of**  **Gravity Limitations**  **The centre**  **of gravity**  **of the**  **aircraft shall**  **always lie**  **between the**  **forward limit**  **of 0.30**  **SMC [-0.**  **16 m**  **(-6. 299**  **in) from**  **CG Datum] and**  **the aft**  **limit of**  **0.40 SMC**  **[0. 135**  **m (5.315**  **in) from**  **CG Datum].**  **Maximum Take-off**  **Weight The**  **maximum permissible**  **weight at**  **the start**  **of the**  **take-off run**  **shall not**  **exceed that**  **at which**  **compliance with**  **the Performance**  **section of**  **this Appendix**  **can be**  **achieved.** 

### Aircraft **General -**  **Miscellaneous Use**  **of Aircraft**  **The aircraft**  **shall fly**  **only for**  **the purpose**  **of reaching**  **an aerodrome**  **at which**  **the defective**  **engine can**  **be repaired**  **or replaced.**  **Persons other**  **than required**  **flight crew**  **members shall**  **not be**  **carried during**  **the flight.**  **Condition of**  **Aircraft Systems**  **Apart from**  **any loss**  **of services**  **resulting from**  **the inoperative**  **engine, the**  **hydraulic and**  **electrical systems**  **must otherwise**  **be serviceable.**  **Hydraulic Systems**  **With engine**  **2 or**  **3 inoperative:**  **The associated**  **hydraulic pump**  **must be**  **selected OFF throughout**  **tile flight.**  **The AC**  **pump must**  **remain ON**  **throughout the**  **flight. Maximum**  **Crosswind Component**  **(Take-off) The**  **maximum crosswind**  **component permitted**  **for take-off**  **is 10**  **kt. This**  **wind speed**  **relates to**  **a height**  **of 10**  **m (33**  

## It). **Weather Conditions**  **The visibility**  **and cloud**  **ceiling prevailing**  **at the**  **aerodrome of**  **departure, and**  **forecast for**  **the destination**  **and alternate**  **aerodromes, shall**  **not be**  **less than**  **those required**  **for VFR**  **flight. Wet**  **and Precipitation**  **Covered Runways**  **The aircraft must**  **not be**  **operated from slippery**  **runways or**  **from runways covered**  **by ice,**  **snow, slush**  **or**

**AFM5.1-E2136 Document**  **No. BAE**  

### 5.1 **Approved Aircraft**  **Flight Manual**  **APPENDICES 7-**  **004-00 BAe**  **146 -20** **0 E2136**  **Appendix** 

### 4 **Jul 19/12**  

# I **Page 6**  **water when**  **the depth**  **exceeds 3**  **mm (1/** **8 in).**  **A take-off**  **must not**  **be attempted**  **through puddles**  **in excess**  **of 25**  **mm (1**  **in) in**  **depth and**  **6 m (20**  

## It) **in length.**  

### Auxiliary **Power Unit**  **(APU) With**  **engine 1**  **or 4**  **inoperative the**  **APU must**  **be serviceable**  **and running**  **with the**  **APU generator**  **switched ON**  **and the**  **main engine**  **generator of**  **the inoperative engine**  **switched OFF.**  

### Electrical **System Circuit**  **Breakers CB(s)**  **for ACt**  **Galley(s) must**  **be pulled**  **or selected**  **to SHED,**  **if fitted.**  

### Engines **Condition of**  **Engines Prior**  **to flight,**  **the configuration**  **of the**  **inoperative engine**  **mJst be**  **established. The**  **inoperative engine**  **may be**  **permitted to**  **windmill or**  **may be**  **locked in**  **an approved**  **manner, in**  **accordance with**  **AMM Chapter**  **71-00-00, dependent**  **upon the**  **condition of**  **the engine.**  **Air Supply**  **ENG AIR**  **of the**  **inoperative engine**  **must be**  **selected OFF**  **throughout the flight.**  **Reduced or**  **Flexible Thrust**  **Take-off Use**  **of reduced**  **or flexible**  **thrust procedures**  **is not**  **permitted. Thrust**  **Lever** 

### of **an Inoperative**  **Engine The**  **thrust lever**  **of an**  **inoperative engine must**  **remain In**  **the FUEL**  **OFF position**  **throughout the**  **flight if**  **no air**  **start is**  **to be**  **made.** 

### Flight **Controls Take-off**  **Flap Setting**  **Only Flap 18'**  **or Flap**  **24' shall**  **be used**  **for take-off.**  

### Ice **and Rain**  **Protection Engine**  **Ant-ice ENG**  **ANT-ICE of**  **the inoperative**  **engine must**  **be selected**  **OFF throughout**  **the flight.**  

### SECTION **3** 

### - **NORMAL PROCEDURES**  **AND HANDLING**  **Take-off Take-off**  **Procedure It**  **is recommended**  **that the**  **aircraft should**  **not be**  **operated from**  **a wet**  **runway less**  **than 45**  **m (1**  **50** 

## It) **wide. As**  **nosewheel steering**  **is required**  **to augment**  **directional control,**  **the take-off**  **should be**  **made from the left-hand**  **seat if**  **nosewheel steering**  **is not**  **available on**  **the right-hand**  **side. Select**  **the take-off**  **flap setting**  **(1 8'**  **or 24**  **') appropriate**  **to the**  **prevailing aerodrome**  **conditions and**  **the scheduled performance**  **data. Set**  **the elevator**  **trim appropriate**  **to the**  **aircraft centre**  **of gravity (see**  **AFM Section**  **3, NORMAL**  **PROCE DURES**  **AND HANDLING, Take-off),**  **figure titled,**  **Elevator Trimmer**  **Setting for**  **Take-off.**

**AFM5.1-E2136 Document**  **No. BAE 5.1**  **Appr oved** **Aircraft Flight**  **Manual APPENDICES**  **BAe 146-200**  **E21 36**  **Appendix 4**  **Set the**  **rudder trim**  **1/2 division**  **away from**  **the inoperative**  **engine. Set**  **aileron trim**  **to neutral.**  

### 7-004-00 **Jul 19/12**  

# ) **Page 7**

**Determine and**  **display the**  **relevant scheduled**  **speeds from**  **Figure 12**  **and Figure**  **13 of**  **this Appendix**  **as appropriate.**  **Determine and display**  **N ,**  

### REF**· Take-oft**  **and Climb-out**  **When all**  **other take-off**  **preparations are**  **complete, advance**  **the thrust**  **lever of**  **the asymmetric**  **live engine**  **to achieve**  **N1REF and**  **mark the**  **position of**  **the rear**  **edge of**  **the thrust**  **lever on**  **the quadrant.**  **Retard the**  **thrust lever of**  **the asymmetric**  **live engine to achieve**  **50%** 

### N1• **Advance the thrust levers**  **of the**  **symmetric live engines to**  **achieve** 

### N1REF**· When**  **the symmetric**  **live engines**  **are set**  **at take-off power**  **and the**  **asymmetric live**  **engine is**  **set at**  **50%** 

### N1, **start the**  **elapsed time**  **clock and**  **release the**  **brakes. Initially,**  **maintain directional**  **control with**  **nosewheel steering.**  **By 50-60**  **kt directional**  **control should normally**  **be possible**  **by use**  **of the**  **rudder, but**  **nosewheel steering**  **may be**  **further required as**  **the asymmetric**  **live engine**  **is accelerated, particularly**  **if this**  **is an**  **outboard engine.**  **During the**  **take-off roll**  **maintain the**  **control handwheel forward**  **of the**  **neutral fore**  **and aft**  **position and**  **apply handwheel**  **deflections as**  **required to**  **maintain wings**  **level. If**  **the runway**  **is dry,**  **at 60 kt advance**  **the thrust**  **lever of**  **the asymmetric**  **live engine to**  **reach the**  

### N**1 REF**  **mark by**  **70 kt**  **in order**  **to achieve**  **take-off power**  **by 80**  **kt. If**  **the runway**  **is wet**  **these speeds**  **should be**  **increased by**  **1 0 kt.**  **Maintain directional**  **control by**  **normal use**  **of the**  **rudder, assisted**  **as necessary by**  **nosewheel steering.**  **Full rudder**  **plus nosewheel**  **steering will**  **be required**  **during the**  **initial take-off**  **roll. It**  **may also**  **be necessary**  **to augment**  **full rudder**  **with nosewheel**  **steering during**  **acceleration of the**  **asymmetric engine,**  **but even**  **under adverse**  **conditions rudder**  **alone should**  **be adequate**  **for directional**  **control by**  **100 kt. Monitor**  **engine indications**  **throughout the**  **take-off. Up**  **to** 

### V", **abandon the**  **take-off if**  **engine failure**  **of an**  **operating engine**  **is suspected**  **(Refer to**  **ABNORMAL PROCEDURES**  **within this**  **Appendix). On**  **reaching V"**  **commence a**  **smooth continuous**  **rotation that**  **will establish,**  **in about**  **4 seconds,**  **the attitude**  **required to**  **achieve** 

### V2. **When a**  **positive rate**  **of climb is**  **confirmed, retract**  **the landing**  **gear and**  **maintain the**  **speed at,**  **or above**  

### V2• **If an**  **operating engine**  **fails after**  **ENG AIR**  **switches have**  **been selected**  **ON, select**  **ENG AIR**  **to OFF**  **until reducing**  **power to**  **maximum continuous. When**  **at or**  **above 400**  **It, and**  **clear of**  **close obstacles,**  **allow the**  **aircraft to**  **accelerate through**  **the standard**  **Flap Retraction**  **Airspeed Schedule**  **detailed below.**  **FLAP RETRACTION**  **AIRSPEED SCHEDULE**  **Flap Selection**  **Take-off Flap**  **Setting 24°**  **1 8**  **° Select**  **Flap 18**  **o** 

### V2+ **10 kt**  

### - **Select Flap**  **0 o**  

### V**FTO V** **FTO When**  **flaps are**  **retracted, select**  **CLIMB power**  **and continue**  **the acceleration**  **to the**  **required en-route**  **climb speed.**  **During take-off**  **a fuel**  **asymmetry will**  **occur. When**  **the take-off**  **is complete,**  **balance fuel**  **in accordance**  **with AFM**  **Section 4,**  **ABNORMAL PROCEDURES,**  **Fuel Asymmetry**  **Between Wings** 
**.**

**AFM5.1·E2136 Document**  **No. BAE**  **5. 1**  **Approved Aircraft**  **Flight Manual**  **APPENDICES 7-**  **004- 00**  **BAe 14** **6-20 0**  **Jul 19/12**  

# I **Page** 

### 8 **E2136 Appendix**  **4** 

### Ice **and Rain**  **Protection General**  **To reduce**  **the possibility**  **of damage**  **to the**  **inoperative engine,**  **dispatch or**  **flight into**  **known icing**  **conditions should**  **be avoided.**  

### SECTION **4** 

### - **ABNORMAL PROCEDURES**  **Aircraft Handling**  **Rejected Take-off**  **Following Failure**  **of an**  **Operating Engine**  **Up to**  

## V" **abandon the**  **take-off if**  **failure of**  **an operating**  **engine is**  **suspected. If**  **the decision**  **is made**  **to abandon**  **a take-off,**  **immediately: Retard**  **the thrust**  **levers to**  **IDLE. Apply**  **maximum wheelbraking.**  **Select the airbrake lever**  **to the**  **LIFT SPLR**  **position. WARNING**  **Abandoning the**  **take-off at**  **V" could**  **result in**  **an over**  **run off**  **the end**  **of the**  **runway.**

**Take-off and**  **Climb-out Following**  **Failure of**  **an Operating**  **Engine If**  **an operating**  **engine fails after**  

## V", **oppose thrust**  **asymmetry with**  **rudder. Maintain**  **speed at,**  **or above**  

## V2 **and, when**  **a positive**  **rate of**  **climb is**  **confirmed, retract**  **the landing**  **gear. If**  **an operating**  **engine fails**  **when an**  **airspeed greater**  **than V2**  **has already**  **been achieved,**  **maintain the**  **achieved speed**  **until the**  **acceleration height**  **is reached.**  **During the**  

## V2 **climb the**  **recommended technique**  **is to**  **maintain wings**  **level and**  **slip ball**  **centred. However,**  **under some**  **conditions a**  **small amount**  **of bank**  **away from**  **the unserviceable**  **engine may**  **also be**  **required for**  **constant heading.**  **Continue the**  **climb at**  **or above**  

## V 2 **to the**  **acceleration height,**  **then commence**  **a level**  **acceleration through**  **the standard**  **flap retraction**  **airspeed to**  **the final**  **take-off climb**  **speed** 

## (V**no). Continue**  **the climb**  **at** 

## V**Fro to**  **1 5 0** **0 ft**  **above aerodrome**  **level, or**  **higher if**  **required. Reduce**  **power to**  **Maximum Continuous**  **after 5**  **minutes fro:n**  **.start of**  **take-off roll.**  **The recommended**  **acceleration height**  **is related**  **to the heights**  **used in**  **showing obstacle**  **clearance in**  **the net**  **flight path**  **calculations. The**  **acceleration should**  **be carried**  **out at**  **the net**  **height given**  **by these**  **calculations, subject**  **to a**  **minimum of**  **4 0 0**  

## It **above aerodrome**  **level and a**  **:ninimum clearance**  **of 15** **0 ft**  **over any**  **obstacle under**  **the level**  **segment of**  **the net**  **flight path.**  **Do not**  **select ENG AIR to**  **ON until the net**  **take-off flight**  **path has**  **been completed.**  

### Engines **Air Start**  **of an**  **Inoperative Engine**  **which has**  **a Failed**  **Starter Motor**  **During a**  **ferry flight**  **with one**  **engine inoperative,**  **an attempt**  **may be**  **made to**  **air start**  **an engine**  **which has**  **a failed**  **starter motor,**  **but is**  **otherwise serviceable**  **(Refer to**  **AFM Section**  **4, ABNORMAL**  **PROCEDURES, Engine)**  **In -flight**  **Start procedure.** 

**AFM5.1 -E2136**  

### Document **No. BAE**  

### 5.1 **Appro ved** **Aircraft Flight**  **Manual APPENDICES**  

### 7-004-00 **BAe 146-** **2 0 0**  **E21 36**  **Appendix** 

### 4 **Jul 191** **12** 

# j **Page 9**  

### SECTION **5 ·**  

### EMERGENCY **PROCEDURES No**  **change to**  **this Section.**  

### SECTION **6 •**  

### PERFORMANCE **Performance General**  **Configuration One**  **engine is**  **inoperative throughout**  **the flight.**  **The engine**  **may be**  **windmilling or**  **may be**  **locked by**  **an approved**  **method. Take-off**  **Flap Only**  **flap settings**  **of 18'**  **or 24**  **' may**  **be used**  **for take-off.**  

### General **·** 

### Speeds **Minimum Control**  **Speeds The**  **Minimum control**  **speed in**  **free air**  

## (VMcAl **with two**  **engines inoperative**  **on the**  **same side**  **is 112**  **kt lAS**  **with Flap**  **18' and**  **108 kt**  **with Flap**  **24 '.**  **These speeds**  **only apply**  **up to**  **ISA +8**  **'C at**  **sea level**  **and reduce**  **with increase**  **in altitude**  **and temperature.**  **The minimum control**  **speed on**  **the ground**  

## (VMcal **with the**  **adjacent serviceable engine**  **failing is**  **always less**  **than the**  **scheduled rotation**  **speed.** 

### Calculation **of Take-off**  **Weights and**  **Speeds The**  **charts in**  **this appendix**  **allow the**  **calculation of**  **take- off**  **weight based**  **on WAT**  **limits ,**  **field length available**  **and net**  **flight path.**  **The performance**  **is based**  **on the**  **procedures given**  **below. It**  **is assumed**  **that one**  **of the**  **serviceable engines**  **will fail**  **at 35**  **ft, and**  **that the**  **aircraft climbs**  **to 1**  **5 0 0**  **tt on**  **two engines.**  **Associated Conditions**  **The performance**  **is based**  **on the**  **following assumptions:**  **Engines ..........................**  **....... ........**  **......... .................**  **Two engines**  **are at**  **Maximum Take-off**  **power as**  **appropriate for**  **ENG ANT-ICE selection. The**  **thrust of**  **the asymmetric**  **engine is**  **controlled as**  **described under Take-off Technique**  **within this**  **Appendix. Engine**  **Air Bleeds**  **........................ ........................**  **... All**  **air bleeds**  **off unless**  **allowance is**  **made for**  **ENG ANT-ICE**  **(see below).**  **Flap .........................................**  **..................... ...........**  **Take-off setting**  **'1 8'**  **or 24**  **'. Landing**  **Gear .......**  **........ ..**  **.. ..**  **... ......**  **............ .......**  **... ...**  **. . .**  **Retraction selected**  **3 seconds**  **after lift-off.**  **Runway ..............**  **................ ......**  **...... .........................**  **Paved runway.**  **Take-off Technique**  **Engine thrust**  **is consistent**  **wiU1 Section**  **3, Normal**  **Procedures of**  **this Appendix**  **and assumes**  **the asymmetric**  **engine does**  **not achieve**  **full thrust**  **until 80**  **kt on**  **a dry**  **runway or**  **90 kt**  **on a**  **wet runway.**  **Rotation is**  **initiated at**  **speed** 

## V**R: climb away**  **is made**  **to achieve**  **the take-off**  **safety speed** 

## V**2 appropriate**  **to the**  **flap setting**  **at 35**  **ft. Retraction**  **of the**  **landing gear**  **is selected three seconds**  **after lift-off.**  **Effect of**  **Engine Ant-Ice**  **on Take-off**  **Weight Calculations**  **To obtain**  **the effect**  **of the**  **ENG ANT** **-ICE on**  **the take-oft**  **weight add**  **12'C to**  **the actual**  **air temperature**  **before entering**  **the take-oft**  **figures.**

**AFMS. 1·E2136**  **Document No. BAE**  

### 5.1 **Approved A**  **ircraft Flight**  **Manual APPENDICES**  **7-004-00 BAe**  **146- 200**  **E2136 Appendix**  

### 4 **Jul 19** **/12** 

# J **Page 10**  **Wind Grids**  **The wind**  **grids are**  **factored in**  **such a**  **way that**  **an effect**  **of not**  **more than**  **50% of**  **headwinds and**  **not less**  **than 150%**  **of tailwinds**  **is obtained.**  **Reported winds**  **may therefore**  **be used**  **directly in**  **the wind**  **grid. When**  **a take-off**  **is to**  **be made**  **into a**  **headwind exceeding**  **40 kt,**  **the graphs**  **are to**  **be read**  **at 40**  **kt. Take-off**  **Weight· Altitude·**  **Temperature Curves**  **Figure 2**  **shows the**  **maximum weight**  **for altitude, temperature**  **and flap**  **angle, as**  **limited by**  **climb gradient.**  **This maximum**  **weight ensures**  **that the**  **following gross**  **gradients are**  **achieved with**  **two engines**  **operating on**  **the same**  **side: 1.**  **5% in**  **the second**  **segment at**  **400** 

### ft. **1. 0%**  **(or the**  **equivalent horizontal**  **acceleration) above**  **400ft. 1.** **2% in**  **the 1inal**  **take-off climb**  **at 1**  **500ft. Take-off**  **weight is**  **not limited**  **by tyre**  **rolling speeds.**  **Take-off Distance**  **Figure 2**  **or Figure**  **3 gives**  **the maximum**  **take-off weight for**  **the available**  **take-off distance. The**  **performance is**  **based on**  **the take-off**  **distance with**  **all serviceable**  **engines operating**  **throughout, multiplied**  **by a**  **factor of**  **1. 1 8**  **. To**  **determine the**  **maximum take-off**  **weight enter**  **Figure 2**  **or Figure**  **3 for**  **the appropriate**  **flap setting**  **with altitude**  **and temperature**  **and move**  **to the**  **reference line**  **of the**  **top right**  **hand grid.**  **Enter again at**  **the bottom**  **with take-off**  **distance available,**  **go through**  **the runway**  **condition, wind,**  **gradient and**  **flap correction**  **grids and**  **read off**  **maximum take-off**  **weight on**  **the right**  **hand side**  **as illustrated**  **by the**  **example lines.**  **If the**  **runway is**  **wet, follow**  **the dry**  **to wet**  **correction grid**  **also. Accelerate**  **Stop Distance**  **(Information Only)**  **Figure 4**  **or Figure**  **5 give**  **the accelerate-stop**  **distance required for**  **a given**  **V1N". This**  **data does**  **not determine**  **the permissible**  **take-off weight**  **but is**  **provided to**  **give information**  **to the**  **crew. It**  **may be**  **used to**  **determine the**  **distance required**  **to stop**  **from a**  **given speed**  **or to**  **find the**  **maximum speed**  **from which**  **a stop**  **can be**  **made. It**  **must not**  **be assumed**  **that a**  **take-off could**  **be continued**  **from this**  

### V1 **if a**  **second engine failed.**  

### Take-off **- Net**  **Take-off Flight**  **Path Net**  **Take-off Flight**  **Path Figure**  **6, Figure**  **7, Figure**  **8, Figure**  **9, Figure**  **10 and**  **Figure 11**  **give the**  **data from**  **which the**  **take-off flight**  **path can**  **be constructed.**  **The figures**  **are used**  **in a**  **similar manner**  **to those**  **in AFM**  **Section 6,**  **PERFORMANCE, Take-off·**  **Net Take-off**  **Flight Path,**  **except that**  **the third**  **segment acceleration**  **distance, Figure**  **9 is**  **not based**  **on the**  **reference climb**  **gradient and**  **the fifth**  **segment is**  **omitted. The**  **data assumes**  **that one**  **of the**  **serviceable engines**  **fails at**  **35 ft.**  **Flap retraction**  **follows the**  **normal schedule**  **and final**  **take-off speed**  **is given**  **in AFM**  **Section 6,**  **PERFORM ANCE,**  **Take-off· Net**  **Take-off Flight**  **Path, figure**  **titled, Final**  **Take-off Climb**  **Speed. Under**  **some conditions**  **the 5**  **minute limit**  **on take-off**  **power may**  **expire before**  **final take-off**  **speed is**  **reached; the**  **acceleration is**  **then completed**  **on Maximum**  **Continuous Power.**  **Take-off Speeds**  **Take-off speeds**  **are given**  **on Figure**  **12 and**  **Figure 13.**  **In the**  **ferrying case**  **the speeds**  **are set,**  **in most**  **areas, by**  **the requirement**  **for a**  **margin between**  

### V" **and** 

### V**MCA ·** 

**AFM5.1-E2136** 

### Document **No.** 

### BAE **5.1 Approved** **Aircraft Flight**  **Manual APPENDICES**  **7-004-00 BAe**  **146- 200**  **Jul 1 9** **/12** 

# J **Page 11**  **E2136 App** **e ndix**  **4** 

### En-Route **En-route Flight**  **With two**  **engines operating**  **the aircraft**  **shall, at**  **every point**  **on its**  **route or**  **planned diversions**  **therefrom, be**  **not more**  **than 660**  **nautical miles**  **(two hours**  **flying at**  **330 kt)**  **from an**  **aerodrome at**  **which it**  **can comply**  **with the**  **landing distance**  **requirements. The**  **aircraft shall,**  **in the**  **event of**  **one of**  **its serviceable**  **main engines**  **becoming inoperative at**  **any point**  **on its**  **route or**  **planned diversions therefrom and**  **in the**  **expected meteorological**  **conditions, be**  **capable of**  **: continuing**  **the flight**  **to an**  **aerodrome at**  **which it**  **can comply**  **with the**  **landing distance**  **requirements, clearing**  **all obstacles**  **lying within**  **five nautical**  **miles on**  **either side of**  **the intended**  **track by**  **a vertical**  **interval of**  **at least**  **2 000**  

### It, **and achieving**  **a net**  **gradient of**  **climb not**  **less than**  **zero at**  **a height**  **of 1**  **500** 

### It **above the**  **aerodrome on**  **arrival. The**  **ability of**  **the aircraft**  **to comply**  **with the**  **limitations shall**  **be assessed**  **by using**  **the net**  **gradient of**  **climb with**  **two engines**  **operating given**  **on Figure**  **14 as**  **appropriate to**  

### the **conditions, provided that it**  **shall not**  **be assumed**  **that the**  **aircraft will**  **be flying**  **at an**  **altitude exceeding**  **the maximum**  **relight altitude**  **given in**  **AFM Section**  **2, liMITATIONS,**  **Engine. Figure**  **14 contains**  **data for**  **use in**  **assessing compliance**  **with the**  **operating regulaf;ons**  **to en-route**  **flight.**
**Associated Conditions:**  **Engine .............**  **........ ....................**  **................ ...........**  **Two engines**  **operating at**  **maximum continuous**  **power. Cabin pressurization**  **................ ..................**  **............ On**  **Engine and**  **airframe ant-ice**  **..... ..........................**  **... Off**  **or On**  **Flap .............**  **....................... ....................................**  

### oo **(Fully retracted)**  **Landing gear**  **......... ......**  **............. ......**  **........................ Retracted**  **Airspeed ..........**  **............ ...........................................**  **En-route climb speed**  **given by**  **AFM Section**  **6, PERFORMANCE,**  **En-route, figure**  **titled, En-route**  **Climb Speed. If**  **the aircraft**  **has been**  **in icing**  **conditions and**  **there is**  **ice remaining**  **on the**  **airframe after**  **use of**  **the ant-ice**  **system, the**  **climb gradients**  **given on**  **Figure 14**  **are reduced**  **by 2.**  **4% .**  

### Landing **Calculation of**  **Landing Weight**  **WAT Limits**  **The maximum**  **landing weight**  **is equal**  **to the**  **take·off weight**  **given on**  **Figure** 

### 1 **for Flap**  **24'. At**  **this weight**  **the landing**  **climb performance is**  **not limiting,**  **even with**  **ice on**  **the airframe.**  **Landing Field**  **Length The**  **normal landing**  **field lengths**  **given in**  **AFM Section**  **6, PERFORM** **ANCE ,**  **Landing, figure**  **titled, Maximum**  **Landing Weight**  **for Landing**  **Distance Available**  **· Flap**  **33', are**  **also applicable**  **to ferrying**  **with one engine inoperative.**  

### FIGURES

**AFM5.1·E2136 Document**  **No. BAE**  

### 5.1 **Approved**

### 1-

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### Aircraft **Flight Manual APPENDICES**  **7- 004-0**  **0 BAe**  **146-200 E2136**  

### Appendix **4 Jul**  **19/12** 

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**AFM5.1-E2136 Document**  **No. BAE**  

### 5.1 **Approved Aircraft**  **Flight Manual**  **BAe 146-2{10**  **E2136**

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**10 7-004-00**  **Jul 19112**  **Page 13,14** 

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**J\Fr.46.1·E2136 Document**  **No. BAE 5.1**  **Approved '** **Aircraft Flight**  **Ma11ua1 BAe146·200**  **E2136 APPENDICES**  **Appendix 4** 

**AIR TEMPEIIA"fURE**  **• 00:: 7-01)4-00**  **Jul 19112**  **Page 15,16** 

**One Engine**  **lnop ·Maximum**  **Take-off Weight**  **lor rake-off**  **Distance Available-**  **Flap 24"**  **Figure 3** 

**AFM5.1·E2136 Document**  **No. BAE**  **5.1 Approved**  **H�IIYI� TA��- Off**  **DISTA�� A�AILABLE**  **- T�QUSAND$**  **OF FEET** **APPENDICES 7·004-00**  **Aircraft Flight**  **Manual BAa**  **146·200 E2136**  **Appendix 4**  **Jul 19/12**  **Page 17,18** 

**AFMa 1·E2136**  **One Engine**  **Jnop Accelerate·**  **Stop Dislanca**  **Required· Flap**  **ta• Figure**  **4**
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**i\FM5.1-E21J6 One**  **Engine lnop- Accelerate-Stop**  **Distance Required**  **• Flap**  **24" Figure**  **5**

**Document No.**  **BAE 5.1**  **Approved I**  

## I **I AimraU**  **Fl ig** **h t**  **Manual APPENDICES**  **7-004-00 BAe**  **146-2{]0** 

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**Approved Aircraft**  **Flight Mar�ual**  **BAa 146-200**  **E2136 APPENDICES**  **Appendix 4**  **7-004-00 Jul**  **19112 Page**  **23,24**

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**AFM�.1·E213G Document**  **No, BAE 5.1**  **Approved** 

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**O&STACLE DISTANCE**  **FROM REFERENCE**  **ZERO -**  **THOUSANDS OF**  **FEET One**  **Engine Jnop**  **- Net**  **Flight Path**  **- Second**  **Segment Distant**  **OIJstacles Figura**  **f.l**

**AFM5.1·62136 Document No.**  **BAE 5.1**  **Approved AIR**  **TEMPERATURE - °C**  **WEIGHT -**  **THOUSANDS OF**  **LB**
**01m Ertglne**  **Jnop -**  **Net Flight**  **Path -**  **Third Segment**  **- Net**  **Acceleration Distance.**  **Figure 9** 

**AFMa. 1-E2136**  **Document No.**  **BAE 5.1**  **Approved FLAP**  **ANGLE ·DEGREES**  **TAIL HEAD** 

**REPORTED WIND**  **COMPONENT**

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**WEIGHT -**  **THOUSANDS OF**  **Lll**
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**Documenl No.**  **BAE 5,1**  **Approved TAIL**  **HEAD REPORTED**  **WIND COI.II PONI!:NT** 

**-ICNOTS Aircraft**  **Flight Manual**  **BAe 146·200**  **E2136**

**AFM5.1·F.2136 APPENDICES**  **Appendix 4** 

**One Engine**  **lnop- Radius cl**  **Steady Turn**

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**Document No.**  **BAE 5.1**  **7-004-00 Jul**  **19112 Page**  **31,32**

**Approved Aircraft**  **Flighl Manual**  **BA e**  **148·200 E213S** 

**A.FM5.1-E21�6 APPENDICES**  **Appendix 4** 

**One Engine**  **1nop •**  **Take·off Speeds· Flap 1a�** 

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**Document No.**  **BAE 5.1**  **7-004-00 Jul**  **19112 Pag** **e 33,34** 

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**Document No. BAE**  **5.1 Approved** 

# 1**j 1**  **I APPENDICES**  **7-004-00 Appendix**  **4 Jul**  **19112 Page**  **37,38**

**One Engine**  **lnop - En-roula**  **Nat Gradient**  **of Climb**  **Two Engines**  **Inoperative- Flap**  **o• FigU/a**  **14**

**AFMD.1·E2136 Document**  **No. BAE 5.1**  **Approved "**  **• •** 

## 1. Wednesday 07/30/14

– T

-05, a P2V, went out of service at Hill AFB, UT for a fuel seep on the RH wing. I called the Helena FSDO at approximately 13:00 to discuss obtaining a SFP and attempted to speak with five different principal inspectors with no success. I then attempted to contact the FSDO maintenance supervisor and manager with no success. The only thing I could do is to leave numerous voice mails and send texts asking to be co ntacted. I finally established contact with a maintenance inspector at 15:00 and was told I would need to contact the Salt Lake City FSDO for a SFP. I explained that the Helena FSDO is our Part 137 Certificate Holding District Office and had been delegated authority by other FSDO’s in the past to issue the SFP due to our unique mission and methods of operating. He said that by the 8900.1 I had to go through SLC. I contacted the SLC FSDO only to end up having to leave a voicemail for the on

-duty mainten ance inspector. I tried to stress the importance of being able to move T

-05 to Missoula in light of our mission. I was not called back until 15:55 and was told I would be able to get a permit the next day. I explained again the mission of this aircraft and that I would lose the flight crew that evening due the next day being their contract day off. The inspector reluctantly agreed to help if it could be done by 16:30. Just after speaking with the SLC inspector, the Helena FSDO manager along with the ma intenance inspector I had spoken with earlier called. The manager had been able to speak with the SLC manager and got permission to issue the SFP. With that I sent the completed application via email and got the permit at 16:46. I then notified the SLC inspector that the Helena FSDO has been given authority to issue the permit.

2. Friday, 07/11/14

– T

- 10, a BAe

- 146, went out of service at Moses Lake, WA for the #4 engine surging at various power settings. After several repair attempts and operational c hecks, it was determined at approximately 18:00 that the engine would have to be R&R’d. The aircraft AFM contains a procedure for ferry flight with one engine inoperative, but being that we would be operating under Part 91, we are required to obtain a SFP
. Being that the FSDO’s close at 16:30, I contacted our assigned PMI via cell phone to explain the situation. He agreed to issue the SFP the next morning since he would be stopping by the FSDO anyway. We did get the SFP on Saturday morning and moved the tanker to Missoula.

3. Sunday, 08/25/13

– T

-41, a BAe

- 146, went out of service at Moses Lake, WA for the #1 engine surging at certain power settings. After several repair attempts and operational checks, it was determined that the engine would have to be R&R’d. The aircraft AFM contains a procedure for ferry flight with one engine inoperative, but being that we would be operating under Part 91, we are required to obtain a SFP. I was unable to contact anyone at the Helena FSDO by cell phone. I attempted to contact the Seattle FSDO and the Spokane FSDO hoping that they would have an on

-call inspector I could contact, but there was no selection in the phone menu for that. I then tried the Boise FSDO with the same results. The aircraft sat out of service until Monday morning when I was able to get a SFP to move the aircraft to Missoula.

4. Wednesday, 08/20/14

– T

- 10, a BAe

-146 went out of service at Redding, CA for the #1 engine full flow chip detector having excessive metal chips and residue on it. Per the AMM, the engine module is required to be torn down to determine the cause, so an engine change was required. The aircraft AFM contains a procedure for ferry flight with one engine inoperative, but being that we would be operating under Part 91, we are required to obtain a SFP. I contacted the Sacramento FSDO at 11:47am and tried to speak with two different PMI’s, with being put into voicemail each time. Having left a voicemail, I then retried contact again at 12:20pm, with the same result. At 12:25p m, I contacted the Helena FSDO and tried both our assigned PMI and PAI, with neither being available. At 12:52pm the Sacramento PMI returned my call and I was able to email the SFP request to him.

## While we were speaking, the PMI asked if the aircraft was on a Part 137 certificate, which I confirmed was true. At that point he said he would issue the SFP once he called the Helena FSDO to get permission. I started to explain that we were Part 91 operations, but he interjected that it was in the handbook th at he had to get the Helena FSDO to allow him to issue a SFP. In reference to item #1 above, where I was told that I had to apply for a SFP through the local FSDO per the handbook, I was now told the reverse is required per the handbook.