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 aircraft 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 

company 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 in 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. (Attachment 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 137 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 maintenance 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 retained 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 selfissuance 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. Only the Pilot and Co-Pilot are permitted on the aircraft for the intended ferry flight.

2. A copy of this permit must be on the aircraft during the flight.

3. Flight 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

into 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

limitations 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

shall not be less than those required for VFR. The flight shall be made by the most direct and

expeditious route consistent with the aircraft operating limitations and weather.

Additional Limitations

DRAFT








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 146-200 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 ngines................ ... ........................................................... .................................................................. 6 

Condition of Engines...................................................................................................................... 6 

Air Supply....................................................................................................................................... 6 

Reduced or Flexible Thrust Take-off.............................................................................................. 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 Engine............................................... 8 

Engines .... ......... ....... .................... ..... .... ................... ....... ... .. .. ..... ......... ....... .. ... . .. . ....... .. .... .... .. ..... ... ..... 8 

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

SECTION 5- EMERGENCY PROCEDURES..... ..................................................................................... .. 9 

SECTION 6 - PERFORMANCE.................................... . .............................. ............................................... 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 146-200 

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 (150 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 

PROCEDURES AND HANDLING, Take-off), figure titled, Elevator Trimmer Setting for Take-off. 

AFM5.1-E2136 Document No. BAE 5.1 Approved 
Aircraft Flight Manual APPENDICES 

BAe 146-200 

E2136 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 N1REF 

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° 18° 

Select Flap 18 o V2+ 10 kt -

Select Flap 0 o VFTO VFTO 

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 146-200 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 VFro to 1 5 00ft 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 00 It above aerodrome level and a :ninimum clearance of 15 0ft 

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 Approved 
Aircraft Flight Manual APPENDICES 7-004-00 

BAe 146-2 00 

E21 36 Appendix 4 Jul 19112 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 00 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 '18' 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 
Aircraft 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, PERFORMANCE, 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 

VMCA· 

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 Appendix 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, PERFORMANCE, 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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UAircraft Flight Manual APPENDICES 7-004-0 0 

BAe 146-200 

E2136 Appendix 4 Jul 19/12 I Page 12 

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Figure 1 

. .· .. .. ;--: . ; 

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AFM5.1-E2136 Document No. BAE 5.1 Approved 
Aircraft Flight Manual 

BAe 146-2{10 

E2136 

:,. 

-� 

APPENDICES 

Appsndtx 4 

10 

7-004-00 

Jul 191 Page 13,14 

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Figure 2 

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 

Aircraft Flight Manual APPENDICES 7·004-00 

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 

Dccumant Nc. BAE 5.1 

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Aircraft Flight Manual APPENDICES 7·004-00 

BAa 146-200 

E2136 Appendix 4 Jul 19/12 Page 19,20 

i\FM5.1-E21J6 

One Engine lnop- Accelerate-Stop Distance Required • Flap 24" 

Figure 5 

Document No. BAE 5.1 Approved 

I 

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AimraU Flight Manual APPENDICES 7-004-00 

BAe 146-2{]0 f-----:---

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Figure 6 

Document No. BAE 5.i 

..•. ·

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'lo ·,,. 

WEIGHT � ·rHOUSANOS OF LB FLAP ANGLE - DEGREES 

Approved 

Aircraft Flight Mar�ual 

BAa 146-200 

E2136 

APPENDICES 

Appendix 4 

7-004-00 

Jul 191 Page 23,24 

15 20 25 30 

Dl!l.TANC:E FIIOM REFBRSNC:E ZERO 

One Engine lnop - Net Right Path- First and Seoond Segment- Close Obstacles 

Figure 7 

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

t I 

Aircratt Flight Manual 

BAa 146-2{)0 

E2136 

APPENDICIOS 

Appendix 4 

7-004-00 

Juf 19112 Page 25,26 

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 

·KNOTS ., 

" 

0 

• 

0 

I ' 

• 

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� 

0 

Altcra1t Flight Manual 

BAe 146-200 

E2136 

APPENDICES 

App&ndlx 4 

AIR TEMPERATURE - oc 

7-004-00 

Jul 19112 Page 29,30 

WEIGHT - THOUSANDS OF Lll 

One Engine lnop -Net Flig:Jt Path- Fourth Sefrllent-Net Climb Gradient· Flap o• 

Figure to 

Documenl No. BAE 5,1 Approved 

TAIL HEAD 

REPORTED WIND COI.IPONI!:NT 

-ICNOTS 

Aircraft Flight Manual 

BAe 146·200 

E2136 

AFM5.1·F.2136 

APPENDICES 

Appendix 4 

One Engine lnop- Radius cl Steady Turn 

Figure 11 

Document No. BAE 5.1 

7-004-00 

Jul 19112 Page 31,32 

Approved 

Aircraft Flighl Manual 

BAe 148·200 

E213S 

A.FM5.1-E21�6 

APPENDICES 

Appendix 4 

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

Figure 12 

Document No. BAE 5.1 

7-004-00 

Jul 19112 Page 33,34 

Approved 

Airc�!;����:nual ----A IC"'=:_ ____ +--,-,-

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E2136 App9ndlx 4 Jul 19112 Page 35,36 

AFM6,1·E213<1 

One Engine lnop. Take-off Speeds· Flap 24° 

Figure 13 

Document No. BAE 5.1 Approved 

1 

j1 

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 

contacted. 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 maintenance 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 maintenance 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 checks, 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 12:25pm, 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 that 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.