Air Tractor, Inc.

Section -0-
502XP Airplane Flight Manual Introduction

TABLE OF CONTENTS

SECTION TITLE PAGE NO.

1 General 1-1

2 Limitations 2-1

3 Emergency Procedures 3-1

4 Normal Procedures 4-1

5 Performance 5-1

6 Weight & Balance/Equipment List 6-1

7 Airplane & Systems Description 7-1

8 Airplane Handling, Service, & Maintenance 8-1

9 Safety and Operational Tips 9-1

10 Supplements 10-1

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SECTION 1 - GENERAL

1.1 INTRODUCTION ............................................................................................................................................. 1-1

1.1.1 General ..................................................................................................................................................... 1-1
1.1.2 Revisions .................................................................................................................................................. 1-2
1.1.3 Warnings, Cautions and Notes ................................................................................................................. 1-2
1.2 THREE VIEW DRAWING ............................................................................................................................... 1-3
1.3 ENGINE AND PROPELLER DATA ................................................................................................................ 1-4
1.4 FUEL............................................................................................................................................................... 1-4
1.5 OIL .................................................................................................................................................................. 1-5
1.6 MAXIMUM WEIGHTS .................................................................................................................................... 1-5
1.7 TYPICAL AIRPLANE WEIGHTS .................................................................................................................... 1-6
1.8 CAPACITIES AND LOCATIONS .................................................................................................................... 1-6
1.9 SPECIFIC LOADINGS ................................................................................................................................... 1-6

1.1 INTRODUCTION

1.1.1 General

This manual includes the material required to be furnished to the pilot by the Federal Aviation Regulations and
additional information provided by Air Tractor and constitutes the FAA Approved Airplane Flight Manual.

The subject of this manual is the 502XP, which is the common name for the Air Tractor model AT-502A when
equipped with the Pratt & Whitney PT6A-140AG turboprop engine. The term "502XP" will be used exclusively in
this manual when referring to this airframe and engine combination.

The content of this manual is divided into sections that are listed in the Table of Contents. Unless otherwise
stated, all of the data contained in this manual is FAA Approved as indicated by the approving signature present
on the List of Effective Pages of this manual. The first page of each section will contain a statement indicating
the FAA approval status of that section.

The information contained in this section (Section 1) is Manufacturer's supplemental data and does not require
FAA Approval. This is supplemental data of general interest to the pilot of the 502XP aircraft.

The pilot and operator have an obligation to maintain and operate this aircraft in a safe, professional, and
conservative manner in accordance with the Air Tractor Airplane Flight Manual, Owners Manual, and Air Tractor
issued service information. In addition, the engine, propeller, and other installed equipment should be
maintained and operated in accordance with the applicable documents. These actions will assure that a high
level of safety is attained.

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General 502XP Airplane Flight Manual

1.1.2 Revisions

This document is structured so that each section is self-contained. When a change is made to any page of a
section, that entire section will carry the revised date. The "List of Effective Pages" at the beginning of this
manual can be used to determine the latest version of each section. When a section is revised, "change bars"
may be used in the margin to designate the paragraphs that contain changes since the last revision.

This manual is designed to be printed on the front and back of each page. The only pages within this manual
that are designed to be printed one-sided are the cover page, the List of Effective Pages, the Table of Contents,
and the pages of Section 6 (Weight and Balance) that are specific to each individual aircraft by serial number.

It is the responsibility of the airplane owner/operator to ensure that this manual is current and includes all
published revisions. The latest revisions can be obtained by contacting any Air Tractor Authorized Dealer. The
revised pages should be inserted into the manual, replacing the obsolete pages. The obsolete pages may be
retained for reference.

1.1.3 Warnings, Cautions and Notes

The following definitions apply to WARNINGS, CAUTIONS, and NOTES found throughout this manual.

WARNING An operating procedure, technique, or maintenance practice which may result in

personal injury or loss of life if not carefully followed.

CAUTION An operating procedure, technique, or maintenance practice which may result in

damage to equipment if not carefully followed.

NOTE An operating procedure, technique, or maintenance condition which needs

emphasis.

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1.2 THREE VIEW DRAWING

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General 502XP Airplane Flight Manual

1.3 ENGINE AND PROPELLER DATA

ENGINE DATA PROPELLER DATA

(One) Pratt & Whitney PT6A-140AG (One) Hartzell HC-B4TN-3C/T10702NS

Type: Reverse Flow, Free Turbine Blades: Four (aluminum)

Turboprop
Compressor: Multi-stage (one centrifugal stage, Type: Hydraulically Actuated, Constant
three axial stages) Speed, Full Feathering, Reversible
Turbine: One axial power turbine and Diameter: 107.0 inch to 108.0 inch
one axial compressor turbine (271.8 cm to 274.3 cm)
Power Takeoff and Max Climb Power: Pitch: Low: 8.2°,
Ratings: 867 SHP @ 1900 RPM Feather: 80.7°,
Max Continuous and Max Cruise Reverse: -15.0°
Power: (Measured at 42.0 inch station)
810 SHP @ 1900 RPM (107 cm)
Note: Horsepower Ratings are for static, uninstalled, sea level,
standard day conditions.

1.4 FUEL

The approved fuels for this aircraft comply with the following specifications:

ASTM D1655-70, Jet A, Jet A1 (NATO Code F34, F35)

ASTM D6615, Jet B (NATO Code F40)
Mil-T-5624, JP-4 (NATO Code F40),
Mil-T-83133, JP-8 (NATO Code F34, F35)

If approved fuels are not available, Aviation gasoline MIL-G-5572, all grades, may be used for a maximum of 150
hours between overhauls. Operating time on Avgas is computed on the basis of quantity used and average
consumption.

When using aviation gasoline, the electric fuel boost pump must be turned
on and remain on for the duration of the flight.
WARNING:

Use of Fuel System Icing Inhibitors (FSII):

At high altitudes and/or cold temperatures, water suspended in jet fuel can form ice particles which can
accumulate and block the normal flow of fuel in the airplane’s fuel system. The use of a Fuel System Icing
Inhibitor (FSII) will prevent such blockage.

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1.4 Fuel (Continued)

A FSII can be premixed by the fuel supplier, can be mixed with fuel when off-loaded into a fuel farm, or can be
blended at the fuel nozzle during airplane fueling. The FSII (conforming to Specification MIL-I-27686) must be
blended into the airplane fuel in concentrations not less than 0.06% or more than 0.15% by volume.

FOR OPERATION BELOW 40˚F (4.4˚C), FUEL SYSTEM ICING INHIBITOR (FSII) SHOULD BE BLENDED
WITH AIRPLANE FUEL.

1.5 OIL

The approved engine oils for this aircraft comply with the following specifications:

MIL-PRF-7808 (NATO Spec 0-148)

MIL-PRF-23699 (NATO Spec 0-156)

Aircraft is delivered from the factory with one of the following Air Tractor Approved oils: Eastman/Exxon/BP 2380
Turbo Oil, Mobil Jet Oil II, or AeroShell Turbine Oil 560. Oil brand and type used is placarded on the oil access
door. Mixing or changing oil types or brands should be done in accordance with instructions in Pratt & Whitney
Canada Engine Maintenance Manual (p/n 3079582) Task 72-00-00-610-801 “Service the Engine Oil System”.

Engine Oil capacity is:

12.0 Quarts (11.4 Liters) total capacity

6.0 Quarts (5.7 Liters) usable capacity

It is recommended that the engine be filled to 1 quart below maximum to accommodate scavenging of oil
remaining in the engine.

1.6 MAXIMUM WEIGHTS

Maximum Takeoff Weight (Certificated): 8,000 lbs 3,629 Kg

Maximum Takeoff Weight
(for CAM 8 Agricultural Operations*): 10,480 lbs 4,754 Kg
Maximum Landing Weight: 8,000 lbs 3,629 Kg
Maximum Baggage Compartment Weight:
(@ Sta. +98.0 in. (+249 cm.)) 60 lbs 27 Kg
Maximum Hopper Load:
(@ Sta. +12.0 in. (+30.5 cm.)) 4,100 lbs 1,860 Kg

*Note: When operating in the Restricted Category, operators may approve higher maximum weights as permitted
by FAA Advisory Circular No. 20-33B and CAM 8. The CAM 8 Agricultural Operations weight shown above is
the weight that has been satisfactory demonstrated for operation in the Restricted Category. This is documented
on the Type Certificate Data Sheet (TCDS) #A17SW for the AT-502A. See also Air Tractor Service Letter #304
and Section 9.3 of this manual.

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1.7 TYPICAL AIRPLANE WEIGHTS

Typical Empty Weight

(with agricultural equipment): 4,900 lbs 2,223 Kg
Typical Useful Load (Certificated): 3,100 lbs 1406 Kg
Typical Useful Load
(for CAM 8 Agricultural Operations): 5,580 lbs 2,531 Kg

These weights are estimated. True aircraft empty weights will vary depending on installed equipment and
accessories.

1.8 CAPACITIES AND LOCATIONS

Hopper Capacity:
500 US Gallons @ Sta. +12.0 inches
1,893 Liters +30.5 centimeters
66.8 Cubic Feet

Baggage Compartment Capacity:

4.8 Cubic Feet @ Sta. +98.0 inches
0.136 Cubic Meter +249.0 centimeters

Hopper Rinse Tank Capacity:

18.0 US Gallons @ Sta. -28.0 inches
68.1 Liters -71.1 centimeters

Windshield Washer Tank Capacity (behind cockpit):

2.5 US Gallons @ Sta. +95.2 inches
9.5 Liters +241.8 centimeters

Windshield Washer Tank Capacity (firewall forward) (Optional):

2.5 US Gallons @ Sta. -28.6 inches
9.5 Liters -72.6 centimeters

Smoker Tank Capacity:

3.0 US Gallon @ Sta. +113.8 inches
11.4 Liters +289.1 centimeters

1.9 SPECIFIC LOADINGS

Wing Loading @ 8,000 lbs = 25.6 lbs/ft² (125 Kg/m²)

Wing Loading @ 10,480 lbs = 33.6 lbs/ft² (164 Kg/m²)

Takeoff Power Loading @ 8,000 lbs = 9.1 lbs/SHP (4.2 Kg/SHP)

Takeoff Power Loading @ 10,480 lbs = 12.5 lbs/SHP/ (5.6 Kg/SHP)

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502XP Airplane Flight Manual Limitations

SECTION 2 - LIMITATIONS

2.1 GENERAL ...................................................................................................................................................... 2-1

2.2 AIRSPEED LIMITATIONS ............................................................................................................................. 2-2
2.3 AIRSPEED INDICATOR MARKINGS ............................................................................................................ 2-2
2.4 POWERPLANT LIMITATIONS ...................................................................................................................... 2-3
2.4.1 Engine ..................................................................................................................................................... 2-3
2.4.2 Engine Operating Limits (PT6A-140AG) ................................................................................................. 2-3
2.4.3 Starter Limits ........................................................................................................................................... 2-4
2.4.4 Approved Fuels ....................................................................................................................................... 2-5
2.4.5 Approved Engine Oils .............................................................................................................................. 2-5
2.4.6 Propeller .................................................................................................................................................. 2-6
2.4.7 Powerplant Instrument Markings ............................................................................................................. 2-6
2.5 WEIGHT LIMITS ............................................................................................................................................ 2-6
2.6 CENTER OF GRAVITY LIMITS ..................................................................................................................... 2-7
2.7 MANEUVER LIMITS ...................................................................................................................................... 2-8
2.8 FLIGHT LOAD FACTOR LIMITS ................................................................................................................... 2-8
2.9 FLIGHT CREW LIMITS .................................................................................................................................. 2-8
2.10 KINDS OF OPERATIONS ........................................................................................................................... 2-8
2.11 FUEL LIMITATIONS .................................................................................................................................... 2-9
2.12 MAXIMUM OPERATING ALTITUDE LIMIT ................................................................................................. 2-9
2.13 OUTSIDE AIR TEMPERATURE LIMITS ..................................................................................................... 2-9
2.14 OTHER LIMITATIONS ................................................................................................................................. 2-9
2.15 PLACARDS ................................................................................................................................................ 2-10
2.15.1 On Inside of All Canopy Doors: ........................................................................................................... 2-10
2.15.2 Attached to Outside of Aircraft: ........................................................................................................... 2-10
2.15.3 In Full View of the Pilot: ....................................................................................................................... 2-12
2.15.4 Required Placard Changes for Argentina Aircraft: .............................................................................. 2-15

2.1 GENERAL

Operations in compliance with the limitations presented in this section are required by the Federal Aviation
Regulations. The limitations contained in this section are FAA Approved and must be included in this Airplane
Flight Manual.

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2.2 AIRSPEED LIMITATIONS

SPEED CAS IAS REMARKS

Maneuver (VA) 140 mph 138 mph Do not make full or abrupt control
122 kts 120 kts movements above this speed.

Maximum Flap Extended (VFE) 115 mph 118 mph Do not exceed with fully extended flaps.
100 kts 102 kts

Maximum Structural Cruising (VNO) 140 mph 138 mph Do not exceed this speed except in smooth
122 kts 120 kts air and then only with caution.

Never Exceed (VNE) 176 mph 174 mph Do not exceed this speed in any operation.
(See Note 1) 153 kts 151 kts

Note 1:
When operating at weights above 8,000 lbs gross weight, the V NE is limited to 140 mph (122 kts) CAS
or 138 mph (120 kts) IAS.
See Section 9.3 for more information.

2.3 AIRSPEED INDICATOR MARKINGS

MARKING CAS VALUE IAS VALUE SIGNIFICANCE

OR RANGE OR RANGE
White Arc 69 to 115 mph 70 to 118 mph Full flap operating range. Lower limit is
60 to 100 kts 61 to 102 kts maximum weight stalling speed and upper
limit is maximum permissible (with flaps
extended).

Green Arc 83 to 140 mph 82 to 138 mph Normal operating range. Lower limit is
72 to 122 kts 71 to 120 kts maximum weight stalling speed and upper
limit is maximum structural cruising (with
flaps retracted).

Yellow Arc 140 to 176 mph 138 to 174 mph Operations must be conducted with caution
122 to 153 kts 120 to 151 kts and only in smooth air.

Red Line 176 mph 174 mph Maximum speed for all operations.
153 kts 151 kts

Note 2:
US registered aircraft require markings in mph CAS.
Canadian registered aircraft require markings in mph IAS.
Australian registered aircraft require markings in knots IAS.

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2.4 POWERPLANT LIMITATIONS

2.4.1 Engine

(One) Pratt & Whitney PT6A-140AG Turboprop Engine

2.4.2 Engine Operating Limits (PT6A-140AG)

POWER MAXIMUM Ng Np OIL OIL

SHP TORQUE NOMINAL
SETTING OBSERVED RPM RPM PRESSURE TEMPERATURE
(4) FT-LB ITT °C
ITT °C %(9) (10) PSIG (12) °C
Take-Off
867 2397 870 103.7 1900 85 to 120 10 to 99
(1)

Max.
2239 1900
Continuous 810 825 103.7 85 to 120 10 to 99
2363 1800
(2)(3)

MAX Climb 867 2397 785 825 103.7 1900 85 to 120 0 to 99

MAX 2239 1900

810 785 805 103.7 85 to 120 0 to 99
Cruise 2363 1800
55.0
MIN Idle 700 40 min. -40 to 99
(min.)
1090
Starting 0 to 200 -40 to 99
(5)
2800 905 106.8 2090 0 to 104
Transient
(6) (6) (6) (11) (8)

MAX
Reverse 867 850 1825 85 to 120 0 to 99
(7)

Numbers in parentheses "( )" correspond to the notes on the following page.

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2.4.2 Engine Operating Limits (Continued)

Notes for Engine Operating Limits:

1. Take-Off Power settings are allowable for 5 minutes. The maximum allowable torque must not be
exceeded.
2. Max Continuous Power is limited to 810 SHP in level flight.
At 1900 RPM, this corresponds to 2239 FT-LB of torque.
At 1800 RPM, this corresponds to 2363 FT-LB of torque.
3. If the external dispersal equipment is removed, Max Continuous Power must be reduced to 660 SHP.
At 1900 RPM, this corresponds to 1824 FT-LB of torque.
At 1800 RPM, this corresponds to 1926 FT-LB of torque.
At 1700 RPM, this corresponds to 2039 FT-LB of torque.
4. The following equation may be used to calculate horsepower (SHP) with various combinations of
Torque and propeller RPM:
(𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑅𝑃𝑀) × (𝑇𝑜𝑟𝑞𝑢𝑒 𝐹𝑇 ∙ 𝐿𝐵)
𝑆𝐻𝑃 =
5252
5. These values are time limited to 2 seconds.
6. These values are time limited to 20 seconds.
7. These values are time limited to 60 seconds.
8. These values are time limited to 10 minutes.
9. 100% gas generator speed corresponds to 37,468 RPM.
10. Steady state maximum Np setting is 1900 RPM. A transient fluctuation of up to +40 RPM is permitted
to account for power setting accuracy and steady state fluctuations.
11. 2090 RPM Np may be employed in an emergency condition, to complete a flight, and may be employed
at all ratings.
12. Normal oil pressure is 85 to 120 PSIG at gas generator speed above 72%. Oil pressure below 85 PSIG
is undesirable and should be tolerated only for the completion of the flight, preferably at reduced power
setting.

2.4.3 Starter Limits

Maximum starter duration is 30 seconds to be followed by one minute cool down. Maximum of 3 cycles to be
followed by 30 minute starter cool down.

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2.4.4 Approved Fuels

The approved fuels for this aircraft comply with the following specifications:

ASTM D1655-70, Jet A, Jet A1 (NATO Code F34, F35)

ASTM D6615, Jet B (NATO Code F40)
Mil-T-5624, JP-4 (NATO Code F40),
Mil-T-83133, JP-8 (NATO Code F34, F35)

If approved fuels are not available, Aviation gasoline MIL-G-5572, all grades, may be used for a maximum of 150
hours between overhauls. Operating time on Avgas is computed on the basis of quantity used and average
consumption.

Use of Fuel System Icing Inhibitors (FSII):

At high altitudes and/or cold temperatures, water suspended in jet fuel can form ice particles which can
accumulate and block the normal flow of fuel in the airplane’s fuel system. The use of a Fuel System Icing
Inhibitor (FSII) will prevent such blockage.

A FSII can be premixed by the fuel supplier, can be mixed with fuel when off-loaded into a fuel farm, or can be
blended at the fuel nozzle during airplane fueling. The FSII (conforming to Specification MIL-I-27686) must be
blended into the airplane fuel in concentrations not less than 0.06% or more than 0.15% by volume.

FOR OPERATION BELOW 40˚F (4.4˚C), FUEL SYSTEM ICING INHIBITOR (FSII) SHOULD BE BLENDED
WITH AIRPLANE FUEL.

2.4.5 Approved Engine Oils

The approved engine oils for this aircraft comply with the following specifications:

MIL-PRF-7808 (NATO Spec 0-148)

MIL-PRF-23699 (NATO Spec 0-156)

Aircraft is delivered from the factory with one of the following Air Tractor Approved oils: Eastman/Exxon/BP 2380
Turbo Oil, Mobil Jet Oil II, or AeroShell Turbine Oil 560. Oil brand and type used is placarded on the oil access
door. Mixing or changing oil types or brands should be done in accordance with instructions in Pratt & Whitney
Canada Engine Maintenance Manual (p/n 3079582) Task 72-00-00-610-801 “Service the Engine Oil System”.

Engine Oil capacity is:

12.0 Quarts (11.4 Liters) total capacity

6.0 Quarts (5.7 Liters) usable capacity

It is recommended that the engine be filled to 1 quart below maximum to accommodate scavenging of oil
remaining in the engine.

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2.4.6 Propeller

(One) Hartzell HC-B4TN-3C/T10702NS

Minimum Diameter - 107.0 in (271.8 cm.)

Maximum Diameter - 108.0 in (274.3 cm.)
Pitch at 42 in. Station (106.7 cm.) - 8.2°Low, 80.7° Feather, -15.0° Reverse

2.4.7 Powerplant Instrument Markings

Redline/
Instrument Red Arc Green Arc Yellow Arc Redline Starting
Minimum Normal Caution Maximum Red ▲
Torque (Ft-Lb) N/A 0 - 2397 N/A 2397

Tachometer RPM (Ng) N/A 55 - 103.7 N/A 103.7

0 - 400 400 - 1100** 1900

Tachometer RPM (Np) N/A 2000
1100 - 1900 N/A N/A

ITT Temperature (°C) N/A 400 - 825 825 - 870 870 1090

Oil Pressure (PSI) 0 - 40 85 - 120 40 - 85 120 200

-40 - 10
Oil Temp (°C) -40 10 - 99 104
99 - 104

Fuel Pressure (psi) 5 10 - 25 5 - 10 25

**During ground operations, avoid operations in this RPM range.

2.5 WEIGHT LIMITS

Maximum Takeoff Weight (Certificated): 8,000 lbs 3,629 Kg

Maximum Takeoff Weight
(for CAM 8 Agricultural Operations*): 10,480 lbs 4,754 Kg
Maximum Landing Weight: 8,000 lbs 3,629 Kg
Maximum Baggage Compartment Weight:
(@ Sta. +98.0 in. (+249 cm.)) 60 lbs 27 Kg
Maximum Hopper Load:
(@ Sta. +12.0 in. (+30.5 cm.)) 4,100 lbs 1,860 Kg

It is the responsibility of the Pilot-in-Command to ensure that the airplane is properly loaded. Consult Weight and
Balance (Section 6) data to determine proper loading.

*When operating in the Restricted Category, operators may approve higher maximum weights as permitted by
FAA Advisory Circular No. 20-33B and CAM 8. The CAM 8 Agricultural Operations weight shown above is the
weight that has been satisfactory demonstrated for operation in the Restricted Category. See Section 9.3 of this
Manual for more information.

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2.6 CENTER OF GRAVITY LIMITS

The center of gravity limits for the 502XP are:

(+18.0 in)(45.7 cm) to (+23.0 in)(58.4 cm) at 8,000 lbs (3,629 Kg)
(+18.0 in)(45.7 cm) to (+28.0 in)(71.1 cm) at 6,980 lbs (3,166 Kg)

(+18.0 in)(45.7 cm) to (+28.0 in)(71.1 cm) at 10,480 lbs (4,754 Kg)
for CAM 8 Agricultural Operations (See Section 9.3)
*No landings in this range*

The datum (0.0) is the wing leading edge.

Straight line variation between points.
The pilot is responsible for ensuring that weight and CG stay within these limits throughout the flight.

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2.7 MANEUVER LIMITS

No acrobatic maneuvers, including spins, are approved

2.8 FLIGHT LOAD FACTOR LIMITS

When operating at or below 8,000 lbs (3,629 kg)

Flaps Retracted (G’s) Flaps Extended (G’s)
Maximum Positive +3.8 +1.9
Maximum Negative -1.9 0.0

When operating above 8,000 lbs (3,629 kg)

Flaps Retracted (G’s) Flaps Extended (G’s)
Maximum Positive +2.9 +1.9
Maximum Negative -1.45 0.0

2.9 FLIGHT CREW LIMITS

(One) Pilot at (+74.0 in)(+188.0 cm)

2.10 KINDS OF OPERATIONS

This airplane is certificated in the RESTRICTED CATEGORY for Agricultural and Forest/Wildlife Conservation
special purposes and is eligible for the following kinds of operations when the appropriate instruments and
equipment required by the airworthiness and/or operating regulations are installed, approved, and are in operable
condition.

a. Day VFR

b. Night VFR (Only if strobe lights, instrument, flap and dome lights are installed per Drawing 60004)

c. Flight into icing conditions is prohibited.

d. Night work operations are prohibited unless appropriate working lights are installed and operable.

e. Flight in vicinity of thunderstorms is prohibited

f. The following equipment must be installed:

(1) Stall warning system

(2) 24-volt electrical system
(3) Slip indicator
(4) Batteries (2)

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2.11 FUEL LIMITATIONS

Standard Fuel Capacities:

One 85 U.S. Gallons (322 liters) capacity tank in each wing
170 U.S. Gallons (643 liters) total fuel system capacity at (+33.0 in)(+83.8 cm)
164 U.S. Gallons (621 liters) total usable fuel

Optional Fuel Capacities:

One 108 U.S. Gallons (409 liters) capacity tank in each wing
216 U.S. Gallons (818 liters) total fuel system capacity at (+33.0 in)(+83.8 cm)
210 U.S. Gallons (795 liters) total usable fuel

One 117 U.S. Gallons (443 liters) capacity tank in each wing
234 U.S. Gallons (886 liters) total fuel system capacity at (+33.0 in)(+83.8 cm)
228 U.S. Gallons (863 liters) total usable fuel

2.12 MAXIMUM OPERATING ALTITUDE LIMIT

Maximum operating altitude: 12,500 feet (3,810 meters) MSL

2.13 OUTSIDE AIR TEMPERATURE LIMITS

Outside air temperatures for airplane operation:

(1) Maximum: +110°F (43.3°C)
(2) Minimum: 0°F (-17.8°C) [40°F (4.4°C) in visible moisture]

2.14 OTHER LIMITATIONS

(1) Do not operate the engine above 1500 ft-lbs torque on ground run-up or tail may come up.
(2) Maximum crosswind velocity during landing is 15 MPH (13 Knots)
(3) Do not move the power lever into reverse position with the engine stopped or controls will be damaged.
(4) Safe speed for Hopper Load jettisoning: 90 to 125 MPH IAS (78 to 109 KIAS)
(5) Do not move power lever into beta or reverse position in flight.
(6) Noise abatement: This airplane has not been shown to comply with noise limits in FAR Part 36 and must
be operated in accordance with the noise operating limitation prescribed under FAR §91.815

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Limitations 502XP Airplane Flight Manual

2.15 PLACARDS

The following information on placards pertaining to flight and operating limitations must be displayed. Converted
values are provided in "[ ]".

For Argentina aircraft, see section 2.15.4 for required placard changes.

2.15.1 On Inside of All Canopy Doors

(1)
RESTRICTED
(2)

(3)

2.15.2 Attached to Outside of Aircraft

(1) Next to Fuel filler Caps:

85 U.S. Gallons [322 Liters] (When standard 170 gallon fuel system is installed)
108 U.S. Gallons [409 Liters] (When optional 216 gallon fuel system is installed)
117 U.S. Gallons [443 Liters] (When optional 234 gallon fuel system is installed)

(2) Next to Fuel Filler Caps:

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2.15.2 Attached to Outside of Aircraft (Continued)

(3) Next to Oil Filler Cap:

(4) Next to static ports:

(5) On hopper lid:

(6) Above left hand gear leg:

(7) On baggage door:

(8) Below Hopper Rinse Fill:

HOPPER RINSE TANK FILL

(9) Below Windshield Washer Fill:

WINDSHIELD WASHER FILL

(10) On Outside of Canopy Doors:

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2.15.3 In Full View of the Pilot

(1)

(2)

* Delete the words AND NIGHT unless aircraft is equipped with operable lighting package.
(See Equipment List in Section 6 Weight and Balance / Equipment List).

(3)

This placard (3) is not installed on aircraft having the manual tailwheel lock system.

(4)

(5)

(6)

(7)

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2.15.3 In Full View of the Pilot (Continued)

(8)

(9) Emergency Power Lever (If Installed):

(10) (Reserved)

(11) On instrument panel:

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2.15.3 In Full View of the Pilot (Continued)

(12)

(13) On instrument panel:

(14) On floor next to Emergency Engine Induction door cable (If installed):

(15) On instrument panel:

(16) On instrument panel:

(17) On instrument panel:

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2.15.3 In Full View of the Pilot (Continued)

(18) On the pilot’s console on aircraft having the manual tail wheel lock system:

(19) On fire extinguisher (Dry chemical type only):

(20) On instrument panel:

2.15.4 Required Placard Changes for Argentina Aircraft

(1) Replace placard (1) in Section 2.15.1 (on inside of all canopy doors) with:

(2) Replace placard (1) in Section 2.15.2 (next to fuel filler caps) with:

322 Litros (When standard 170 gallon fuel system is installed)

409 Litros (When optional 216 gallon fuel system is installed)
443 Litros (When optional 234 gallon fuel system is installed)

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2.15.4 Required Placard Changes for Argentina Aircraft (Continued)

(3) Replace placard (2) in Section 2.15.2 (next to fuel filler caps) with:

(4) Replace placard (3) in Section 2.15.2 (next to oil filler cap) with:

11.4
3.0

(5) Replace placard (4) in Section 2.15.2 (next to static ports) with:

(6) Replace placard (5) in Section 2.15.2 (on hopper lid) with:

(7) Replace placard (6) in Section 2.15.2 (above left hand gear leg) with:

(8) Replace placard (7) in Section 2.15.2 (on baggage door) with:

(9) Replace placard (8) in Section 2.15.2 (below hopper rinse fill) with:

(10) Replace placard (9) in Section 2.15.2 (below windshield washer fill) with:

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2.15.4 Required Placard Changes for Argentina Aircraft (Continued)

(11) Replace item (10) placards in Section 2.15.2 (on outside of canopy doors) with:

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SECTION 3 - EMERGENCY PROCEDURES

3.1 GENERAL....................................................................................................................................................... 3-2

3.2 EMERGENCY PROCEDURES CHECKLISTS .............................................................................................. 3-3
3.2.1 Engine Failure .......................................................................................................................................... 3-3
3.2.2 Engine Flame-out ..................................................................................................................................... 3-4
3.2.3 Loss of Power with No Response to Power Lever Movement................................................................. 3-4
3.2.4 Air Starts: ................................................................................................................................................. 3-5
3.2.5 Ground Engine Fire .................................................................................................................................. 3-7
3.2.6 In-flight Engine Fire .................................................................................................................................. 3-8
3.2.7 In-flight Electrical Fire .............................................................................................................................. 3-9
3.2.8 Aborted Takeoff (Sufficient Runway Remains) ........................................................................................ 3-9
3.2.9 Aborted Takeoff (Insufficient Runway Remains) ..................................................................................... 3-9
3.2.10 Emergency Hopper Dump ("E-Dump") ................................................................................................ 3-10
3.2.11 Forced Landing - No Engine Power (Liquid Hopper Payload)............................................................. 3-10
3.2.12 Forced Landing - No Engine Power (Carrying Solids in Hopper) ........................................................ 3-10
3.2.13 Forced Landing - Engine Power Remains ........................................................................................... 3-11
3.2.14 Ditching ................................................................................................................................................ 3-11
3.2.15 Cockpit Door Opens in Flight ............................................................................................................... 3-11
3.2.16 Engine Driven Boost Pump Failure ...................................................................................................... 3-12
3.2.17 Spins .................................................................................................................................................... 3-12
3.3 AMPLIFIED EMERGENCY PROCEDURES ................................................................................................ 3-13
3.3.1 Engine Failure ........................................................................................................................................ 3-13
3.3.2 Engine Flame-Out .................................................................................................................................. 3-14
3.3.3 Loss of Power with No Response to Power Lever Movement............................................................... 3-15
3.3.4 Air Starts ................................................................................................................................................ 3-15
3.3.5 Ground Engine Fire................................................................................................................................ 3-15
3.3.6 In-Flight Engine Fire ............................................................................................................................... 3-16
3.3.7 In-Flight Electrical Fire ........................................................................................................................... 3-16
3.3.8 Aborted Takeoff (Sufficient Runway Remains) ...................................................................................... 3-17
3.3.9 Aborted Takeoff (Insufficient Runway Remains) ................................................................................... 3-17
3.3.10 Emergency Hopper Dump ("E-Dump") ................................................................................................ 3-17
3.3.11 Forced Landing - No Engine Power (Liquid Hopper Payload)............................................................. 3-17
3.3.12 Forced Landing - No Engine Power (Carrying Solids in Hopper) ........................................................ 3-17
3.3.13 Forced Landing - Engine Power Remains ........................................................................................... 3-17
3.3.14 Ditching ................................................................................................................................................ 3-18

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3.3.15 Cockpit Door Opens in Flight .............................................................................................................. 3-20

3.3.16 Engine Driven Boost Pump Failure ..................................................................................................... 3-20
3.3.17 Spins .................................................................................................................................................... 3-20
3.4 CHECKLIST FOR ILLUMINATION OF WARNING/CAUTION LIGHTS ...................................................... 3-21
3.4.1 Warning Lights (Red) ............................................................................................................................. 3-21
3.4.2 Caution Lights (Amber).......................................................................................................................... 3-22
3.5 AMPLIFIED PROCEDURES FOR ILLUMINATION OF WARNING/CAUTION LIGHTS ............................. 3-23
3.5.1 Warning Lights (Red) ............................................................................................................................. 3-23
3.5.2 Caution Lights (Amber).......................................................................................................................... 3-23

3.1 GENERAL

This section contains the recommended procedures for coping with various types of emergencies or critical
situations. The information contained in this section is FAA Approved and must be included in this Airplane
Flight Manual.

This section is divided into four parts. The first part (Section 3.2) contains the emergency procedures checklists
that supply an immediate action sequence in the event of an emergency. The second part (Section 3.3) contains
amplified emergency procedures that supply additional information providing the pilot with a more complete
understanding of the procedures. The third (Section 3.4) and fourth (Section 3.5) parts of this section discuss
the illumination of warning/caution lights and the actions to take when these lights illuminate.

Unless otherwise noted, all airspeeds in this section are Indicated Airspeeds (IAS).

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3.2 EMERGENCY PROCEDURES CHECKLISTS

The following sub-sections provide abbreviated checklists for emergency situations. These checklists are written
in concise "Item" -- "Condition" format to provide quick reference in an emergency. Consult Section 3.3
"Amplified Emergency Procedures" for additional expanded procedures.

3.2.1 Engine Failure

See Section 3.3.1 for the definition and symptoms of an engine failure and how it differs from an engine flame-
out. If it is clearly perceptible that the engine has failed, proceed as follows:

Caution is mandatory during a suspected engine failure on takeoff or

landing in order to avoid shutting down the engine unnecessarily. Do not
attempt to restart an engine which is definitely known to have failed.
WARNING:

POWER LEVER ............................................................................................... IDLE

AIRSPEED ............................................................ 90 - 100 MPH (78 - 87 KNOTS)
HOPPER ....................................................................................................... DUMP
PROP LEVER (P) .............................................................. Pull aft to FEATHER (F)
FUEL CONDITION LEVER (S) .......................................... Pull aft to CUT-OFF (C)
FUEL SHUTOFF VALVE .................................................................................. OFF
ALL SWITCHES ............................................................................................... OFF
LANDING AREA ...................................................................................... IDENTIFY
SEAT BELT and SHOULDER HARNESS................................................ TIGHTEN

IF FLAPS ARE DESIRED:

MASTER "BATT" SWITCH.................................................................... ON
FLAPS ................................................................... EXTEND AS DESIRED
AIRSPEED ................................................................ 80 MPH (70 KNOTS)
MASTER "BATT" SWITCH.................................................................. OFF

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3.2.2 Engine Flame-out

See Section 3.3.2 for the definition and symptoms of an engine flame-out.

Do not attempt these procedures if the Ng tachometer indicates below

50% RPM. If below 50% RPM, proceed to Section 3.2.4 - Emergency
Air Starts.
CAUTION:

IGNITOR SWITCH ............................................................ Down to CONTINUOUS

POWER LEVER ............................................................................................... IDLE
FUEL BOOST PUMP .......................................................................................... ON
ALTERNATE AIR INTAKE ............................................................................. OPEN

If these procedures DO NOT restore normal engine operation, proceed to Section 3.2.4 - Emergency Air Starts.

If these procedures DO restore normal engine operation, the flight may continue normally with the Ignitor Switch
remaining in the CONTINUOUS position until the cause of the flame-out is identified and corrected.

3.2.3 Loss of Power with No Response to Power Lever Movement

A malfunction in the pneumatic or governor sections of the fuel

control unit may cause the engine power to decay and stabilize at a
power level lower than selected. Attempts to restore power via the
power lever will result in no engine response. The fuel control manual
CAUTION:
override (FCU Override) can be used to restore engine power.

POWER LEVER ............................................................................................... IDLE

FCU OVERRIDE ........................................ UNLOCK and ADVANCE WITH CARE

Do not use the FCU Override Lever if Ng drops below 50%.

When using the FCU Override, engine response may be more rapid
than when using the power lever. Additional care is required during
CAUTION: engine acceleration to avoid exceeding engine limitations. Special
attention must be paid to the ITT indication.

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3.2.4 Air Starts:

3.2.4.1 Emergency Air Starts (12% Ng Recommended)

With a Gas Generator (Ng) speed below 12%, starting temperatures

tend to be higher and caution is required. Monitor ITT reading
throughout this procedure.
CAUTION:

FCU OVERRIDE (If equipped) ......................................................................... OFF

PROP LEVER (P) ...................................................... Anywhere in operating range
POWER LEVER ............................................................................................... IDLE
FUEL CONDITION LEVER (S) .......................................................... CUT-OFF (C)
FUEL BOOST PUMP ......................................................................................... ON
IGNITOR SWITCH ............................................................................. Up to START
START SWITCH ..................................................Hold ON until 58% Ng is reached
Ng TACHOMETER ..........................................STABILIZE ABOVE 12% MINIMUM
FUEL CONDITION LEVER (S) ................................................... Move fwd to RUN
ITT INDICATOR ......................................................................................MONITOR
If ITT overtemp tendencies are encountered, move Fuel Condition Lever (S)
to Cut-Off (C) position periodically during engine acceleration to Idle.

After reaching 58% Ng:

POWER LEVER ............................................. ADVANCE TO DESIRED SETTING

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3.2.4 Air Starts (Continued):

3.2.4.2 Normal Air Starts

Before start:
FUEL CONTROL MAUNAL OVERRIDE LEVER ............................................. OFF
PROP LEVER (P) ...................................................... Anywhere in operating range

Propeller feathering is dependent on circumstances and is at the pilot’s

NOTE: discretion. Fine pitch selection will provide increased gas generator
windmilling speed for emergency starts in the remote event of starter failure.

POWER LEVER ............................................................................................... IDLE

FUEL CONDITION LEVER (S) ......................................................................... OFF
FUEL SHUTOFF VALVE ............................................................................... OPEN
COCKPIT HEATER ........................................................................................... OFF
GENERATOR SWITCH .................................................................................... OFF
MASTER “BATT” SWITCH ................................................................................. ON
FUEL BOOST PUMP SWITCH ........................................................................... ON
FUEL PRESSURE ...................................................................... 5 PSIG MINIMUM

Air start:
START SWITCH ................................................. Hold ON until 50% Ng is reached
ENGINE OIL PRESSURE ........................................................................... CHECK
Ng TACHOMETER ..................................................Stabilize above 12% minimum
IGNITOR SWITCH ....................................................................................... START
FUEL CONDTION LEVER (S) .............................................. Move forward to RUN

A re-light normally should be obtained within 10 seconds and will be

NOTE:
evidenced first by a rise in ITT and a rise in Ng.

When engine attains idle rpm:

ENGINE OIL PRESSURE ........................................................................... CHECK
ENGINE OIL TEMPERATURE ................................................................... CHECK
START SWITCH ................................................ RELEASE after reaching 50% Ng
Ng TACHOMETER ................................................................... Idle RPM (51-53%)
PROP LEVER (P) ............................................................. Desired operating range
POWER LEVER ............................................................................. Desired position
FUEL CONDTION LEVER (S) ........................................................... FLIGHT IDLE
GENERATOR SWITCH ...................................................................................... ON

Check that engine operating limits are not exceeded. If a satisfactory start is
not obtained, discontinue air-start. If not started, repeat from “Before start” if
NOTE:
time and altitude permit. Otherwise secure for Forced Landing per Section
3.2.11 or 3.2.12.

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3.2.5 Ground Engine Fire

The following procedure is used to clear an engine at any time when it is deemed necessary to remove internally
trapped fuel and vapor, or if there is evidence of a fire within the engine. Air passing through the engine serves to
purge fuel, vapor or fire from the combustion section, gas generator turbine, power turbines and exhaust system.

FUEL CONDITION LEVER (S) .......................................... Full aft to CUT-OFF (C)

IGNITOR SWITCH ................................................................ OFF (Center position)
MASTER "BATT" SWITCH ................................................................................. ON
FUEL SHUTOFF VALVE .................................................................................... ON
FUEL BOOST PUMP ......................................................................................... ON
START SWITCH ...................................................................................... HOLD ON

Should a fire persist, as indicated by sustained ITT readings, close the fuel
shutoff valve and continue motoring.
WARNING:

FUEL SHUTOFF VALVE .................................................................................. OFF

STARTER LIMITS .................................................. OBSERVE (See Section 2.4.3)
START SWITCH ...................................................................................... RELEASE
FUEL BOOST PUMP ....................................................................................... OFF
FUEL SHUTOFF VALVE .................................................................CONFIRM OFF
MASTER "BATT" SWITCH ............................................................................... OFF
COOLDOWN ................... 5 MINUTES BEFORE ANY FURTHER STARTER USE

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3.2.6 In-flight Engine Fire

POWER LEVER .................... REDUCE TO MINIMUM FOR SUSTAINED FLIGHT

HOPPER LOAD ............................................................................................ DUMP
LANDING AREA ......................................................................................IDENTIFY
ITT INDICATION ..................................................................................... MONITOR

For Smoke or Possible Fire with Engine Power Remaining:

AIRSPEED ...............................................................100-105 MPH (87-91 KNOTS)
LANDING AREA ......................................................................................IDENTIFY
LANDING ........................................................ NORMAL LANDING PROCEDURE
ORIENT AIRCRAFT ON GROUND ...........................WITH TAIL INTO THE WIND
FUEL SHUTOFF VALVE .................................................................................. OFF
POWER LEVER ............................................................................................... IDLE
PROP LEVER (P) .............................................................. Full aft to FEATHER (F)
FUEL CONDITION LEVER (S) .......................................... Full aft to CUT-OFF (C)
COCKPIT HEAT ................................................................................................ OFF
ITT INDICATION ..................................................................................... MONITOR
If ITT Indication is rising and the fire appears to be contained within the engine, perform GROUND ENGINE
FIRE procedure per Section 3.2.5. Otherwise:
IGNITOR SWITCH ............................................................................................ OFF
START SWITCH ........................... HOLD ON FOR 30 SECONDS then RELEASE
ALL SWITCHES ................................................................................................ OFF
COCKPIT ..............................................................................................EVACUATE
FIRE EXTINGUISHER ................................................................ USE IF DESIRED

Do not discharge the fire extinguisher into the engine exhaust. The
fire extinguisher may be discharged into the engine cowling through
the opening on the righthand side of the cowling.
CAUTION:

If Fire is of Major Proportions (visible flames or at pilot's discretion):

FUEL SHUTOFF VALVE .................................................................................. OFF
PROP LEVER (P) .............................................................. Full aft to FEATHER (F)
FUEL CONDITION LEVER (S) .......................................... Full aft to CUT-OFF (C)
POWER LEVER ............................................................................................... IDLE
ALL SWITCHES ................................................................................................ OFF
AIRSPEED .............................................................90 - 100 MPH (78 - 87 KNOTS)
SEAT BELT and SHOULDER HARNESS ............................................... TIGHTEN
IF FLAPS ARE DESIRED:
MASTER "BATT" SWITCH .................................................................... ON
FLAPS ................................................................... EXTEND AS DESIRED
AIRSPEED ................................................................ 80 MPH (70 KNOTS)
MASTER "BATT" SWITCH .................................................................. OFF
SIDE-SLIP ............Consider for Visibility or to Prevent Fire from Reaching Cockpit
AFTER LANDING ............................................................... EVACUATE COCKPIT

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3.2.7 In-flight Electrical Fire

MASTER "BATT" SWITCH ............................................................................... OFF

GENERATOR SWITCH.................................................................................... OFF
ALL OTHER SWITCHES.................................................................................. OFF
AIRSPEED .............................................................. 100-105 MPH (87-91 KNOTS)
LANDING AREA ...................................................................................... IDENTIFY
HOPPER ......................... SELECT SAFE DUMP AREA and PERFORM E-DUMP
LANDING ......................................................... NORMAL LANDING PROCEDURE

3.2.8 Aborted Takeoff (Sufficient Runway Remains)

POWER LEVER .................................................... IDLE (or REVERSE as needed)

BRAKES ....................................................................................................... APPLY
......... MAINTAIN AIRCRAFT ATTITUDE AND DIRECTIONAL CONTROL
HOPPER ...........................................................CONSIDER EMERGENCY DUMP

Consider dumping hopper if necessary to shorten braking roll. Push

stick forward, if necessary, to prevent nose pitch-up during hopper
dump.

DO NOT DUMP HOPPER ABOVE 50 MPH IAS (44 KIAS) OR AIRCRAFT

CAUTION:
MAY BECOME AIRBORNE. DUMPING HOPPER LOAD MAY REDUCE
BRAKING EFFECTIVENESS IN SOME CONDITIONS.

3.2.9 Aborted Takeoff (Insufficient Runway Remains)

POWER LEVER ............................................................................FULL REVERSE

BRAKES .................................................... APPLY MAXIMUM EFFORT BRAKING
......... MAINTAIN AIRCRAFT ATTITUDE AND DIRECTIONAL CONTROL
HOPPER ...........................................................CONSIDER EMERGENCY DUMP

Consider dumping hopper if necessary to reduce weight and shorten

braking roll. Push stick forward, if necessary, to prevent nose pitch-
up during hopper dump.

DO NOT DUMP HOPPER ABOVE 50 MPH IAS (44 KIAS) OR AIRCRAFT

CAUTION:
MAY BECOME AIRBORNE. DUMPING HOPPER LOAD MAY REDUCE
BRAKING EFFECTIVENESS IN SOME CONDITIONS.

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3.2.10 Emergency Hopper Dump ("E-Dump")

HOPPER DUMP HANDLE .......................................DEPRESS E-DUMP BUTTON

................................................................. and HANDLE FULL FORWARD
ELEVATOR CONTROLS ..................... FORWARD as required to control pitch-up

3.2.11 Forced Landing - No Engine Power (Liquid Hopper Payload)

Proceed with the following procedures as time and altitude permit:

HOPPER ....................................................................................................... DUMP

PROP LEVER (P) ............................................................. Pull aft to FEATHER (F)
AIRSPEED ...............................................................90 - 100 MPH (78-87 KNOTS)
LANDING AREA ......................................................................................IDENTIFY
SEAT BELT and SHOULDER HARNESS ............................................... TIGHTEN
FUEL SHUTOFF VALVE .................................................................................. OFF
FUEL CONDITION LEVER (S) .......................................................... CUT-OFF (C)
ALL SWITCHES ................................................................................................ OFF
IF FLAPS ARE DESIRED:
MASTER "BATT" SWITCH .................................................................... ON
FLAPS .......................................................................................... EXTEND
AIRSPEED ................................................................ 80 MPH (70 KNOTS)
MASTER "BATT" SWITCH .................................................................. OFF

3.2.12 Forced Landing - No Engine Power (Carrying Solids in Hopper)

Solid hopper payloads dump much more slowly than liquid payloads. Proceed with the following procedures as
time and altitude permit:

HOPPER ....................................................................................................... DUMP

PROP LEVER (P) ............................................................. Pull aft to FEATHER (F)
FLAPS ................................................................... APPROX. 1/2 POSITION (15°)
AIRSPEED (above 8,000 lbs gross weight) ......................... 110 MPH (96 KNOTS)
LANDING AREA ......................................................................................IDENTIFY
SEAT BELT and SHOULDER HARNESS ............................................... TIGHTEN
AIRSPEED (as gross weight is reduced below 8,000 lbs)........................ 100 MPH

FUEL SHUTOFF VALVE .................................................................................. OFF

FUEL CONDITION LEVER (S) .......................................................... CUT-OFF (C)
ALL SWITCHES ................................................................................................ OFF
IF FLAPS ARE DESIRED:
MASTER "BATT" SWITCH .................................................................... ON
FLAPS .......................................................................................... EXTEND
AIRSPEED ................................................................ 80 MPH (70 KNOTS)
MASTER "BATT" SWITCH .................................................................. OFF

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3.2.13 Forced Landing - Engine Power Remains

AIRSPEED .............................................................. 100-105 MPH (87-91 KNOTS)

LANDING AREA ...................................................................................... IDENTIFY
HOPPER ......................... SELECT SAFE DUMP AREA and PERFORM E-DUMP
LANDING ......................................................... NORMAL LANDING PROCEDURE

3.2.14 Ditching

All over-water flights should be at an altitude that will provide ample

time to receive a response to a Mayday call, or to restart the engine
should a flame-out occur.
CAUTION:

PROP LEVER (P) .............................................................. Full aft to FEATHER (F)

MAYDAY CALL ..................................................................................... TRANSMIT
SAFETY EQUIPMENT ...................................................GATHER AND PREPARE
SEAT BELT AND SHOULDER HARNESS .............................................. TIGHTEN
HOPPER CONTENTS................................................................... SLOWLY DUMP
FLAPS .......................................................................................... EXTEND FULLY
AIRSPEED .................................................................. 85-90 MPH (74-78 KNOTS)
COCKPIT DOORS ................................................................................. JETTISON
HOPPER DOORS ....................................................................................... CLOSE
TOUCHDOWN ........................ TAIL DOWN ATTITUDE, PARALLEL TO SWELLS
CONTROL STICK ................................................................................... FULL AFT

When ready to egress in the water:

COCKPIT STRUCTURE ........................................... LOCATE FOR REFERENCE
SEAT BELT AND SHOULDER HARNESS ............................................. RELEASE
WRECKAGE ...................................................................................... SWIM CLEAR
LIFE VEST ................................................................................................. INFLATE
SAFETY EQUIPMENT ..............................................................................GATHER

3.2.15 Cockpit Door Opens in Flight

DOOR ................................................................. DO NOT ATTEMPT TO CLOSE

HOPPER ...........................................................CONSIDER EMERGENCY DUMP
LAND ......................................................................... AS SOON AS PRACTICAL

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3.2.16 Engine Driven Boost Pump Failure

FUEL BOOST PUMP SWITCH ........................................................................... ON

FUEL PRESSURE .................................................................................. MONITOR

3.2.17 Spins

The spinning characteristics of this aircraft have not been fully investigated and spin recovery techniques have
not been established. In the event of an inadvertent spin, the following procedure is suggested:

POWER LEVER ............................................................................................... IDLE

AILERONS .............................................................................................. NEUTRAL
RUDDER ................................................ FULL, OPPOSITE DIRECTION OF SPIN
ELEVATOR ..................................................................................FULL FORWARD
After Spin Stops:
RUDDER ................................................................................................. NEUTRAL
ELEVATOR ....................................................................... RECOVER FROM DIVE

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3.3 AMPLIFIED EMERGENCY PROCEDURES

The following sub-sections provide an expanded version of the checklists given in Section 3.2. The information
in this section is not given in checklist format, but rather an explanatory format that is useful for pre-flight study.
Consult Section 3.2 for abbreviated procedures to be used in-flight.

The following sub-sections are numbered to match the corresponding sub-sections in Section 3.2 for easy cross
referencing.

3.3.1 Engine Failure

Caution is mandatory during a suspected engine failure on takeoff or

landing in order to avoid shutting down the engine unnecessarily. Do not
attempt to restart an engine which is definitely known to have failed.
WARNING:

An engine failure has different symptoms than the case of engine flame-out. Engine failure symptoms could
include any or all of the following indications:

(a) Loud noises followed by heavy vibrations and loss of power.

(b) Rapid loss of power with unusual noises, vibrations, or sudden increase in ITT.
(c) Loss of power following drop in oil pressure below redline or increase in oil
temperature above redline or both.
(d) Loss of power following overspeed of gas generator (Ng).
(e) Engine explosion.

If it is clearly perceptible that the engine has failed, proceed as follows:

1. Prop Lever "P" - Pull aft to feather stop "F".

2. Fuel Condition Lever "S" - Pull aft to fuel cut-off "C".
3. Power Lever - Idle Position.
4. Fuel ShutoffValve - OFF
5. All switches - OFF
6. Prepare for a forced landing and if terrain is rough turn battery Switch "Batt" ON and extend
flaps as desired, then turn "Batt" switch OFF.

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3.3.2 Engine Flame-Out

The symptoms of an engine flame-out will be the same as those of an engine failure. A flame-out will be noticed
by a drop in ITT, Torque pressure, and Ng speed. The flame-out may result from the engine running out of fuel,
or possibly may be caused by unstable engine operation. Severe turbulence can cause a flame-out by creating a
temporary fuel interruption. Once the fuel supply has been restored to the engine or the cause of unstable
operations eliminated, the engine may be restarted.

Do not attempt a re-light if the Ng tachometer indicates zero rpm.

Use the Emergency Air Start Procedure if the Ng tachometer indicates

between 12% and 50%.

CAUTION:
Use the Normal Air Start Procedure if the Ng tachometer indicates
below 12%.

Remember that turbine engines seldom fail so long as fuel is being provided. An important procedure in this
respect is to know the location of the fuel boost pump switch and the CONTINUOUS position for the ignitor
switch. You should have a solid reaction to do two things anytime there is an indication of a power loss:

1. Put the ignitor on CONTINUOUS

2. Turn ON the fuel boost pump switch.

At the same time you should be pushing the stick forward to get the nose down to make sure the airplane
doesn’t stall while you are in the process of finding out what is wrong. If there is the possibility of engine air filter
icing, open the alternate air door to provide engine air. Typically, engine air filter icing would be accompanied by
illumination of the "Air Filter" Caution Light on the instrument panel.

The best air start technique is to initiate the relight procedure immediately after a flameout occurs, provided the
pilot is certain that the flameout was not the result of some malfunction that might make it dangerous to attempt a
relight. If a flameout has occurred, it is not necessary to slow down the aircraft before an air start attempt is
made. Successful air starts may be achieved at all altitudes and airspeeds normally flown.

Regardless of airspeed or altitude, there is always the possibility that the engine may light up successfully just as
soon as the ignition is turned on. In an emergency, turn on the ignition just as soon as possible after flameout,
provided the gas generator speed has not dropped below 50%. Under these circumstances it is not necessary to
shut off the fuel or feather the propeller. The power control lever, however, should be retarded to IDLE. Propeller
feathering is dependent on circumstances and is at the discretion of the pilot. However, a minimum engine oil
pressure of 15 psig should be registered if propeller is windmilling.

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3.3.3 Loss of Power with No Response to Power Lever Movement

A malfunction in the pneumatic or governor sections of the fuel control unit may cause the engine power to
decay and stabilize at a power level lower than selected. Attempts to restore power via the power lever will
result in no engine response. The fuel control manual override (FCU Override), if installed, can be used to
restore engine power.

If installed, the FCU Override lever is located in the cockpit to the left side of the pilot's seat within easy reach of
the pilot. Except when in use, the lever must remain locked in its upper position (OFF).

To use the FCU Override, grasp the lever and depress the unlock trigger lever. With the unlock lever depressed,
the lever is free to rotate downward for power application. Fly the aircraft using the FCU Override for power as
necessary and land as soon as practical.

Do not use the FCU Override Lever if Ng drops below 50%. In that
case, the engine should be shutdown and restarted in accordance with
the Normal Air Start procedures. After achieving a satisfactory start
and obtaining a stabilized idle, the FCU Override Lever may be used to
restore power.

CAUTION: When using the FCU Override, engine response may be more rapid
than when using the power lever. Additional care is required during
engine acceleration to avoid exceeding engine limitations. Special
attention must be paid to the ITT indication.

3.3.4 Air Starts

3.3.4.1 Emergency Air Starts (12% Ng Recommended)

See Section 3.2.4.1 for procedures.

3.3.4.2 Normal Air Starts

See Section 3.2.4.2 for procedures.

3.3.5 Ground Engine Fire

See Section 3.2.5 for procedures.

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3.3.6 In-Flight Engine Fire

See Section 3.2.6 in addition to the discussion below.

1. Reduce power to minimum level to sustain flight.

2. Dump hopper load.
3. Look for suitable landing spot.
4. Monitor ITT and torque to determine if engine is stabilized and producing power.
5. Try to determine source of fire and if it is of minor or major proportions.
6. If fire is still of minor proportions, choose a suitable field or road and land while power is still available. Stop
as soon as possible and before engine shut-down swing tail of aircraft into wind. Shut off fuel valve first.
Then proceed as follows:

(a) Power Lever - Idle position.

(b) Prop Lever "P" - Pull aft to feather stop "F".
(c) Fuel Condition Lever "S" - Pull aft to fuel cut-off "C".
(d) Monitor ITT to determine if fire exists in engine. If ITT is rising, proceed with "DRY
MOTORING RUN" but leave Fuel Shutoff Valve OFF.
(e) If ITT is falling, turn OFF all switches. Use screwdriver to remove R/H side engine cowl
and use fire extinguisher to put out fire.

7. If fire is of major proportions the following procedures are used:

(a) Fuel Shutoff Valve - OFF.

(b) Prop Lever "P" - Pull aft to feather stop "F".
(c) Fuel Condition Lever "S" - Pull aft to fuel cut-off "C".
(d) Power Lever - Idle position.
(e) All switches - OFF.
(f) Prepare for forced landing and if terrain is rough turn on Battery Switch "Batt" and
extend flaps as desired, then turn off "Batt" switch.
(g) Side-slip to prevent fire from reaching cockpit.

The determination of whether an engine fire is of minor or major proportions

is left to the discretion of the pilot. If the pilot sees the fire as a threat to their
safety or to the integrity of the airframe, then the pilot should perform the
NOTE: "major proportions" procedure by landing immediately and evacuating the
aircraft. If the pilot's experience indicates that the fire can be extinguished by
a ground engine run or by using a handheld fire extinguisher, then that pilot
should perform the "minor proportions" procedure.

3.3.7 In-Flight Electrical Fire

See Section 3.2.7 for procedures.

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3.3.8 Aborted Takeoff (Sufficient Runway Remains)

See Section 3.2.8 for procedures.

3.3.9 Aborted Takeoff (Insufficient Runway Remains)

See Section 3.2.9 for procedures.

3.3.10 Emergency Hopper Dump ("E-Dump")

See Section 3.2.10 for procedures.

3.3.11 Forced Landing - No Engine Power (Liquid Hopper Payload)

See Section 3.2.11 for procedures.

The use of flaps during the forced landing is dependent upon the conditions encountered. If the landing is to be
made on a road with a strong cross wind, then the flaps should be left retracted. If the landing will be in an open
field into the wind, then the flaps can be extended. It is the pilot's choice on whether flaps should be used in a
particular situation.

3.3.12 Forced Landing - No Engine Power (Carrying Solids in Hopper)

See Section 3.2.12 for procedures.

The use of flaps during the forced landing is dependent upon the conditions encountered. If the landing is to be
made on a road with a strong cross wind, then the flaps should be left retracted. If the landing will be in an open
field into the wind, then the flaps can be extended. It is the pilot's choice on whether flaps should be used in a
particular situation.

3.3.13 Forced Landing - Engine Power Remains

See Section 3.2.13 for procedures.

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3.3.14 Ditching

Generally over-water flights are made with the ferry fuel system installed so that hopper fuel is available. The
flight manual procedures for using hopper fuel should be followed.

Use hopper fuel first. Switch to main tank fuel while there is still fuel in the hopper and turn fuel boost pump ON
for a minute or two, then OFF.

All over-water flights should be at an altitude that will provide ample time to receive a response to a Mayday call,
or to restart the engine should a flame-out occur.

If an engine failure or flame-out is suspected, follow the procedures for those emergencies.

If the flight is in visible moisture below 40°F (4.4 °C), there is also the possibility that the engine air filter(s) are
icing over.

If you have been flying on hopper fuel, switch to wing tanks and turn fuel boost pump ON. Pull power lever back
to IDLE and turn ignitor switch down to CONTINUOUS. If Gas generator speed is less than 56%, hold start
switch ON. Monitor fuel pressure gauge. Check position of Start Control Lever: RUN position.

If there is the possibility that the engine air filter(s) have iced over and the airplane is equipped with an engine
alternate air system, OPEN the engine alternate air door and monitor available power and ITT if the engine
starts.

If, after attempting to restart for a reasonable length of time without success, prepare for ditching.

3.3.14.1 Initial: (Engine has failed or flamed out)

1. Feather the prop and establish glide.

2. Transmit Mayday call. Remember to transmit slowly. This gives the recipient time to write down your
position report. Airliners always maintain a listening watch on last assigned frequency and being in
contact is a sure way to actively participate in your rescue.

3.3.14.2 Check Your Safety Equipment

1. Gather up your portable Emergency equipment and stow it on your person. Take the prop tether with
you as you may have a use for it when in the raft.
2. Stow extra packs of batteries on your person if available.
3. Zip up your immersion suit.
4. Secure your life vest tightly. Note how to inflate the vest.
5. Get your life raft in position and readily accessible.
6. Remember to continue to fly the aircraft after water contact.
7. Do a final check on your equipment for items that may entangle you and stow.
8. Pull your seat belt and harness tight and make a mental note on how to release it.
9. Talk your way through, running your hand up your knee along your waist to the seat belt latch and
through the releasing action. Make a mental note to remove your lap strap and shoulder harness and
place clear of your person. Repeat this action several times.
10. Then talk your way through, while firmly grasping the lap belt, lowering your arms and extending them
outwards, feel for the power quadrant, then feel for the air frame, gripping it firmly. You will then roll
over and slide out through the door.

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3.3.14 Ditching (Continued):

3.3.14.2 Check Your Safety Equipment (Continued)

11. Visualizing this maneuver is essential to preparing to exit the aircraft.

12. Make a special note of your helmet/headset cord. This will be the last disconnection you will make.
13. Special attention will be given to stowing this cord and or unplugging it from your helmet’s pigtail.
14. Transmit for one last time then announce “off communications”.

3.3.14.3 Prepare Your Aircraft

1. Begin a slow dump of your hopper contents. The oil slick (especially if carrying ferry fuel) will be an
important trail laid down for rescuers. Close the hopper gate making sure the dump handle over
centers, snapping shut. This will provide buoyancy to the aircraft in the water.
2. Note the swell direction and plan to land along or parallel to it.
3. Extend full flaps and establish glide 85 – 90 mph (74-78 kts).
4. It is about to get very windy. All loose objects may fly out the airplane.
5. Push the emergency door handle as placarded. Then open the door latch and jettison the doors.
Push the upper door out and it should “fly” up and open.
6. Repeat the procedure for the second door.
7. Avoid rounding out over the water too soon. You must contact the water in a tail low attitude before
the airplane is completely stalled. Bank hard to the left or right to contact the water aggressively with
the wingtip. This is an attempt to water loop the plane to cause it to travel tail first across the water.
The plane is likely to go upside down if a conventional landing is attempted.
8. Fly the airplane until it has stopped. Maintain control at all times. Keep stick full back.

3.3.14.4 In The Water

1. If the aircraft has gone upside down, follow the procedure given under Egress.
2. If the aircraft is floating right side up with no indication that it is about to sink, you may want to remain
in your seat, as leaving the cockpit may cause the aircraft to tip over if it is floating in a steep nose
down attitude.
3. Unbuckle your seat belt and harness and have your life raft within easy reach if the aircraft starts to
sink. Do not inflate your life raft until you are convinced that the plane is sinking. If this is the case,
inflate your life vest as you climb out on to the wing with your life raft in one hand. Inflate your life raft
while on the wing but stay with the aircraft until there is no longer any doubt that it is sinking.

3.3.14.5 Egress (If your aircraft is upside down)

1. Do not release the lap belt until you are ready to egress.
2. To find it, slap your leg with your hand, then follow your leg up to your waist along the belt and to the
buckle.
3. Reach for your reference point, the power quadrant, proceeding as visualized earlier. Do not release
your belt without having a firm grip on your reference point. Never let go with both hands. Do not let
go of one until you have the other firmly gripped.
4. Maintain your reference points, grab your life raft, and egress out the door. If submerged, swim clear
and inflate your life vest.
5. As you rise, swimming or propelled by the vest inflation, exhale slowly and reach your hand above
your head. When you reach the surface inflate your life vest.

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3.3.14 Ditching (Continued)

3.3.14.5 Egress (Continued)

6. Play an active part in your rescue.

7. While in the raft, stay close to the aircraft if it is floating. If you managed to leave the aircraft with the
prop tether, you may tie one end to part of the aircraft, and hold the leather loop with one hand, so that
you can release it if the aircraft starts to sink.
8. Wait for rescue.

3.3.15 Cockpit Door Opens in Flight

1. Do not attempt to close door.

2. Gently maneuver aircraft avoiding abrupt control inputs, stall speed may have increased.
3. Dump hopper over a suitable location.
4. Land as soon as practical.

3.3.16 Engine Driven Boost Pump Failure

If the engine driven boost pump (also known as the "airframe fuel pump") becomes inoperative, the electric fuel
boost pump should be switched to ON.

If the electric fuel boost pump should also fail, the high pressure fuel control pump on the engine is adequate for
unrestricted engine operations up to a maximum altitude of 10,000 ft. Continued flight should be below this
altitude. HOWEVER, if these conditions should occur when avgas is in use, the flight should be terminated as
soon as practical and landing made at the nearest suitable landing site.

3.3.17 Spins

The spinning characteristics of this aircraft have not been fully investigated and spin recovery techniques have
not been established. In the event of an inadvertent spin the following procedure is suggested:

1. Reduce power to idle - The torque of an engine producing power will make spin recovery more difficult.
2. Ailerons neutral - Attempting to level the wings with aileron input can actually make the spin worse.
3. Apply full opposite rudder input to stop the rotation - Apply rudder opposite the rotation of the spin. If
you have trouble determining which way the airplane is spinning, look at your turn coordinator or turn
needle. It will indicate the direction of rotation.
4. Apply forward elevator to break the stall - Immediately after applying opposite rudder, apply a quick
forward motion on the control stick and hold anti-spin controls until the aircraft starts to recover.
5. Recover from the dive - Once you have completed the four previous steps, and the rotation stops,
recover from the dive. The descent rate may be high and the airspeed can rapidly exceed redline.
Flaps, if extended, should be retracted. Remember to neutralize the rudder after the rotation stops.

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3.4 CHECKLIST FOR ILLUMINATION OF WARNING/CAUTION LIGHTS

The following procedures are recommended when a warning or caution light is illuminated.

3.4.1 Warning Lights (Red)

See Section 3.5.1 for detailed description of warning lights.

GENERATOR OUT (If Equipped):

VOLTMETER ...........................................................................................MONITOR
NON-ESSENTIAL LOADS .................................................................... TURN OFF
LAND ......................................................................... AS SOON AS PRACTICAL

LOW FUEL (If Equipped):

AIRCRAFT ................................................................. FLY STRAIGHT AND LEVEL
FUEL GAUGES .......................................................................................MONITOR
LAND ......................................................................... AS SOON AS PRACTICAL

OIL PRESSURE (If Equipped):

POWER LEVER .......................................... REDUCE (1000 Ft-Lb of Torque Max)
OIL PRESSURE ......................................................................................MONITOR
LAND ......................................................................... AS SOON AS PRACTICAL

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3.4.2 Caution Lights (Amber)

See Section 3.5.2 for detailed description of caution lights:

PROP IN BETA RANGE:

If in flight:
POWER LEVER .................................MOVE FORWARD INTO NORMAL RANGE

If on ground, this indicates propeller is ready for reverse thrust

AIR FILTER:
ALTERNATE AIR ........................................................................................... OPEN
AVAILABLE POWER .............................................................................. MONITOR
ITT INDICATION ..................................................................................... MONITOR
LAND ........................................................................ AS SOON AS PRACTICAL

CHIP DETECTOR:
POWER LEVER ...................... REDUCE TO MINIMUM REQUIRED FOR FLIGHT
LAND ........................................................................ AS SOON AS PRACTICAL

FUEL FILTER:
FUEL BOOST PUMP ...............................................................................TURN ON
FUEL PRESSURE .................................................................................. MONITOR
LAND ........................................................................ AS SOON AS PRACTICAL

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3.5 AMPLIFIED PROCEDURES FOR ILLUMINATION OF WARNING/CAUTION LIGHTS

The following are amplified procedures that are recommended when a warning or caution light is illuminated.

3.5.1 Warning Lights (Red)

WARNING ACTION
Generator Out (If equipped) Indicates generator is not charging normally. Monitor voltmeter, turn off
non-essential electrical loads and check charging system.

Low Fuel (If equipped) Indicates a low fuel condition in either or both wing fuel tanks. Fly straight
and level and monitor fuel gauges. Land as soon as practical. However, if
fuel gauge monitoring indicates a fuel imbalance with adequate fuel
remaining, flight may be continued after allowing fuel to transfer and
equalize. An intermittent (flickering) Low Fuel warning light should be
treated the same as a steady warning light. SEE SECTION 7.12.

Low Oil Pressure (if equipped) Indicates oil pressure has dropped to 60 psig and further flight should be
at reduced power not exceeding 1000 ft-lb torque. Land as soon as
practical.

3.5.2 Caution Lights (Amber)

CAUTION ACTION
Prop in Beta Range Indicates propeller blade pitch angle is at or below the minimum fine pitch
that is safe for continued in-flight control. During ground operations, it
indicates that the propeller is properly positioned for application of reverse
thrusting power.

Air Filter Indicates that the normal air flow to the engine inlet is being restricted from
flow through the filter. Check for possible icing or foreign object blockage.
Open engine alternate air door and monitor available power and ITT
indications. Land as soon as practical. Service air filter system and close
alternate air door. Do not rely on this light to determine air filter
cleaning/replacement intervals.

Chip Detector Indicates that a metal particle is in contact with the chip detector terminals
and there is the possibility of other metal particles in the engine oil. Land
as soon as practical and service chip detector.

Fuel Filter Indicates that there is a partial blockage in the fuel filter or in the fuel
system. The electric fuel boost pump should be turned ON. Land as soon
as practical and service fuel system.

Rinse Pump Indicates that the hopper rinse pump is running. Turn rinse pump off or
pull rinse pump circuit breaker if this is not desired.

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SECTION 4 - NORMAL PROCEDURES

4.1 GENERAL........................................................................................................................................ 4-1

4.2 NORMAL PROCEDURES ............................................................................................................... 4-2
4.2.1 Preflight Walk-Around Inspection ............................................................................................. 4-2
4.2.2 Safety Precautions Before Starting ........................................................................................... 4-4
4.2.3 Starting ...................................................................................................................................... 4-4
4.2.4 Starting Using Auxiliary Ground Power (GPU) ......................................................................... 4-6
4.2.5 Dry Motoring Run ...................................................................................................................... 4-7
4.2.6 Before Taxiing ........................................................................................................................... 4-7
4.2.7 Taxiing....................................................................................................................................... 4-7
4.2.8 Before Takeoff .......................................................................................................................... 4-8
4.2.9 Propeller Overspeed Check Procedure .................................................................................... 4-8
4.2.10 Takeoff (Normal) ..................................................................................................................... 4-9
4.2.11 Takeoff (Full Hopper Load and/or Short Field) ..................................................................... 4-10
4.2.12 Cruise .................................................................................................................................... 4-11
4.2.13 Agricultural Flying ................................................................................................................. 4-11
4.2.14 Fire Fighting .......................................................................................................................... 4-13
4.2.15 Before Landing ...................................................................................................................... 4-13
4.2.16 Approach and Landing (Normal - Empty Hopper) ................................................................ 4-14
4.2.17 Approach and Landing (8,000 LBS. (3629 KG.) Gross Weight) ........................................... 4-15
4.2.18 Cross Wind Landing Technique ............................................................................................ 4-16
4.2.19 Balked Landing/Go-Around .................................................................................................. 4-16
4.2.20 Engine Shut-Down Procedure .............................................................................................. 4-16
4.3 NIGHT OPERATIONS ................................................................................................................... 4-17
4.4 NOISE CHARACTERISTICS ........................................................................................................ 4-17
4.5 FUEL MANAGEMENT ................................................................................................................... 4-17
4.6 FERRY FUEL SYSTEM ................................................................................................................ 4-18
4.7 FLIGHT OVER WATER................................................................................................................. 4-18

4.1 GENERAL

This section contains the recommended procedures for normal operation of the airplane and its
systems. The information contained in this section is FAA Approved and must be included in this
Airplane Flight Manual.

Unless otherwise noted, all airspeeds listed in this section are Indicated Airspeeds (IAS).

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4.2 NORMAL PROCEDURES

The following sub-sections provide checklists for normal operations of the 502XP aircraft. Where
possible, the checklists are provided in a concise "Item" -- "Condition" format to allow for quick
reference when needed. Operating procedures for individual aircraft systems can be found in Section 7
of this manual.

4.2.1 Preflight Walk-Around Inspection

A visual inspection of the exterior of your 502XP should become an important routine procedure. A
suggested path would be to start at the baggage door location below the lefthand cockpit door and walk
clockwise around the aircraft. Below is a list of items that must be checked before engine start.
Optional or aftermarket equipment installed on the aircraft will require additional preflight checks.

1. Cockpit Check - Control Lock - OFF

2. See that the baggage door is closed and fastened.
3. Check booms and fittings for leaks. Check mounting brackets.
4. Lift up on trailing edge of flap to see that it is secure.
5. Move left-hand aileron briskly up and down to check for looseness.
6. Check aileron counterweight for security.
7. Inspect tip and leading edge for damage.
8. Inspect fuel vent tube.
9. Lift cover from pitot tube and inspect.
10. Remove left-hand fuel cap and visually check fuel level.
11. Drain left wing fuel sump, drain header tank sump and fuel valve sump. Inspect for water or
contaminants.
12. Check spray plumbing and valve for leaks and loose connections.
13. Inspect left-hand gear leg connection at fuselage.
14. Inspect left-hand wheel, brake condition, and inspect tire for cuts, wear, and proper inflation
(50-52 psi) (345-359 kPa).
15. Open door in top cowl and check oil level. Should not be more than 2 quarts (1.89 liters)
below "Full" mark.
16. Remove prop tether(s). Inspect each prop blade for nicks, cracks corrosion, bends, etc.
17. Rotate prop briskly and listen for any unusual rubbing noise.
18. Examine spinner installation for loose screws, cracks.
19. Check cowling for any unfastened Camlocs.
20. Check air intake for foreign objects and filter condition.
21. Remove exhaust covers.
22. Inspect right-hand gear leg connection at fuselage.
23. Inspect right-hand wheel, brake condition, and inspect tire for cuts, wear, and proper inflation
(50-52 psi) (345-359 kPa).
24. Remove right-hand fuel cap and visually check fuel level.
25. Drain right-hand wing fuel sump. Inspect for water or contaminants.
26. Inspect right hand wing leading edge and tip for damage.
27. Inspect right-hand wing tank vent.
28. Inspect right-hand aileron same as left-hand.
29. Check right-hand boom for leaks and security.
30. Check right-hand flap by lifting up on trailing edge.

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4.2.1 Preflight Walk-Around Inspection (Continued)

31. Inspect fuselage skins for any unfastened Camlocs.

32. Inspect right-hand static port - clear of obstructions.
33. Inspect right-hand stabilizer and strut.
34. Test stabilizer for security by lifting up on leading edge.
35. Check forward end of tail spring for security.
36. Inspect right-hand elevator and move up and down to check security.
37. Check right-hand and left-hand elevator trim tabs for security and check linkage.
38. Inspect rudder on both sides and move from stop to stop to check security. Check for visible
signs of chafing of the rudder cables and cable attachments.
39. Inspect rudder boost tab for security, freedom of movement and linkage.
40. Inspect tail spring attachment to fuselage.
41. Inspect tail wheel fork housing and attachments to spring.
42. Check tail wheel tire for cuts, wear, and proper inflation (50 psi) (345 kPa).
43. Check for broken centering springs.
44. Check tail wheel lock by lifting plunger by hand.
45. Check left-hand elevator by moving up and down to test security.
46. Inspect left-hand stabilizer and strut and check for security by lifting up on stabilizer leading
edge.
47. Inspect for unfastened Camlocs on L/H side of aircraft.
48. Inspect lefthand static port - clear of obstructions.
49. Be sure tie-down ropes have been untied and wheel chocks removed,
50. Note wind velocity. If a strong wind is blowing directly into exhaust pipes, lift up on tail wheel
lock pin and position aircraft with nose into the wind.
51. Check ground under propeller for loose rocks or material that could damage propeller blades
when starting.
52. Check behind aircraft to see that path is clear.
53. Open hopper lid, check inside hopper and check lid gasket.
54. Hopper Lid - CLOSED. Windshield Wiper - SECURE. Hopper Latch - SECURE.

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4.2.2 Safety Precautions Before Starting

BRAKES ..........................................................................................................TEST
PARKING BRAKE ............................................................................................. SET
ELEVATOR & RUDDER TRIM ..........................................Position in GREEN ARC
ALTIMETER ...................................................................................................... SET
RUDDER PEDALS ................................................................ ADJUST if necessary
CIRCUIT BREAKERS ............................................................................... Check IN
MASTER "BATT" SWITCH ................................................................................ ON
FUEL QUANTITY ........................................................................................ CHECK
FLIGHT CONTROLS ...........................................................FREE AND CORRECT
.............................................................................. NO UNUSUAL NOISES
FUEL SHUTOFF VALVE .................................................................................... ON
FLAPS ............................................ ACTUATE THRU FULL RANGE OF TRAVEL

Actuate flaps to full range of travel. With flaps in fully lowered position, the
flap markings should align perfectly with wing trailing edge. If flap down
NOTE: travel has exceeded this mark, do not fly the aircraft as the flap actuator
down micro-switch could be malfunctioning. During flap cycle, listen for any
unusual rubbing noises.

CAUTION AND WARNING LIGHTS ............................................. PUSH TO TEST

FUEL FLOWMETER (If installed).......................................................... PROGRAM
VOLTMETER ..........................................................................24 VOLTS MINIMUM
MASTER "BATT" SWITCH ...............................................................................OFF
DOORS .................................................................................. CLOSE AND LATCH
SEATBELT AND SHOULDER HARNESS ................................................ FASTEN
FCU OVERRIDE (if equipped) ................................................. OFF AND LOCKED

Failure to ensure that the FCU Override is in the off and locked
position during engine start may result in exceeding the engine limits.
CAUTION:

4.2.3 Starting

PARKING BRAKE ............................................................................................. SET

FUEL SHUTOFF VALVE .................................................................................... ON
POWER LEVER ............................................................................................... IDLE
PROP LEVER (P) .............................................................. Full Aft at FEATHER (F)
FUEL CONDITION LEVER (S) ................................. Full aft at FUEL CUTOFF (C)
MASTER "BATT" SWITCH ................................................................................ ON
IGNITOR SWITCH ............................................................... OFF (Center Position)
GENERATOR SWITCH (GEN) .........................................................................OFF
PROP OVERSPEED SWITCH..........................................................................OFF

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4.2.3 Starting (Continued)

FUEL BOOST PUMP SWITCH .......................................................................... ON

FUEL PRESSURE........................................................... NOTE PRESSURE RISE
FUEL BOOST PUMP SWITCH ........................................................................ OFF

When using aviation gasoline, the electric fuel boost pump must be turned
WARNING: on and remain on for the duration of the flight.

"CLEAR PROP!" .............................................................................. YELL LOUDLY

PROPELLER AREA ....................................................................... CHECK CLEAR
START SWITCH ..................................................Hold ON until 58% Ng is reached
Ng TACHOMETER ......................................... STABILIZE ABOVE 12% MINIMUM
IGNITOR SWITCH ............................................................................. Up to START

When Ignitor Switch is in the START position, ignition is only provided when
NOTE: the Start Switch is held ON. When the Ignitor Switch is in the down
"CONTINUOUS" position, then ignition is provided continuously.

STARTER LIMITS .................................................. OBSERVE (See Section 2.4.3)

ENGINE OIL PRESSURE ........................................................................... CHECK
FUEL CONDITION LEVER (S) ................................................... Move fwd to RUN
Ng TACHOMETER ................................... VERIFY ACCELERATION TO 58 - 60%
ITT INDICATOR ......................................................................................MONITOR
.............................................................................Do not exceed ITT limits!
ENGINE OIL PRESSURE ........................................................................... CHECK
ENGINE OIL TEMPERATURE .................................................................... CHECK
START SWITCH ................................................. RELEASE after reaching 58% Ng

Whenever the gas generator fails to light up within 10 seconds after

moving the starting control lever to the "RUN" position, shut off fuel
(pull fuel condition lever full aft to "C" stop) and release start switch.
Allow a 30-second fuel draining period plus 5 minutes for starter cool
down. Conduct a 15 second dry motoring run (see following section)
and allow 10 minutes for starter cool down before attempting another
CAUTION: start. If for any reason, a starting attempt is discontinued, allow the
engine to come to a complete stop and then accomplish a dry
motoring run. Repeat the complete sequence, observing the starting
limits.

GENERATOR SWITCH...................................................................................... ON
IGNITOR SWITCH ...........................................................Leave in START position

CONTINUOUS position of the Ignitor Switch is used only when flying in

NOTE:
extreme turbulence and possibility of a temporary fuel interruption exists.

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4.2.4 Starting Using Auxiliary Ground Power (GPU)

Starting the engine using auxiliary ground power (GPU) provides for cooler ITT temperature during the
start. Only a 28 Volt GPU system and plug may be used. The aircraft Ground Power Receptacle is
located just forward of the lefthand main landing gear leg. Pay close attention to the polarity of the GPU
plug.

Use of the Ground Power will place ground personnel near the propeller
before, during, and after the engine start. A high level of caution should
be observed to ensure that the ground personnel remain clear of the
propeller at all times. The pilot should not attempt an engine start unless
all ground personnel are confirmed to be clear of the propeller.
WARNING:
Discuss all safety precautions with ground personnel prior to attempting
this procedure.

GPU power + Airplane Battery Power (GPU is connected in parallel with airplane batteries for
combined current):

GPU PLUG (28 VOLTS ONLY) .............................................................. CONNECT

GPU POWER ..................................................................................................... ON
AIRCRAFT MASTER "BATT" SWITCH ............................................................. ON
NORMAL START SEQUENCE ........................... PERFORM PER SECTION 4.2.3
GPU POWER .................................................DISCONNECT after successful start

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4.2.5 Dry Motoring Run

The following procedure is used to clean an engine at any time when it is deemed necessary to remove
internally trapped fuel and vapor, or if there is evidence of a fire within the engine. Air passing through
the engine serves to purge fuel, vapor or fire, from the combustion section, gas generator turbine,
power turbine and exhaust system.

FUEL CONDITION LEVER (S) ................................Full aft to FUEL CUT-OFF (C)

IGNITOR SWITCH ................................................................ OFF (Center position)
MASTER "BATT" SWITCH ................................................................................. ON
FUEL SHUTOFF VALVE .................................................................................... ON
FUEL BOOST PUMP ......................................................................................... ON
START SWITCH ...................................................................................... HOLD ON

If an engine fire persists as indicated by sustained Inter-Turbine

Temperature (ITT), close the fuel shutoff valve to the OFF position at this
point and continue motoring.
WARNING:

FUEL SHUTOFF VALVE .................................................................................. OFF

STARTER LIMITS .................................................. OBSERVE (See Section 2.4.3)
START SWITCH ...................................................................................... RELEASE
FUEL BOOST PUMP ....................................................................................... OFF
MASTER "BATT" SWITCH ............................................................................... OFF
COOLDOWN ................... 5 MINUTES BEFORE ANY FURTHER STARTER USE

4.2.6 Before Taxiing

Before taxiing, ensure that all ground support equipment is disconnected and clear of the aircraft.
Ensure that the area around the aircraft is clear and that a safe path is available to taxi.

4.2.7 Taxiing

During the taxi, avoid sudden movement of the power lever. Normal taxi may be accomplished with the
fuel condition lever (S) in the RUN position (also known as "Ground Idle"). If desired, the fuel condition
lever (S) may be moved to the FLIGHT IDLE position for taxi if the beta region of the Power Lever is
used for taxiing.

PROP LEVER (P) .............................................. Move into desired operating range

PARKING BRAKE ................................................................................... RELEASE
POWER LEVER ............................................. ADVANCE TO DESIRED SETTING
BRAKES ..................................................................................... USE SPARINGLY

Whenever possible, leave the tailwheel locked during taxi as this will minimize the need for brakes.
Small changes in direction can be made with the use of rudder and the power lever. For sharp turns,
unlock the tail wheel and use differential braking and engine power.
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4.2.8 Before Takeoff

FLIGHT CONTROLS ...........................................................FREE AND CORRECT

FAN BRAKE (If installed) ................................................................................... ON
TRIM CONTROLS ................................... IN GREEN ARC (TAKEOFF POSITION)
FLAPS ............................................................................................... RETRACTED
COCKPIT DOOR .............................................................. CLOSED AND LOCKED
ENGINE INSTRUMENTS ...........................CHECK FOR NORMAL INDICATIONS
FUEL QUANTITY ................................... SUFFICIENT FOR INTENDED MISSION
POWER LEVER ............................................................................................... IDLE
PROPELLER CONTROL ....................... FEATHER TWICE TO PURGE SYSTEM
FUEL CONDITION LEVER (S) .......................................................... FLIGHT IDLE
POSITION AIRCRAFT ....................................... ALONG RUNWAY CENTERLINE
TAILWHEEL LOCK ................................................................................ ENGAGED
BRAKES ....................................................................................................... APPLY
PROP LEVER (P) ........................................................................ FULL FORWARD
POWER LEVER .................................... SET POWER TO 1000 FT-LBS TORQUE
NP TACHOMETER .................................................................ENSURE 1900 RPM
PROP LEVER (P) .................................................................................. MOVE AFT
PROP RPM .............................................................. ENSURE RPM DECREASES
PROP LEVER (P) ........................................................................ FULL FORWARD
CONTROL QUADRANT FRICTION....................................... ADJUST (TIGHTEN)

4.2.9 Propeller Overspeed Check Procedure

The overspeed governor check should be accomplished before the first flight of the day and after
maintenance to assure that the overspeed governor is operative.

The procedure is as follows:

POWER LEVER ............................................................................................... IDLE

PROP LEVER (P) .......................................................... Full forward for 1900 RPM
PROP OVERSPEED TEST SWITCH ................................................................ ON
POWER LEVER ..................................................................................... ADVANCE
PROP RPM ........................................... ENSURE Np stabilizes at 1800 ± 50 RPM
POWER LEVER .................................................. REDUCE to less than 1800 RPM
PROP OVERSPEED TEST SWITCH .................................... OFF and GUARDED
POWER LEVER .......................... ADVANCE (Ensure that 1900 RPM is available)
POWER LEVER ............................................................................................... IDLE

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4.2.10 Takeoff (Normal)

FLAPS ...............................................................................................RETRACTED
PROP LEVER (P) ........................................................................ FULL FORWARD
POWER LEVER ................................. SET TORQUE TO APPROX. 1000 FT-LBS
BRAKES .................................................................................................. RELEASE
POWER LEVER ..............ADVANCE SMOOTHLY (2397 FT-LBS TORQUE MAX)
ITT & TORQUE INDICATIONS ...............................................................MONITOR
DIRECTIONAL CONTROL ........................ MAINTAIN WITH RUDDER CONTROL
ELEVATOR CONTROL ........................................................................... NEUTRAL

Accelerate down the runway and allow the tail to come up. Make a conventional takeoff from
this attitude. At weights higher than 8,000 lbs (3,629 kg), the initial climb speed can be
expected to increase.

INITIAL CLIMB (@ 8,000 lbs [3,629 kg]) ................................... 111 MPH (96 KTS)
ELEVATOR TRIM ............................................................. ADJUST AS REQUIRED
RUDDER TRIM ................................................................ ADJUST AS REQUIRED
ITT & TORQUE INDICATIONS ...............................................................MONITOR
TORQUE AND PROPELLER RPM ..................................... ADJUST AS DESIRED

Full flaps should not be used during the takeoff sequence. The use of
full flaps creates large amounts of drag and will lengthen the ground
roll and impair climb performance.
WARNING:

Reduction of prop RPM will increase Torque and can cause torque
limit to be exceeded when already operating at maximum torque. It is
recommended to reduce torque prior to reducing prop RPM.
CAUTION:

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4.2.11 Takeoff (Full Hopper Load and/or Short Field)

FLAPS ...................................................................................... 10° (FIRST MARK)

PROP LEVER (P) ........................................................................ FULL FORWARD
POWER LEVER ....................... SET TORQUE TO TAKEOFF LIMIT (2397 FT-LB)
ITT & TORQUE INDICATIONS ............................................................... MONITOR
BRAKES .................................................................................................. RELEASE
DIRECTIONAL CONTROL ........................ MAINTAIN WITH RUDDER CONTROL
ELEVATOR CONTROL ........................................................................... NEUTRAL

Accelerate down the runway and allow the tail to come up. Make a conventional takeoff from
this attitude. At weights higher than 8,000 lbs (3,629 kg), the initial climb speed can be
expected to increase.

INITIAL CLIMB (@ 8,000 lbs [3,629 kg])................................... 111 MPH (96 KTS)
FLAPS .................................................................................................... RETRACT
ELEVATOR TRIM............................................................. ADJUST AS REQUIRED
RUDDER TRIM ................................................................ ADJUST AS REQUIRED
ITT & TORQUE INDICATIONS ............................................................... MONITOR
TORQUE AND PROPELLER RPM ..................................... ADJUST AS DESIRED

Full flaps should not be used during the takeoff sequence. The use of
full flaps creates large amounts of drag and will lengthen the ground
roll and impair climb performance.
WARNING:

Reduction of prop RPM will increase Torque and can cause torque
limit to be exceeded when already operating at maximum torque. It is
recommended to reduce torque prior to reducing prop RPM.
CAUTION:

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4.2.12 Cruise

POWER LEVER ........................REDUCE TORQUE TO LESS THAN 2200 FT-LB

PROP LEVER (P) ............................................ REDUCE Np TO 1700 - 1800 RPM
...................................................... Use approx. 1800 RPM with full hopper
POWER LEVER ............................................ SET TO COMFORTABLE SETTING
ITT INDICATOR ................. ENSURE ITT DOESN'T EXCEED NOMINAL (785°C)
CONTROL QUADRANT FRICTION ....................................... ADJUST (TIGHTEN)

The 502XP has a limit of 810 SHP in level flight. See cockpit placard to determine what maximum
torque can be used at various propeller RPMs. Horsepower can also be calculated using the formula:

(𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑅𝑃𝑀) × (𝑇𝑜𝑟𝑞𝑢𝑒 𝐹𝑇 ∙ 𝐿𝐵)

𝑆𝐻𝑃 =
5252

Engine control quadrant friction knob should be tight enough to prevent creep of the Prop and Condition
Levers during Power Lever movements and to prevent creep of all controls from vibration or turbulence.

If severe turbulence is encountered, the ignitor switch should be placed in the "Continuous" position as
the turbulence could cause a temporary fuel interruption and subsequent flame-out. With the ignitor in
the Continuous position any temporary flame out will likely result in an immediate re-light without further
pilot action.

4.2.13 Agricultural Flying

Since agricultural flying is extremely varied, it is not practical to provide operating procedures which in
many cases would not fit a particular operation. However, the procedures outlined in this section are
general and may be followed if they apply.

4.2.13.1 Survey of field

1. Before entering the field to be treated, fly around the entire perimeter at least once to firmly
establish the location of wires, stand pipes, or other obstacles.
2. Determine direction field will be flown and check position of flagmen if used.
3. Check surrounding area on downwind side for possible drift damage.
4. Make note of houses or areas to avoid during turns.

4.2.13.2 Entering Field

1. If practical, make first pass into the wind so that two passes will be made before the first
downwind turn is required. Avoid making first pass into the sun, however.
2. If obstructions border the field reduce speed slightly and make a high approach. When
obstruction is near enough, nose down smoothly to angle which will clear obstruction and
apply power to prevent high-speed stall on roundout. Avoid flying just above obstruction
height and abruptly pitching over.

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4.2.13 Agricultural Flying (Continued)

4.2.13.3 Swath (Spraying)

1. For a full load on a hot day set prop at 1800 RPM and at 2000 FT-LB torque or less,
depending on how the aircraft is performing.
2. Spray runs may be made at 140 to 150 MPH (122 to 130 KTS) when the aircraft is heavy,
which will provide good penetration as well as adequate speed for pull-ups and turns.
3. As load diminishes, reduce RPM by 50 RPM increments as appropriate.
4. Reduce engine torque as load diminishes to avoid excess speed over the crop, which
reduces penetration. Spray speeds of 130 to 135 MPH (113 to 117 KTS) are normal as the
hopper nears empty.
5. The operator should select 5 to 7 MPH (4 to 6 KTS) more speed during turns when loaded.

4.2.13.4 Pull-Ups

1. Prior to pull-up apply additional power smoothly.

2. Abrupt pull-ups should be avoided since excessive speed is lost which reduces turn
performance.
3. When making pull-ups over wires avoid starting to bank too soon.

4.2.13.5 Turns

1. The previous training and experience will influence the operator flying the 502XP. All
conventional types of turns may be performed in the 502XP.
2. Flaps may be used as a turning aid providing small deflections are used (5 to 10 degrees).
The usual method of using flaps is to make the pull-up and initial bank with flaps retracted. As
the aircraft is being banked to turn back into the field touch the flap switch briefly and let off a
little back pressure on the stick, as the flaps cause a slight pitch up tendency. Continue the
turn, and as you line up for your pass, retract the flaps.
3. Make coordinated turns. Use the slip indicator as a means of determining whether or not you
are carrying bottom rudder. The 502XP has excellent stall characteristics and if the aircraft is
inadvertently placed in an impending stall situation, it is only necessary to relax some back
pressure on the stick to make recovery, and little altitude is lost, providing the turn is
coordinated. A stall from a skidding turn will result in the nose dropping sharply with a
significant loss of altitude.
4. In addition to being hazardous, a skidding turn can transfer fuel from one tank to another,
which will result in engine flameout if one tank runs dry. Monitor the fuel level in each tank
when the fuel level reaches 1/2 tank. Fuel transfer can occur when flying a racetrack pattern if
the turns are not coordinated.

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4.2.14 Fire Fighting

It is recommended that 10° of flap be used during the approach and load release phase. This improves
control and creates a very stable approach condition. Note that 10° is the first mark seen on the flap
leading edge as the flaps are being lowered.

On approaching the target area:

1. Slow the aircraft to 125 MPH (109 KTS) and lower the flaps to 10 degrees, and re-trim.
2. Unlock dump handle stop in preparation for dump.
3. Line up the aircraft for the load drop.
4. Be aware that during the load release there will be a sudden pitch-up of the nose of the
aircraft.
5. Approximately 18 pounds (8 kg) of forward pressure will be required to offset the pitch-up
tendency.
6. Apply forward motion on the control stick as soon as the dump handle is moved forward.
7. Keep the aircraft relatively level during the drop phase.
8. After the drop is completed, pull back on the dump handle to lock the hopper door if possible.
9. Retract the flaps and re-trim the aircraft for normal flight.

4.2.15 Before Landing

PROP LEVER (P) ........................................................................ FULL FORWARD

CONDITION LEVER (S) .................................................. FLIGHT IDLE POSITION
POWER LEVER ........................................ AS REQUIRED FOR DESCENT RATE
PROP IN BETA LIGHT ........................................ OUT (Ensure prop is not in Beta)
FLAPS ............................................................................................... AS DESIRED
TAIL WHEEL LOCK LEVER (If equipped) ................................................ LOCKED
BRAKE SYSTEM ........................................... DEPRESS BOTH BRAKES FIRMLY
................ (to confirm brake function and ensure parking brakes released)
CONTROL QUADRANT FRICTION ....................................... ADJUST (TIGHTEN)

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4.2.16 Approach and Landing (Normal - Empty Hopper)

The landing procedure for any aircraft, especially a tail wheel airplane, is highly dependent on pilot
preference. Below are some general guidelines and warnings for the landing sequence.

APPROACH SPEED .................................................. 80 MPH (69 KTS) MINIMUM

CONDITION LEVER (S) ...................................................FLIGHT IDLE POSITION
POWER LEVER ......................................................... IDLE (Add power if required)
PROP IN BETA LIGHT ................................................................... CONFIRM OUT

Avoid full rudder side slips when the flaps are extended. The possibility
for loss of aircraft control is more likely in this configuration.

Although placing the condition lever in the RUN position (Ground Idle)
may result in a shorter landing distance, Air Tractor does not recommend
this practice. In the event that a Go-Around is necessary, the engine will
WARNING:
take significantly more time to spool up with the condition lever in the
Ground Idle position. The condition lever should be placed in the FLIGHT
IDLE position for landing.

After landing and after tail wheel is on the ground:

CONTROL STICK ................................................................................... FULL AFT
POWER LEVER ................................ CONSIDER REVERSE THRUST (See note)
BRAKES .......................................................................................... AS REQUIRED
CONDITION LEVER (S) .................................... RUN (After leaving active runway)

Brakes and reverse thrust may be used to shorten the landing rollout. Heavy
use of brakes should be applied with caution to prevent the aircraft nosing over.

NOTE: If reverse thrust is required, the thumb latch on top of the power lever must be
pushed forward and the power lever moved slowly aft until the Prop in Beta light
is observed ON. Reverse thrust may be selected as necessary by continued aft
movement of the power lever. Ensure torque and ITT limits are not exceeded.

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4.2.17 Approach and Landing (8,000 LBS. (3629 KG.) Gross Weight)

The landing procedure for any aircraft, especially a tail wheel airplane, is highly dependent on pilot
preference. Below are some general guidelines and warnings for the landing sequence.

APPROACH SPEED ........................... 100-105 MPH (87-91 KTS) with FLAPS UP

............................................. 85-90 MPH (74-78 KTS) with FLAPS DOWN
CONDITION LEVER (S) .................................................. FLIGHT IDLE POSITION
POWER LEVER ......................................................... IDLE (Add power if required)
PROP IN BETA LIGHT ................................................................... CONFIRM OUT

Avoid full rudder side slips when the flaps are extended. The possibility
for loss of aircraft control is more likely in this configuration.

Although placing the condition lever in the RUN position (Ground Idle)
may result in a shorter landing distance, Air Tractor does not recommend
this practice. In the event that a Go-Around is necessary, the engine will
WARNING:
take significantly more time to spool up with the condition lever in the
Ground Idle position. The condition lever should be placed in the FLIGHT
IDLE position for landing.

After all wheels are on the ground:

CONTROL STICK ................................................................................... FULL AFT
RUDDER PEDALS ..................................... MAINTAIN DIRECTIONAL CONTROL
POWER LEVER ................................CONSIDER REVERSE THRUST (See note)
BRAKES .......................................................................................... AS REQUIRED
CONDITION LEVER (S) .................................... RUN (After leaving active runway)

Brakes and reverse thrust may be used to shorten the landing rollout. Heavy
use of brakes should be applied with caution to prevent the aircraft nosing over.

NOTE: If reverse thrust is required, the thumb latch on top of the power lever must be
pushed forward and the power lever moved slowly aft until the Prop in Beta light
is observed ON. Reverse thrust may be selected as necessary by continued aft
movement of the power lever. Ensure torque and ITT limits are not exceeded.

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4.2.18 Cross Wind Landing Technique

1. Establish crab angle to line up with runway.

2. Leave flaps retracted unless strip is very short and cross-wind does not exceed 15 MPH (13
KTS).
3. During final stages of flare-out apply necessary rudder to straighten aircraft with runway. In
strong cross-winds it will be necessary to lower the up-wind wing.
4. Touch down should be in tail-low attitude and on up-wind wheel. Allow downwind wheel to
touch, then tail wheel.
5. Remain alert during roll-out. Steer with rudder and use brakes only if necessary.

4.2.19 Balked Landing/Go-Around

POWER LEVER ..................................................................................... ADVANCE

ATTITUDE ........................................................... APPROXIMATELY 7° NOSE UP
FLAPS ....................................................................................... RETRACT TO 20°
CLIMB ........................................................................................ 91 MPH (79 KTS)
.......................................................................... Until obstacles are cleared
FLAPS .................................................................................................... RETRACT
.......................... After safe altitude and 106 mph (92 kts) IAS climb speed

4.2.20 Engine Shut-Down Procedure

POWER LEVER ............................................................................................... IDLE

CONDITION LEVER (S) ................................................................................... RUN
PROP LEVER (P) .............................................................. Full aft to FEATHER (F)
ITT INDICATION ..................................... ALLOW TO STABILIZE FOR 1 MINUTE
AVIONICS MASTER SWITCH (If installed) ......................................................OFF
CONDITION LEVER (S) .......................................... Full aft to FUEL CUT-OFF-(C)
ALL SWITCHES ................................................................................................OFF
MASTER "BATT" SWITCH ...............................................................................OFF
PARKING BRAKE ........................................................................... AS REQUIRED
PROP .................................. TETHER to prevent windmilling with no oil pressure
EXHAUST PIPES .......................................................................COVER when cool

If there is any evidence of fire within the engine after shut-down, proceed
immediately as described under the procedures for DRY MOTORING RUN.
WARNING:

During the shutdown, ensure that the compressor decelerates freely. Keep a
NOTE:
record of coast-down time (in seconds) for trending.

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4.3 NIGHT OPERATIONS

1. Instrument and Nav lights - ON.

2. Strobe lights - ON.
3. Use dome light as required.
4. Set Rheostat for instrument lights and dome light as desired.
5. Use extra caution during final approach and landing if airplane does not have a standard
landing light system.

4.4 NOISE CHARACTERISTICS

This airplane is not required to show compliance with the noise limits of FAR Part 36. The noise
characteristics of this airplane have not been investigated. This airplane must be operated in
accordance with the noise operating limitations prescribed under FAR 91.815.

4.5 FUEL MANAGEMENT

Pay attention to the slip indicator in cruise. The ball in the slip indicator should be centered, otherwise
fuel will transfer from one tank to another. Fuel migrates in the same direction that the ball indicates in
the slip indicator. For instance, if the ball in the slip indicator is to the right of center that means the fuel
is transferring to the right tank.

It’s important to keep the fuel equalized in each tank especially when the quantity gets down to one-half
and below. Fuel has a tendency to migrate to the right tank due to torque effects so if you want to
transfer fuel back to the left tank to equalize the tanks, then use a little right rudder pressure so that the
ball in the slip indicator is to the left of the center position. Fuel should transfer from the right tank to the
left tank.

Once you have the tanks equalized, then apply rudder pressure such that the ball is centered. If you
run either tank completely dry the engine can flame out even if you have a substantial amount of
fuel in the other tank. This is because the header tank is out of fuel and the engine is starting to
ingest air. For more information, read Service Letters 178 and 178A.

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4.6 FERRY FUEL SYSTEM

The ferry fuel system utilizes the hopper as a fuel tank and is not an FAA Certificated fuel system.
However it may be installed in accordance with drawing 50280 providing a logbook entry is made for
both the installation and the removal.

If the optional ferry fuel system is installed, hopper fuel may be used by turning the fuel selector handle
90° counter-clockwise to point towards the left. All take-offs and landings are to be made on main tank
fuel. A safe altitude should be attained before switching and it is advisable to operate the fuel boost
pump for a few seconds prior to switching to hopper fuel. Turn boost pump OFF before switching to
hopper fuel.

When switching back to wing fuel turn boost pump ON after valve handle is rotated clockwise to point
straight forward for wing fuel. Leave pump ON for a few seconds and monitor fuel pressure until it is
clear the fuel flow is established.

Be sure to use the hopper fuel first. Keep in mind that if you run the wing tanks dry and then
switch to hopper fuel, the fuel boost pump is not in the circuit between the hopper fuel and the
engine. Therefore if you run the wing tanks dry, resulting in an airlock in the system, there is no
way to clear the airlock and restart the engine.

4.7 FLIGHT OVER WATER

Generally over-water flights are made with the ferry fuel system installed so that hopper fuel is
available. The procedures of Section 4.6 for using hopper fuel should be followed.

Use hopper fuel first. Switch to main tank fuel while there is still fuel in the hopper and operate the fuel
boost pump until fuel pressure is assured.

All over-water flights should be at an altitude that will provide ample time to receive a response to a
Mayday call, or to restart the engine if there is a fuel interruption.

Document No.: 01-0153 FAA APPROVED

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Air Tractor, Inc. Section -5-
502XP Airplane Flight Manual Performance

SECTION 5 - MANUFACTURER'S SECTION - PERFORMANCE

5.1 GENERAL....................................................................................................................................................... 5-1

5.2 UNIT CONVERSIONS.................................................................................................................................... 5-2
5.3 WIND COMPONENT CALCULATIONS ......................................................................................................... 5-3
5.4 TAKEOFF, CLIMB, AND LANDING PERFORMANCE .................................................................................. 5-4
5.5 AIRSPEED DEFINITIONS............................................................................................................................ 5-11
5.6 POWER AVAILABLE.................................................................................................................................... 5-11
5.6.1 Shaft Horsepower Calculation ................................................................................................................ 5-11
5.6.2 Ground Power Check Charts ................................................................................................................. 5-11
5.7 AIRSPEED CALIBRATION .......................................................................................................................... 5-14
5.8 STALL SPEEDS ........................................................................................................................................... 5-15
5.9 ALTITUDE LOSS DURING STALL RECOVERY ......................................................................................... 5-15
5.10 CAM 8 OPERATIONS WEIGHT (RESTRICTED CATEGORY)................................................................. 5-15

5.1 GENERAL

This section contains the manufacturer's calculated performance for the 502XP aircraft. This performance data
is computed from actual flight tests using average piloting techniques and an airplane and engine in good
condition. The information contained in this section has not been approved by the FAA but is provided by Air
Tractor for the information of the operator of the 502XP aircraft.

Unless otherwise noted, all airspeeds in this section are Indicated Airspeed (IAS).

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5.2 UNIT CONVERSIONS

The following conversion tapes can be used to convert to and from any of the units used in the
performance section of this AFM.

WEIGHT

DISTANCE

TEMPERATURE

SPEED

BAROMETRIC PRESSURE
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5.3 WIND COMPONENT CALCULATIONS

The following chart is used to determine headwind and crosswind velocities. To use this chart, find the
intersection of the wind velocity arc and the radial line that matches the angle between the wind direction and the
runway heading. From this intersection, read directly across to determine headwind or tailwind; read down to
determine crosswind component. This chart can be used for either MPH or Knots.

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5.4 TAKEOFF, CLIMB, AND LANDING PERFORMANCE

Takeoff and initial climb performance has been demonstrated at 10,480 lbs (4,754 Kg) gross weight from a dry,
smooth, hard runway and reduced to standard day conditions for all RESTRICTED CATEGORY operations.
A Maximum Takeoff Weight Chart is provided for the PT6A-140AG engine. This chart is also known as a WAT
chart (Weight-Altitude-Temperature). This chart illustrates the maximum weight that allows the aircraft to
establish an initial climb of at least 300 feet per minute AND at least a 2.5% climb gradient. This chart DOES
NOT take into account runway length, so the Takeoff Distance charts must be consulted to determine if sufficient
runway length is available for the planned takeoff. DO NOT TAKEOFF AT WEIGHTS ABOVE THOSE LISTED
FOR CURRENT CONDITIONS!!!
Takeoff Distance Tables are provided for aircraft equipped with the PT6A-140AG engine. These tables are
provided for the conditions listed. Density Altitude, runway surface, weather conditions, and airplane condition
must be given special consideration during all RESTRICTED CATEGORY operations, including takeoff.
Takeoffs may not be permitted at all conditions shown, but these conditions are shown for use when interpolating
between points. Consult the Maximum Takeoff Weight chart for maximum weight allowable for current
conditions.
Climb performance is provided at the airspeeds provided on the charts with the engine at maximum continuous
power available for that condition. The climb performance is provided for 1900 propeller RPM.
A Landing Distance chart is also provided. This chart should be used with the understanding that landing
distances are highly dependent on pilot technique. In general, the landing distances provided were conducted
using the NORMAL LANDING procedures presented in the Airplane Flight Manual.
The performance data in this section may be referenced for any operating weight in the CG envelope, regardless
of whether the aircraft is operating in the OVERWEIGHT RANGE FOR AGRICULTURAL OPERATIONS or in the
NORMAL CERTIFICATED OPERATING RANGE.

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5.4 Takeoff, Climb, and Landing Performance (Continued)

502XP MAXIMUM TAKEOFF WEIGHTS

with PT6A-140AG Engine
Equipped with Spray Equipment
Flaps at Takeoff Setting

OAT OAT PRESSURE ALTITUDE

(°C) (°F) (FT)
0 1000 2000 3000 4000 5000 6000 7000 8000

7 45 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,480

9 48 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,450
11 52 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,325
13 55 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,175
15 59 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,050
17 63 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,350 9,950
19 66 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,225 9,825
21 70 10,480 10,480 10,480 10,480 10,480 10,480 10,480 10,100 9,675
23 73 10,480 10,480 10,480 10,480 10,480 10,480 10,375 9,975 9,550
25 77 10,480 10,480 10,480 10,480 10,480 10,480 10,225 9,825 9,425
27 81 10,480 10,480 10,480 10,480 10,480 10,480 10,100 9,700 9,300
29 84 10,480 10,480 10,480 10,480 10,480 10,400 9,975 9,550 9,150
31 88 10,480 10,480 10,480 10,480 10,480 10,250 9,825 9,400 9,000
33 91 10,480 10,480 10,480 10,480 10,480 10,075 9,675 9,275 8,875
35 95 10,480 10,480 10,480 10,480 10,350 9,925 9,525 9,100 8,725
37 99 10,480 10,480 10,480 10,480 10,175 9,775 9,350 8,975 8,600
39 102 10,480 10,480 10,480 10,450 10,025 9,600 9,200 8,825 8,450
41 106 10,480 10,480 10,480 10,275 9,875 9,450 9,050 8,675 8,325
43 109 10,480 10,480 10,480 10,125 9,700 9,300 8,900 8,525 8,175

NOTES:
Weights shown in pounds. See Section 5.2 for unit conversions
Takeoff at weights above those shown will not achieve 300 ft/min climb or 2.5% climb gradient
Consult Takeoff Distance Chart to determine takeoff distance required

These values are not applicable for a downwind takeoff. Downwind

takeoffs will reduce safe takeoff weight.
WARNING:

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5.4 Takeoff, Climb, and Landing Performance (Continued)

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5.4 Takeoff, Climb, and Landing Performance (Continued)

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Performance 502XP Airplane Flight Manual

5.4 Takeoff, Climb, and Landing Performance (Continued)

502XP Rate of Climb

with PT6A-140AG Engine and No Flaps Extended
Max Continuous Power (up to 867 SHP) @ 1900 Prop RPM
Spray Equipment Installed
CLIMB SPEED (IAS) MAX RATE OF CLIMB (FPM)
WEIGHT PRESS
(LBS) ALT (FT) -10 C 0 C 10 C 20 °C 30 C 40 C
MPH KNOTS
(14 °F) (32 °F) (50 °F) (68 °F) (86 °F) (104 °F)
6,000 93 81 S.L. 2247 2241 2240 2202 1936 1620
2000 2223 2217 2232 1965 1708 1398
4000 2198 2185 1977 1736 1496 1191
6000 2187 1978 1747 1517 1292 998
8000 1946 1747 1532 1307 1093 803
10000 1724 1520 1315 1095 891 612
12000 1496 1307 1102 897 687 418

7,000 96 83 S.L. 1779 1771 1768 1733 1502 1229

2000 1753 1745 1756 1524 1301 1033
4000 1726 1712 1531 1322 1113 849
6000 1711 1529 1328 1128 933 677
8000 1498 1325 1138 941 755 504
10000 1302 1123 945 753 575 333
12000 1099 934 755 576 393 160

8,000 98 85 S.L. 1415 1406 1401 1368 1163 922

2000 1388 1378 1384 1179 982 745
4000 1359 1344 1182 997 812 578
6000 1340 1177 999 821 648 422
8000 1148 993 826 652 486 263
10000 970 810 651 480 322 107
12000 786 638 478 319 156 --

9,000 100 87 S.L. 1180 1169 1155 1123 935 711

2000 1147 1135 1139 946 765 548
4000 1116 1100 950 779 605 391
6000 1097 946 778 610 446 235
8000 921 773 611 446 289 --
10000 746 597 442 288 133 --
12000 569 431 279 130 -- --

10,000 103 89 S.L. 931 918 903 872 700 497

2000 896 883 883 708 543 345
4000 863 846 709 552 393 198
6000 841 702 548 395 244 --
8000 676 541 393 241 -- --
10000 513 377 235 -- -- --
12000 348 221 -- -- -- --

10,480 104 90 S.L. 824 812 796 765 600 405

2000 789 776 775 606 447 258
4000 755 738 606 455 302 115
6000 732 598 450 302 157 --
8000 572 441 299 153 -- --
10000 414 282 145 -- -- --
12000 253 130 -- -- -- --

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5.4 Takeoff, Climb, and Landing Performance (Continued)

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5.4 Takeoff, Climb, and Landing Performance (Continued)

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502XP Airplane Flight Manual Performance

5.5 AIRSPEED DEFINITIONS

The airspeed terminology is presented below in what is called the normal airspeed sequence. This sequence
begins with the airspeed actually seen by the pilot and progresses through the several airspeeds which can be
derived from the airspeed indicator and other information. All airspeed values presented in terms of indicated
airspeed assume a zero instrument error.

1. Indicated airspeed (IAS) is the number actually read from the airspeed indicator which has a zero
instrument error.
2. Calibrated airspeed (CAS) is the result of further correcting the indicated airspeed for error of the
pressure inputs to the airspeed indicator, which are termed position error.
3. True airspeed (TAS) is the actual speed of the aircraft relative to the air surrounding it. This speed can
be derived by correcting the calibrated airspeed for the altitude and temperature.

5.6 POWER AVAILABLE

5.6.1 Shaft Horsepower Calculation

The following equation may be used to calculate shaft horsepower (SHP) based on the combination of Torque
and propeller RPM:

(𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑅𝑃𝑀) 𝑋 (𝑇𝑜𝑟𝑞𝑢𝑒 𝐿𝐵 − 𝐹𝑇)

𝑆𝐻𝑃 =
5252

5.6.2 Ground Power Check Charts

The following ground power check charts are included in this Airplane Flight Manual as a reference. These
charts are used by maintenance personnel to chart and monitor the health of the installed PT6A-140AG engine.
These procedure are dependent on the experience and skill of the person carrying them out. Watch the engine
indicators carefully during this procedure to ensure that the engine is not operated over speed or over
temperature limits, potentially causing engine damage. These procedures should be carried out by experienced
personnel only.
The procedure for performing the ground power check is:
1. Point the aircraft into the wind and secure the tailwheel to prevent aircraft movement.
2. Record the Outside Air Temperature (OAT) in degrees Celsius.
3. Record the pressure altitude in feet. This is done by setting the aircraft altimeter to 29.92 in-Hg and
reading the altitude from the altimeter dial.
4. Plot the OAT on the following ground power check chart as a vertical line.
5. Use the OAT and the pressure altitude to determine "Target Values" for Torque, Fuel Flow, Ng, and ITT.
Record these values.
6. Start the engine normally and run the engine at ground idle for five minutes to stabilize operating
temperatures.

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5.6.2 Ground Power Check Charts (Continued)

7. Ensure that the cockpit heater, air conditioning system, and the generator are turned OFF.
8. Set the propeller control to full forward (1900 RPM).
9. Advance the power lever slowly to obtain the Target Torque determined in Step 5. Allow all engine
instruments to stabilize.
10. Record the Torque, Fuel Flow, Ng, and ITT values. These are the "Actual Values".
11. Return the power lever to idle and shut down the engine normally.
12. Compare the Actual Values of Fuel Flow, Ng, and ITT with the Target Values.
The Actual Values for Fuel Flow, Ng, and ITT should be less than the Target Values. This is an indication of
engine health. The difference between the Actual Values and Target Values is referred to as "Margin". This
Margin should be recorded and trended to forecast engine performance degradation.
Limits on the chart cover normal engine deterioration, which should not necessarily be cause for engine rejection
until all possible fault troubleshooting has been completed according to the Pratt & Whitney Engine Maintenance
Manual (Ref. 72-00-00, Fault Isolation).
If only one of the values is significantly different from the baseline value, you can generally suspect an indication
(gauge/sender) issue. An engine issue is usually indicated by two or more parameters outside the expected
values.
Performing routine ground power checks is an important method of monitoring long-term engine health. In
general, a new healthy engine will have plenty of margin between the baseline values of Fuel Flow, Ng, and ITT.
As the engine ages and wears, these margins will become smaller. A reduction in engine margin can also
indicate a partially blocked induction air filter or a dirty engine compressor.
Air Tractor recommends that ground power checks be performed annually and at the intervals specified in the
Pratt & Whitney Engine Maintenance Manual. The results of the ground power check should be recorded in the
engine logbook.

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502XP Airplane Flight Manual Performance

5.6.2 Ground Power Check Charts (Continued)

502XP with PT6A-140AG Engine

Ground Power Check Chart (Np=1900 RPM)

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5.7 AIRSPEED CALIBRATION

The variation of calibrated airspeed with indicated airspeed is shown in the chart below. Read the airspeed
indicator and determine the calibrated airspeed from the chart. Note that this technique assumes zero
instrument error for the airspeed indicator.

The conditions for this chart are power sufficient for level flight and 0° Flaps for CLEAN configuration and 26°
Flaps for LANDING configuration.

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5.8 STALL SPEEDS

Indicated stall speeds at 6,980 lbs (3166 Kg) gross weight, power idle are as follows:

Angle of Bank (Degrees) 0 15 30 45 60

Stall Speed (MPH) Flaps Up 77 80 82 92 109
Stall Speed (MPH) Flaps Down 65 68 70 77 92

Stall Speed (KNOTS) Flaps Up 67 70 72 80 94

Stall Speed (KNOTS) Flaps Down 57 59 60 67 80

Indicated stall speeds at 8,000 lbs (3629 Kg) gross weight, power idle are as follows:

Angle of Bank (Degrees) 0 15 30 45 60

Stall Speed (MPH) Flaps Up 82 85 88 98 116
Stall Speed (MPH) Flaps Down 70 73 75 83 99

Stall Speed (KNOTS) Flaps Up 71 74 76 85 101

Stall Speed (KNOTS) Flaps Down 61 63 65 72 86

Indicated stall speeds at 10,480 lbs (4754 Kg) gross weight, power idle are as follows:

Angle of Bank (Degrees) 0 15 30 45 60

Stall Speed (MPH) Flaps Up 94 98 101 112 133
Stall Speed (MPH) Flaps Down 80 83 86 95 113

Stall Speed (KNOTS) Flaps Up 82 85 87 97 115

Stall Speed (KNOTS) Flaps Down 70 72 74 83 98

5.9 ALTITUDE LOSS DURING STALL RECOVERY

The maximum altitude lost in the wings level stall recovery is 220 ft. (67m) for the 502XP at gross weight of 8,000
pounds (3629 Kg).

5.10 CAM 8 OPERATIONS WEIGHT (RESTRICTED CATEGORY)

The demonstrated CAM 8 Operating Weight for agricultural operations in the Restricted Category is 10,480 lbs
(4754 Kg). See Section 9.3 for more information about operating at weights higher than the certificated gross
weight.

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Air Tractor, Inc. Section -6-
502XP Airplane Flight Manual Weight and Balance / Equipment List

SECTION 6 - WEIGHT AND BALANCE / EQUIPMENT LIST

6.1 GENERAL.......................................................................................................................................................... 1
6.2 AIRCRAFT WEIGHING PROCEDURE ............................................................................................................. 1
6.3 REFERENCE ARM LOCATIONS ..................................................................................................................... 2
WEIGHT AND BALANCE WORKSHEET ................................................................................................................ 3
WEIGHT AND BALANCE RECORD ........................................................................................................................ 5
EQUIPMENT LIST .................................................................................................................................................... 7

6.1 GENERAL

This section contains the required information regarding aircraft weight and balance and installed equipment.
The information contained in this section is FAA Approved and must be included in this Airplane Flight Manual.
The proper maintenance of weight and balance records is important to ensure that the airplane is operated within
the weight and center of gravity limits that are established in this manual.

6.2 AIRCRAFT WEIGHING PROCEDURE

The aircraft is weighed in "level flight attitude" by jacking the tailwheel. The aircraft should be weighed using
three scales of adequate capacity. Zero the scales before weighing the aircraft. First, the main wheels should
be rolled on two of the scales. Do not set the parking brakes, but place wheel chocks against the front of the
main wheels and approximately 2 or 3 inches behind the main wheels. This gap will allow the main wheels to roll
aft as the tail is lifted to keep the tail jack vertical.

Care should always be taken when the aircraft is lifted to prevent

damage to the aircraft or harm to people near it.
WARNING:

Before jacking the tailwheel, ensure that the tailwheel is locked in the trailing position. To jack the tail wheel,
place a small board (a short 2x4) under the tail spring about mid-way between the forward spring attach bolt and
the main clamp block that attaches the spring to the fuselage. Place the jack on the board and lift the wheel.
Raise the tailwheel slightly past level flight attitude.

The airplane is in level flight attitude when the top (right next to the side of the fuselage) of the L/H landing gear
leg is at an angle of 5 degrees (tail down) from level. To measure this angle, use an electronic level placed atop
the main gear leg. Alternately, the airplane may be leveled with an accurate bubble level and a wedge. The
wedge may be fabricated of wood with an included angle of five degrees (1:11.43). The wedge would be placed
on the flat part of the landing gear leg next to the fuselage with the sharp end of the wedge pointing toward the
front of the airplane. A bubble level placed on top of the wedge will indicate level when the aircraft is level.

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Weight and Balance / Equipment List 502XP Airplane Flight Manual

6.2 AIRCRAFT WEIGHING PROCEDURE (CONTINUED)

When the aircraft is slightly past level flight attitude, place a table or cart or other flat surface under the tailwheel.
Place the scale on this flat surface and use a sturdy spacer to raise the scale to the level of the tailwheel. Gently
lower the tailwheel onto the scale. Recheck that the aircraft is in level flight attitude and shim the tailwheel up or
down as necessary.

Record the weight on each scale. Carefully reverse the process and lower the aircraft from the scales. Weigh
any cribbing or chocks used on top of each scale and subtract these weights from the corresponding scale
reading.

6.3 REFERENCE ARM LOCATIONS

The figure below shows the arm location of selected items and reference points. These locations are measured
from the Wing Leading Edge (Datum) with positive distances (+) aft of the leading edge and negative distances
(-) forward of the leading edge. The locations shown may be used to calculate or estimate the location of other
items that are not shown. The locations must be determined with the aircraft in level flight attitude.

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502XP Airplane Flight Manual Weight and Balance / Equipment List

WEIGHT AND BALANCE WORKSHEET

SERIAL NO.________________________ Date Weighed_____________________

LEVELING MEANS: Top of L/H Main Gear Leg 5° Tail Down
DATUM: Wing Leading Edge

WEIGHTS INCLUDED IN EMPTY WEIGHT

Left Main Wheel Oil - 12 quarts (11.4 Liters)
Right Main Wheel Unusable Fuel - 6 Gallons (22.7 Liters)
Tail Wheel Installed Equipment
(See Equipment List)
Empty Weight & C.G. @

Sample Loadings: FORWARD C.G. AFT C.G.

Weight Station Moment Weight Station Moment

Main Wheels
Tail Wheel
Pilot
Baggage
Fuel*
Rinse Tank Water
Hopper Payload

Forward C.G. = = Limit is 18.0" (45.7 cm) at all weights

Aft C.G. = = Limit is 23.0" at 8,000 lbs (58.4 cm at 3629 Kg)

Limit is 28.0" at 6,980 lbs (71.1 cm at 3166 Kg)
NOTES:
*For Standard 170 Gal. (164 Usable) Fuel: → *For Standard 643 Liters (621 Usable) Fuel:
Full Fuel 1105 lbs @ 33.0 in Full Fuel 501 Kg @ 83.8 cm
*For Optional 216 Gal. (210 Usable) Fuel: → *For Optional 818 Liters (795 Usable) Fuel:
Full Fuel 1415 lbs @ 33.0 in Full Fuel 642 Kg @ 83.8 cm
*For Optional 234 Gal. (228 Usable) Fuel: → *For Optional 886 Liters (863 Usable) Fuel:
Full Fuel 1537 lbs @ 33.0 in Full Fuel 697 Kg @ 83.8 cm

Unusable Fuel = 40.0 lbs. @ 33.0 in. (18.1 Kg @ 84 cm) for all Fuel Tanks
Water = 8.33 lbs./gal (1.0 Kg/L) Jet A = 6.74 lbs./gal (0.81 Kg/L)

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 WEIGHT AND BALANCE RECORD

SERIAL NO.

WEIGHT CHANGE RUNNING BASIC

Air Tractor, Inc.

DATE DESCRIPTION OF CHANGE ADDED (+) REMOVED (-) EMPTY WEIGHT

FAA APPROVED
WT ARM MOMENT WT ARM MOMENT WT CG. LOC.
AS DELIVERED

ISSUED: February 5, 2019

502XP Airplane Flight Manual
Weight and Balance / Equipment List

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Section -6-

Page 6-4
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EQUIPMENT LIST

SERIAL NO. DATE:

* Installed in aircraft

Required Equipment (Included in Empty Weight)

* Stall Warning System
* 24-Volt Electrical System
* Slip Indicator
* Batteries (2) - 40.5 lbs (18.4 kg) ea @ sta.-18.0 in (-46 cm)

Optional Equipment Wt. Sta. Wt. Sta.

(Included in Empty Weight if Installed) Reference (lbs.) (in) (kg) (cm)
Air Conditioner/Engine Driven Dwg. 60740 73.2 @ +34.0 33.2 @ +86
Attitude Gyro (Mechanical) Dwg. 51619 2.5 @ +45.0 1.1 @ +114
Attitude Gyro Dwg. 51619 0.5 @ +45.0 0.2 @ +114
(Digital RCA2600/RCA2610)
Automatic Flagman Dwg. 80038 15.0 @ +49.0 6.8 @ +124
2" Bottom Load Dwg. 80054 12.2 @ +76.7 5.5 @ +195
3" Bottom Load Dwg. 80736 17.4 @ +81.0 7.9 @ +206
Dual 3" Bottom Load Dwg. 80736 33.5 @ +83.5 15.2 @ +212
Center Boom Assy. Dwg. 80042 8.1 @ +78.0 3.7 @ +198
Cockpit Heater Dwg. 51477 9.0 @ +25.0 4.1 @ +64
COMPRO Smoker Dwg. 80610 18.0 @ +93.6 8.2 @ +238
Crop Hawk Flowmeter Dwg. 80038 8.0 @ +60.0 3.6 @ +152
Crop Hawk 3" Flowmeter Dwg. 80387 19.3 @ +60.0 8.8 @ +152
40 Extra Nozzles Dwg. 80037 14.0 @ +78.0 6.4 @ +198
ELT Dwg. 60617 4.0 @ +147.0 1.8 @ +373
Fan Brake Assy (Manual) Dwg. 80048 5.7 @ -12.8 2.6 @ -33
Fan Brake Assy (Electric) Dwg. 80705 17.9 @ -12.8 8.1 @ -33
Fire Extinguisher (Halon) Dwg. 11421 6.0 @ +65.0 2.7 @ +165
Fire Extinguisher (Dry Chemical) Dwg. 10564 6.0 @ +65.0 2.7 @ +165
Fire Dump Gate Dwg. 80343 67.0 @ +8.0 30.4 @ +20
25" Gate Box Dwg. 10949 44.2 @ +26.0 20.1 @ +66
38" Gate Box Dwg. 10640 51.8 @ +26.0 23.5 @ +66
10" Hydraulic Gatebox (Transland) Dwg. 81850 117.5 @ +26.0 53.3 @ +66
Garmin GNS 530 GPS NAV COM Dwg. 61163 8.5 @ +66.0 3.9 @ +168
Garmin GTX 327 Transponder Dwg. 61157 3.1 @ +66.0 1.4 @ +168
Garmin SL40 Com Dwg. 61339 2.4 @ +66.0 1.1 @ +168
Garmin GMA 340 Audio Panel Dwg. 61155 1.7 @ +66.0 0.8 @ +168
Hopper Rinse Dwg. 80707 36.0 @ -28.0 16.3 @ -71
KX-155 NAV-COM Dwg. 60194 8.8 @ +66.0 4.0 @ +168
KY-196A COM Dwg. 60221 6.8 @ +66.0 3.1 @ +168
L/H Landing Light Dwg. 60270 7.8 @ +33.0 3.5 @ +84
R/H Landing Light Dwg. 60270 7.8 @ +33.0 3.5 @ +84
@ @
@ @
@ @
@ @
@ @
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EQUIPMENT LIST (CONTINUED)

SERIAL NO. DATE:

* Installed in aircraft
Wt. Sta. Wt. Sta.
(Included in Empty Weight if Installed) Reference (lbs.) (in) (kg) (cm)
Lighting System Dwg. 60004 4.9 @ +47.4 2.2 @ +120
Micronairs (10 ea.) Dwg. 80038 45.0 @ +82.0 20.4 @ +208
Night Working Lights Dwg. 60038 14.4 @ +33.0 6.5 @ +84
Pilot Restraint Dwg. 10094 4.9 @ +78.8 2.2 @ +200
Pilot Restraint w/ Airbags Dwg. 10094 10.7 @ +85.9 4.9 @ +218
Radio Box Installation (Box Only) Dwg. 61336 7.0 @ +66.0 3.2 @ +168
Shadin Fuel Flowmeter Dwg. 51619 2.9 @ +45.0 1.3 @ +114
Spray Booms Dwg. 80032 38.2 @ +78.0 17.3 @ +198
Spray Pump Assy. Dwg. 80187 33.9 @ -2.2 15.4 @ -6
Spray Valve (2") Transland 20384 4.8 @ +60.9 2.2 @ +155
Spray Valve (3") Agrinautics 75501 5.3 @ +60.9 2.4 @ +155
Spreader Transland 22358 115.0 @ +26.0 52.2 @ +66
Swathmaster Spreader Transland 54401 81.0 @ +26.0 36.8 @ +66
Turn Coordinator Dwg. 51619 1.2 @ +45.0 0.5 @ +114
Windmill Arrowprop A1-AT 1.2 @ -13.0 0.5 @ -33
Windmill Arrowprop A2-AT4T34 2.4 @ -13.0 1.1 @ -33
Windmill Lanair 111FL 6.1 @ -13.0 2.8 @ -33
Windmill Micronair AT-4300 9.1 @ -13.0 4.1 @ -33
Windmill WeathAero FA100AA 8.7 @ -13.0 3.9 @ -33
Windshield Washer Dwg. 80216 10.0 @ +87.0 4.5 @ +221
Windshield Wiper Dwg. 60177 4.8 @ +69.8 2.2 @ +177
@ @
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@ @
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SECTION 7 - AIRPLANE SYSTEMS AND EQUIPMENT

7.1 GENERAL....................................................................................................................................................... 7-1

7.2 AIRCRAFT DRAINS ....................................................................................................................................... 7-2
7.3 AIR CONDITIONING SYSTEM ...................................................................................................................... 7-2
7.3.1 Air Conditioning System Description ....................................................................................................... 7-2
7.3.2 Air Conditioning System Controls ............................................................................................................ 7-4
7.4 BRAKE SYSTEM ............................................................................................................................................ 7-5
7.5 COCKPIT HEATER ........................................................................................................................................ 7-6
7.6 ELECTRICAL SYSTEM.................................................................................................................................. 7-7
7.7 FCU OVERRRIDE (IF EQUIPPED) ............................................................................................................... 7-8
7.8 FLIGHT CONTROLS ...................................................................................................................................... 7-8
7.8.1 Aileron and Rudder Controls ................................................................................................................... 7-8
7.8.2 Bendable Aileron Tabs............................................................................................................................. 7-8
7.8.3 Rudder Controls ....................................................................................................................................... 7-9
7.8.4 Flap Controls ............................................................................................................................................ 7-9
7.9 FUEL FLOWMETER ...................................................................................................................................... 7-9
7.9.1 Initial Programming .................................................................................................................................. 7-9
7.9.2 Pre-flight Check ..................................................................................................................................... 7-10
7.9.3 No Fuel Added ....................................................................................................................................... 7-10
7.9.4 Fuel Tanks Full ...................................................................................................................................... 7-10
7.9.5 Partial Fuel Added ................................................................................................................................. 7-10
7.9.6 Correcting Fuel On Board Entry Error ................................................................................................... 7-11
7.9.7 Test Function ......................................................................................................................................... 7-11
7.9.8 In-Flight Operating ................................................................................................................................. 7-11
7.10 FUEL SYSTEM ........................................................................................................................................... 7-12
7.11 HOPPER RINSE SYSTEM ........................................................................................................................ 7-14
7.12 LOW FUEL WARNING LIGHT SYSTEM ................................................................................................... 7-14
7.13 USE OF FUEL TANK TABS ....................................................................................................................... 7-15
7.14 WINDSHIELD WASHER/WIPER SYSTEM ............................................................................................... 7-15

7.1 GENERAL

This section contains a description of various aircraft systems, their design, and their use. The information
contained in this section has not been approved by the FAA but is provided by Air Tractor for the information of
the operator of the 502XP aircraft.

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7.2 AIRCRAFT DRAINS

The figure below shows the location of drain points on the aircraft.

7.3 AIR CONDITIONING SYSTEM

7.3.1 Air Conditioning System Description

The 502XP air conditioning system uses a R134A gas-cycle system for climate control in the most adverse
temperature and humidity situations. The functional layout of the air-conditioning system is shown in the
schematic in this section.

The engine driven compressor causes the refrigerant to become a hot, high-pressure gas that travels to the
condenser coil in the tail of the airplane. The condenser coil uses two fans to cool this refrigerant to a warm
liquid that is under high pressure. Next, the warm liquid passes to the receiver/dryer. The receiver/dryer acts as
an accumulator to dampen pressure pulses from the compressor. It also removes moisture from the system,
preventing internal freeze-up of the expansion valve. When the warm liquid passes through the expansion valve,
it is converted to a cold gas at a lower pressure. This cold gas flows through the evaporator coil, cooling the air
that is flowing over the coil and into the cockpit. The refrigerant is warmed and returns to the suction port of the
compressor to begin the process again.

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7.3.1 Air Conditioning System Description (Continued)

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7.3.2 Air Conditioning System Controls

This air conditioning system is a versatile system that allows the pilot to select fresh ram air from outside, or to
recirculate cockpit air, or a combination of the two. The blower speed and cockpit vents can be controlled to vary
the amount and direction of the cool air flowing into the cockpit. Below is an overview of the system controls and
how each can be used to produce the desired result.

7.3.2.1 Cockpit Vents

There are four cockpit vents ("eyeball vents"). Two are mounted above the pilot's shoulders on the aft cockpit
wall and two are positioned near the pilot's knees on either side of the cockpit. These vents can be used to
direct the airflow towards or away from the pilot.

7.3.2.2 Air Conditioner Switch

The air conditioner switch is located on the lower instrument panel or on the radio console. This is a three
position switch. The middle position is OFF. The upper switch position enables only the evaporator blower. In
this position, the air conditioner compressor will not be engaged and cold refrigerant will not be supplied to the
evaporator. The lower switch position enables the full air conditioning system, providing cold refrigerant to the
evaporator and enabling the evaporator blower.

7.3.2.3 Blower Switch

The blower switch is a three position switch that provides HIGH, MEDIUM, or LOW velocities of air through the
cockpit vents. This switch is only operable when the air conditioner switch is in the BLOWER (upper) or AIR
CONDITIONER (lower) positions.

7.3.2.4 Fresh Air Valve Control

The selection lever for the fresh air valve is located on the aft cockpit wall, to the right-hand side of the pilot. If
this lever is in the ON position, then fresh air from the outside airscoop will be directed into the evaporator
plenum and into the cockpit through the cockpit vents. The airscoop is mounted on the righthand side of the
outer cockpit canopy. In flight, with the fresh air valve open, ram air pressure will cause fresh air to flow through
the cockpit vents without the blower fan operating, but the blower can be used to supplement this airflow as
desired.

The fresh air vent can be placed in any position between ON and OFF to provide varying amounts of fresh air.
This can be done with the recirculation door open or closed to provide varying mixes of fresh air and recirculated
air as the pilot desires.

It is not recommended to operate the blower fan with the fresh air valve and the recirculation door closed. This
may cause damage to the blower fan and blower motor.

7.3.2.5 Recirculation Door

The recirculation door is mounted on the aft cockpit wall, to the right-hand side of the pilot. This door slides
inboard to open and outboard to close. When the door is open, the blower fan pulls air from the cockpit and
recirculates it through the cockpit. When the door is closed and the fresh air vent is open, then only fresh air is
provided to the cockpit. Maximum air conditioning cooling is provided when the recirculation door is open and
the fresh air valve is OFF.
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7.4 BRAKE SYSTEM

The 502XP brake system is a typical aircraft toe-brake arrangement. The brakes are applied by pressing the top
of the rudder pedals to actuate the brake master cylinders, applying pressure to the brake calipers on the main
wheels. Differential braking is achieved by using the right and left pedals independently. The right pedal
controls the righthand main wheel brake caliper and the left pedal controls the lefthand main wheel brake caliper.

The brake fluid is the conventional red petroleum base Mil-H-5606A fluid. This brake fluid reservoir is mounted
in the cockpit on the back side of the hopper behind the instrument panel. The reservoir is translucent so that
the pilot can monitor the amount of brake fluid remaining.

The parking brake is set by holding pressure on both brake pedals and then pulling the parking brake valve
handle toward the pilot. The parking brake valve is spring loaded, so the handle should be held while the
pressure on the brake pedals is released.

To release the parking brake, apply pressure to both brake pedals simultaneously. The spring loaded parking
brake valve will return to the open position and the parking brake function will be released.

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7.5 COCKPIT HEATER

The cockpit heater is operated by extracting hot bleed air from the compressor section of the engine and routing
it through a valve and muffler beneath the cockpit. The valve is opened by adjusting the knob on the left side of
the seat above the floor. The amount of heat can be regulated by the amount of valve opening. Hot air is piped
to the diffuser on the forward side of the cockpit on the floor.

The bleed air tap on the engine has a restrictor fitting to limit the amount of hot air that is available, and this
restrictor should never be removed from the connection.

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7.6 ELECTRICAL SYSTEM

The 502XP is equipped with a 150 Amp, 28-Volt electrical system. The system is powered by two 24V batteries
that are wired in parallel for extra starting power. The system is charged by the engine-driven 28V starter-
generator.

A Ground Power Unit (GPU) plug receptacle is installed on the lefthand side of the lower cowling. This
receptacle can be used for battery charging and should be used for start anytime the batteries have a charge of
less than 24 Volts. The GPU can be used to charge the batteries even with the cockpit Master "BATT" switch in
the OFF position.

Fully charged batteries should allow the gas generator to peak at about 18% Ng before the Start control lever is
advanced to the “Run” position. At this high an Ng speed, a “cool” start with an ITT peak of around 610 to 620°C
is possible, which is desirable.

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7.7 FCU OVERRRIDE (IF EQUIPPED)

The fuel control manual override lever is red and is located on the aft cockpit skin on the pilot’s left. This lever
may be used to modulate engine power in the event of a malfunction in the fuel control pneumatic system. It is
intended for emergency use only and MUST BE OFF for all normal engine operations.

The Fuel Control Manual Override does not duplicate the normal fuel
control functions and is not to be used as an optional means of
controlling the engine. It is intended for emergency use only. Using
the Manual Override lever results in the overriding of all automatic
CAUTION: control features associated with the normal usage of the power control
lever.

This override lever may be equipped with a 90071-1 Ground Lockout Pin. This pin is a T-shaped pin with a red
“REMOVE BEFORE FLIGHT” flag attached. This pin, when installed, prevents the override lever from being
operated. To remove this pin, push the release button on the top of the handle and remove the pin. To reinsert
the pin, push the release button on top of the handle and insert the pin into the lockout holes in the FCU handle
bracket. The handle must be in the OFF position before the pin can be inserted. After the pin is inserted, test
the handle to ensure that the lever cannot be moved from the OFF position.

7.8 FLIGHT CONTROLS

7.8.1 Aileron and Rudder Controls

Push-pull tubes are used in both the aileron and elevator system. Rod-end bearings are installed in each push-
rod to minimize control system friction. The torque tube mounted on the cockpit floor is supported at each end
with bearings. These bearings have grease fittings so that grease may be applied as necessary. The stops for
the elevator control system are located on each side of the elevator horn. The aileron control stops are welded to
the cockpit-floor structure at the forward end of the torque tube. Both the aileron and the elevator down stops
employ neoprene washers that act as shock absorbers for the system.

7.8.2 Bendable Aileron Tabs

Small bendable aileron trim tabs are installed on the trailing edge of each aileron. These tabs allow the pilot to
make minor adjustments to the airplane’s roll trim by adding a small amount of up or down force to the trailing
edge of the aileron in flight.

To make an aileron trim adjustment, fly the airplane at normal cruise power and normal cruise speed in smooth
air. While flying the airplane in coordinated flight (ball centered), evaluate the airplane’s natural rolling tendency
with the controls free, and evaluate the amount of stick force required to fly the airplane wings level. In the case
of “left wing heavy”, the pilot should bend the left bendable tab trailing edge UP, and the right tab trailing edge
DOWN. Use a hand seamer or other similar tool to make a clean, even bend. Avoid excessive bend angle,
because the bendable tabs will stall and become ineffective at bend angles greater than 20 degrees. Make tab
adjustments in small increments, and re-fly the airplane to re-evaluate roll trim.

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7.8.3 Rudder Controls

The rudder controls consist of stainless-steel cables that are connected between the rudder pedals and the
rudder control horn. The rudder stops are located at the rudder horn. There is a spring loaded interconnect
system between the rudder and the aileron systems that eases turn coordination. This interconnect also allows
banking the aircraft with rudder application alone.

7.8.4 Flap Controls

The flaps Fowler-type flaps are electrically operated and may be stopped at any position from 0° to the maximum
of 26° travel. The flaps are controlled by a switch conveniently mounted just below the throttle quadrant. The
flaps have external markings which may be viewed from the cockpit with each of the first two marks being 10°
and 20° of travel respectively.

7.9 FUEL FLOWMETER

This section provides a description and operating instructions for the Shadin MICROFLO Digital Fuel
Management System. For more detail, read the Shadin MICROFLO Operating Manual.

MICROFLO is a Fuel Flow Measuring System and NOT a quantity sensing

device. Therefore, initial programming of the unit must be accurate and be
based on the total usable fuel for the fuel tank system in use.
WARNING:

7.9.1 Initial Programming

Initial programming involves entering into the MICROFLO memory the total usable fuel quantity of the fuel tanks
in use. The programmed total can then be recalled as needed during future fueling operations. MICROFLO can
be programmed to show fuel load in gallons, liters, or pounds.

1. Power the unit up by turning the aircraft master switch to ON position.

2. Move the ADD/FULL toggle switch to the FULL position and hold for the entire procedure.
3. Simultaneously press the ENTER/TEST button and move the USED/REM. toggle switch to the REM.
position. Hold both. The system will count down for 15 seconds displaying the count on the left in the
display window.
4. The message "FULL" and the current full fuel value will appear in the display window. Release the
ENTER/TEST button and the USED/REM. toggle switch. Keep holding the ADD/FULL toggle switch in
the FULL position.
5. Move the USED/REM. toggle switch to the REM. position to increment the full fuel number or to the
USED position to decrement the number. (The longer you hold the switch in position, the faster the
number will be updated).

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7.9.1 Initial Programming (Continued)

6. After reaching the correct total usable fuel figure press the ENTER/TEST button and the computer will
store that number as full fuel. The word "FULL" disappears and the computer returns to the operating
mode. Release the ADD/FULL toggle switch.
7. To verify that the data is stored properly press the ENTER/TEST button. The computer will run the
diagnostic check and then display "GOOD". If the test is successful it will then display the maximum
usable fuel value.
8. Do not turn the power off to the computer for approximately one minute.

7.9.2 Pre-flight Check

1. Initiate the diagnostic software built into the system by pressing the ENTER/TEST button; the program
checks the hardware and the display. If the test is successful the word "GOOD" appears in the display
window.
2. Move the USED/REM. toggle switch to the USED position. The system will display the fuel used since
last fuel entry or fuel used since last reset.
3. Move the USED/REM. toggle switch to the REM. position. The system will display the fuel remaining
on board.

7.9.3 No Fuel Added

As data is already stored, no action is needed.

7.9.4 Fuel Tanks Full

1. Move the ADD/FULL toggle switch to the FULL position and hold.
2. Press the ENTER/TEST button.
3. Release the ADD/FULL toggle switch so it returns to the center position.
4. To verify, move the USED/REM. toggle switch to the REM. position. Total usable fuel will be
displayed.

7.9.5 Partial Fuel Added

1. Move the ADD/FULL toggle switch to the ADD position and hold.
2. Move the USED/REM. toggle switch to the REM. position to increment the fuel added figure until the
amount of fuel added is reached.
3. Press the ENTER/TEST button.
4. Release the ADD/FULL toggle switch so it returns to the center position. The computer will
arithmetically add the added fuel to the fuel remaining and use the total as the current fuel remaining.
5. To verify, move the USED/REM. toggle switch to the REM. position. The current usable fuel remaining
will be displayed.

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7.9.6 Correcting Fuel On Board Entry Error

In case an error has been made by exceeding the correct amount entering the number for total usable fuel, move
the USED/REM. toggle switch to the USED position and simultaneously press and hold ENTER/TEST button.
Fuel used will be reset and the fuel remaining figure will appear and pause in the display window for four
seconds. The figure will decrement (the longer you press, the faster the decrementing). When the correct figure
is reached, release both the USED/REM. toggle switch and the ENTER/TEST button.

To avoid repeating the four-second pause before decrementing, hold the USED/REM. toggle switch in the USED
position and use the ENTER/TEST button to control the decrementing.

7.9.7 Test Function

Diagnostic software is built into the system. To activate it press the ENTER/TEST button. All of the display
digits will be filled with a checkerboard pattern. This display will flash on and off three times. Next all digits will
be filled with a second checkerboard pattern, the inverse of the first, which will also flash on and off three times.
Careful monitoring of these patterns will verify operation of every element of display unit.

If the test is successful, the word "GOOD" will appear in the display window for three seconds.

Using the test function while the engine is running will cause the computer to
NOTE:
lose 17 seconds of fuel count.

7.9.8 In-Flight Operating

1. Fuel flow is continuously displayed on the left side of the display window.
2. Endurance in hours and minutes is continuously displayed on the right side of the display window
except when viewing fuel remaining or fuel used information.
3. Fuel remaining is displayed by moving the USED/REM. toggle switch to the REM. position; the
information is shown on the right side of the display window as long as the switch is held in the REM.
position and for three seconds after it is released.
4. Fuel used is displayed by moving the USED/REM. toggle switch to the USED position; the information
is shown on the right side of the display window as long as the switch is held in the USED position and
for three seconds after the switch is released.
5. The display brightness is controlled by the BRIGHT/DIM toggle switch. Moving the BRIGHT/DIM
toggle switch to BRIGHT repeatedly will make the display brighter and moving it to DIM repeatedly will
dim the display. The default brightness after power up is full brightness.

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7.10 FUEL SYSTEM

The 502XP fuel system has two integral fuel tanks in the wings that are located between the main spar and aft
rear spar of each wing structure. These tanks gravity feed into a small header tank that is located behind the
chemical hopper and below the rear spar attach tube in the fuselage. Both wing fuel tanks are interconnected
through this fuel tank and there is no means to select either tank individually. Finger strainers are installed at the
fuel outlet of each wing tank to strain out large particles from the fuel system.

This aircraft is equipped with visual fuel tabs at the fuel filler openings that show the approximate 3/4 fuel level of
the fuel tanks. See Section 7.13.

Each fuel tank has an overboard vent located near the wing tip. With both tanks completely full, it is possible
during flight to vent a small amount of fuel overboard by skidding the aircraft or rolling sharply. Some fuel may
also vent from these locations on the ground when the fuel expands due to high outside air temperature.

The fuel is drawn from this header tank through an electric fuel boost pump, a fuel shutoff valve, and firewall fuel
filter by the engine driven fuel pump. The engine driven fuel pump operates continuously while the electric fuel
boost pump is used only to fill the fuel lines prior to starting and as a back-up to the engine-driven pump. Either
pump will deliver fuel at a minimum pressure of 15 psi to the fuel control pump which is part of the engine.
HOWEVER, when using aviation gasoline (avgas), the electric fuel boost pump must be used continuously for
the duration of the flight.

The fuel valve handle is located within reach of the pilot on the lefthand side of the cockpit. This valve is used to
shut off the flow of fuel to the engine in an emergency.

If additional fuel capacity is needed for a long distance flight, the optional ferry fuel system may be installed that
uses the hopper as an additional fuel tank. In this arrangement, the fuel shutoff valve becomes a selector valve
and is used to switch between OFF, Hopper Fuel, and Main Fuel positions. Consult the aircraft Owner's Manual
for installation information.

See the included fuel system schematic for more details.

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7.10 Fuel System (Continued)

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7.11 HOPPER RINSE SYSTEM

A hopper rinse tank is located forward of the firewall and may be filled with tap water for hopper rinse. To rinse
the hopper after spray chemicals are expended turn the rinse switch ON for a sufficient time for water to clean
the hopper walls, then OFF. The pump will empty the 18 gallon (68 liters) tank in approximately 1 1/2 minutes.
Be sure to open the drain valves during cold weather so that the system is not damaged by freezing. The drain
valves are located at the pump and at the check valve.

7.12 LOW FUEL WARNING LIGHT SYSTEM

This aircraft incorporates a low fuel warning system that consists of two float switches, one in each tank, connected
to a red warning light. Either float switch can activate the light independent of the other. The floats are positioned
so that the light is activated with approximately 22 gallons (83 liters) usable quantity remaining (total in both wing
tanks), if the aircraft is in level coordinated flight. An unbalanced fuel load (due to uncoordinated flight, flying all
turns in one direction, or other cause), may result in fewer than 22 gallons (83 liters) usable at the time of warning
light illumination. The fuel gauges are the primary instruments for fuel management, and the pilot should not use
the warning light system as a means of determining the quantity of fuel remaining.

If the Low Fuel warning light illuminates, fly straight and level and monitor fuel gauges. Land as soon as practical.
However, if fuel gauge monitoring indicates a fuel imbalance with adequate fuel remaining, flight may be continued
after allowing fuel to transfer and equalize.

An intermittent (flickering) low fuel warning light should be treated the same as a steady warning light.

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7.13 USE OF FUEL TANK TABS

The purpose of fuel tank tabs are to visually verify the quantity of fuel added to the wing fuel tanks. Verifying the
quantity of fuel on board the aircraft is of utmost importance and these tabs are used in conjunction with the
cockpit fuel indicators (fuel gauges), fuel flowmeter/totalizer, and ground fueling equipment to ensure the proper
amount of fuel has been loaded on board the aircraft.

The fuel tank tabs do have inherent limitations when coupled with the long length of the wing fuel tanks. Parking
on uneven surfaces, uneven tire pressure, or the particular loading of the aircraft could cause the wings to be
slightly out-of-level and affect the apparent fuel quantity at the tabs. It is important to consider these limitations
when using the fuel tabs.

7.14 WINDSHIELD WASHER/WIPER SYSTEM

The 502XP has a windshield washer and wiper to keep the windshield clean. If ag chemicals get on the
windshield from flying through the swath, or overfilling the hopper it is necessary to use the washer as quickly as
possible to prevent chemicals from drying. After holding the washer switch ON a few seconds, the wiper may be
turned to either the Low or High speed position and then turned OFF. For best results it is recommended that
airspeed during wiper operation be kept below 135 MPH (117 KTS) IAS.

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502XP Airplane Flight Manual Airplane Service, Handling, and Maintenance

SECTION 8 - AIRPLANE SERVICE, HANDLING, AND MAINTENANCE

8.1 GENERAL....................................................................................................................................................... 8-1

8.2 FUELING ........................................................................................................................................................ 8-2
8.3 JACKING ........................................................................................................................................................ 8-2
8.4 LEVELING ...................................................................................................................................................... 8-3
8.5 PARKING........................................................................................................................................................ 8-3
8.6 PROLONGED STORAGE .............................................................................................................................. 8-4
8.7 PROPELLER CLEARANCE ........................................................................................................................... 8-4
8.8 TIE-DOWN PROCEDURE ............................................................................................................................. 8-5
8.9 TAILWHEEL TRACKING ADJUSTMENT ...................................................................................................... 8-6
8.10 TOWING ....................................................................................................................................................... 8-8
8.11 WINTERIZATION ......................................................................................................................................... 8-9

8.1 GENERAL

This section contains procedures and recommendations on ground handling, aircraft servicing, and
maintenance. The information contained in this section has not been approved by the FAA but is provided by Air
Tractor for the information of the operator of the 502XP aircraft.

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8.2 FUELING

The airplane should be grounded prior to any fuel operation. Tow lugs on inside of main landing gear legs are
the preferred grounding location. Only fuel the airplane from a known, controlled, clean fuel farm. Only fill the
aircraft with the fuels listed in Section 2.4.4. For operation below 40 °F (4.4 °C), use fuel blended with a Fuel
System Icing Inhibitor (FSII).

Fuel the airplane through the wing-top fuel caps. The fuel tanks are interconnected through the header tank so
some fuel will transfer from the fullest tank to a less full tank. Add fuel and allow sufficient time for the both tanks
to equalize. Then add more fuel if needed. Ensure that total fuel amount is sufficient for the planned flight(s)
plus required reserves. After fueling, update the quantity in the Fuel Flowmeter per Section 7.9.

8.3 JACKING

A jack pad is provided with each aircraft for the main gear. This jack pad is to be used for changing or removing
a wheel. To install the jack pad, lay a soft rag on the inside so that it will not chip the paint from the main gear leg
and slide the jack pad up the lower end of the main gear leg until it is snug. It will be necessary to remove and
replace the lower plastic band that holds the brake line in place. The band is a Tyton T150M-0 and should be
stocked as a standard spares item. After the jack pad is in place, install the bolt and nut through the pad flanges
with the bolt on the top side of the gear leg. This is to keep the pad from spreading apart and slipping. Use a
small hydraulic jack to lift the wheel off the ground. Be sure the tail wheel is locked, and chocks are in place on
the other main wheel. The hopper should be empty before jacking.

Care should always be taken when the aircraft is lifted to prevent

damage to the aircraft or harm to people near it.
WARNING:

As an alternate means of jacking the airplane, remove the gear cuff and insert the p/n 11708-2 jack point in the
head of the Allen head bolt. Use an aircraft wing jack of adequate capacity to jack the airplane against the point.

To jack the tail wheel, place a small board (a short 2x4) under the tail spring about mid-way between the forward
spring attach bolt and the main clamp block that attaches the spring to the fuselage. Place the jack on the board
and lift the wheel. If the tail spring is to be removed or checked for looseness, or have bolts changed, place the
small hydraulic jack under the point of the L/H stabilizer strut attach fitting that welds to the lower fuselage
longeron.

Do not set the parking brake before jacking. The main wheels have to roll aft as the tail is lifted so that the tail
jack will remain vertical. Place wheel chocks against the front of the main wheels and approximately 2 or 3
inches behind the main wheels. This gap will allow the main wheels to roll aft as the tail is lifted to keep the tail
jack vertical.

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8.3 Jacking (Continued)

If the main gear springs are to be checked for looseness, or bolts changed (other than the forward clamp bolt),
the aircraft must be lifted with a hoist, as there are no jack points on the wing due to the large deflections of the
main gear springs. A sling should be constructed with each side of the sling attaching to a chain or cable
wrapped around the aft end of the engine mount at the firewall. Be sure to wrap rags around the mount structure
so as not to scratch the paint, and have the hopper empty before lifting. A two-ton hoist should be used, and as
the wheels clear the ground, place an empty 55 gallon drum with sufficient boards under each wing at the tie-
down location to steady the aircraft and provide safety in case the hoist should fail. Do not attempt to jack the
wings at the tie-down rings.

8.4 LEVELING

The airplane is leveled to “level flight attitude” by jacking the tailwheel. See LIFTING AND JACKING section of
this manual. The airplane should be in this level position for aircraft weighing and other maintenance/installation
items that require the aircraft to be in level flight attitude. The airplane is in level flight attitude when the top (right
next to the side of the fuselage) of the L/H landing gear leg is at an angle of 5 degrees (tail down) from level. To
measure this angle, use an electronic level placed atop the main gear leg.

Alternately, the airplane may be leveled with an accurate bubble level and a wedge. The wedge may be
fabricated of wood with an included angle of five degrees (1:11.43). The wedge would be placed on the flat part
of the landing gear leg next to the fuselage with the sharp end of the wedge pointing toward the front of the
airplane. A bubble level placed on top of the wedge will indicate level when the aircraft is level.

8.5 PARKING

To prevent fuel transfer from a high wing to a low wing, airplane should be parked on level ground. The propeller
should be tethered to prevent windmilling while parked. Use Air Tractor p/n 90034-1 prop tether. The cockpit
control lock should be engaged at all times while the airplane is parked. In high-wind conditions, airplane should
be parked heading into the wind, and external control surface battens and locks should be installed. Engine inlet
plugs, exhaust covers, etc. should be installed. Pitot and static ports should be covered. Fuel vent tubes should
be covered.

All covers should have red REMOVE BEFORE FLIGHT flags attached to alert the pilot and ground crew to
remove them during the Pre-Flight Inspection.

See also: Section 8.8 Tie-Down Procedure

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8.6 PROLONGED STORAGE

To prevent moisture from collecting in the fuel tanks during storage, fuel tanks should be full of fuel. Engine inlet
plugs, exhaust covers, etc. should be installed. Pitot and static ports should be covered. Fuel vent tubes and
fuselage air inlets and outlets should be plugged. Cockpit doors and door vents ("vista-vents") should be closed.

Reference P&W Maintenance Manual No. 3079582 for prolonged storage of engine and required inspections.

The negative terminal of both batteries should be disconnected.

8.7 PROPELLER CLEARANCE

The 4-Bladed propeller on the 502XP requires extra care when towing or storing the aircraft. See Section 1.2 -
Three View Drawing. When the propeller is tethered with a single Air Tractor p/n 90034-1 prop tether in a (+)
orientation, the tip of the propeller is more than 12 feet (3.7 m) high. This presents a clearance problem for any
hanger or overhead obstruction with an opening less than 12 feet (3.7 m) in height. In this orientation, the
propeller is much taller than the aircraft vertical fin.

The propeller provides the most overhead clearance when the propeller is tethered in an (X) orientation. One
way to do this is by using two p/n 90034-1 prop tethers to tether adjacent propeller blades. This would provide
the minimum propeller clearance of 10 ft. 9 in. (3.3 m) for this prop, which is still slightly higher than the vertical
fin.

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8.8 TIE-DOWN PROCEDURE

To help protect against damage from strong or gusty winds when parked, your Air Tractor airplane should be tied
down to ground tie-down facilities using lines made of nylon rope, vinyl-covered chain or cable, or nylon
webbing. The lines should have a tensile strength of more than 3,000 lbs. (1361 Kg). The airplane should be
parked with the nose pointed into the anticipated wind, if possible. The parking brake should be set and the main
landing gear tires should be chocked front and rear. Install the control stick lock and rudder lock and set all trim
tabs to neutral position. Perform the actions listed under Section 8.5 - Parking.

Secure the wings to the ground anchors using the wing tie-down rings located beneath the front spars of each
wing, and secure to the ground anchors. These lines should be oriented as close to vertical as possible (within
30 degrees of vertical). See the figure above. Refer to FAA Advisory Circular 20-35C and Air Tractor Service
Letter #301 for more information. The tail wheel is secured by wrapping and tying the tie-down line around the
tailwheel spring. This line should be tied to a ground anchor located slightly aft of the tail wheel. Use care to
avoid damaging the tail wheel lock mechanism.

If winds in excess of 20 mph (17 kts) from the rear of the aircraft are expected or possible, suitable blocks should
be used to lock the control surfaces (ailerons, elevators, and rudder) in place and relieve strain on the control
systems. Very large damaging dynamic loads are possible with a gusty reverse flow of air over the control
surfaces. Should this happen without blocks in place, be sure to check all push-rods and rod-ends in the aileron
control system for damage before flight.

It is recommended that the P/N 20118-1 tie down rings installed in each wing be replaced every 5 years.

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8.9 TAILWHEEL TRACKING ADJUSTMENT

When engaged, the tailwheel lock mechanism allows the tailwheel to be locked in a trailing position to
aid in tracking straight down the runway during takeoff and taxiing. It is important that the tailwheel
lock be adjusted to maintain this straight tracking to reduce pilot workload and reduce wear on tires
and brakes.
If the tailwheel lock adjustment does not allow the aircraft to taxi straight down the runway/taxiway in a
no-wind condition, then it may be adjusted by a knowledgeable and qualified person using the
following procedures.
It is strongly recommended that this adjustment be done inside a hangar. If this adjustment must be
completed outside, it must be done in calm winds on a smooth, flat surface with the aircraft pointed
directly into the wind. Any crosswind component on the airframe will cause the aircraft to weathervane
and fall off the jack.
Loosely chock the front and rear of both main wheels, leaving approximately 1 inch between the
wheels and the chocks. Use a jack of at least 2,000 lbs capacity. Place the jack so that it lifts the
tailwheel at a location approximately mid-way between the tail wheel forward spring attach bolt and the
main clamp block that attaches the spring to the fuselage. Use a small scrap of soft wood (such as a
short piece of framing lumber) between the jack and the gear spring to protect the spring from
damage.
As the tail wheel is lifted off the ground, be aware that preload in the main gear may cause the tail to
shift when weight is removed from the tail wheel. If this occurs, allow the tail to shift, lower the jack
and reposition as necessary. Lift the tail wheel until the wheel is clear of the ground by approximately
1 inch (3 cm).

Care should always be taken when the aircraft is lifted to

prevent damage to the aircraft or harm to people near it.
WARNING:

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8.9 Tailwheel Tracking Adjustment (Continued)

An exploded view of the tail gear assembly is shown in the following figure for reference:

The lock pin housing attaches to the steel plate on the lower end of the fork housing assembly with
four countersunk screws. The four holes in the base of the lock pin housing are oversize to allow
adjustment of the locking pin. With the tail wheel jacked to clear the ground, lift the lock pin up using
the pivot arms and swivel the fork to one side so that the four screw heads are exposed on the bottom
side of the plate. Use a pencil or extra-fine tip marker to make a mark along the forward and aft edges
of the lock pin housing plate for a reference.
Loosen the 4 screws enough that the housing can move. Swivel the fork back into position and allow
the locking pin to engage the fork. Use the fork to move the housing to the desired location relative to
the pencil marks. Moving the housing forward will cause the aircraft to steer more toward the left and
moving the housing aft will cause the aircraft to steer more toward the right. Use only very small
adjustments of this housing. Air Tractor recommends making adjustments in increments of half the
thickness of the pencil marks made earlier.
When the housing is in the desired location, tighten the two outboard screws. Then lift the locking pin
and rotate the fork back to the side so that the two inboard screws can be tightened. Torque all
screws to 50 - 60 in-lbs.
Check the lock pin again to see that it freely engages the fork. Taxi the aircraft in a no-wind condition
or if there is a light wind, taxi both up-wind and down-wind with the rudder pedals in the neutral
position and the stick back (or manual tail wheel lock engaged). Keep adjusting the locking pin housing
in small increments until the aircraft will taxi in a straight line.

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8.10 TOWING

The airplane can be towed with the use of an appropriate tow bar attached to the main landing gear. The proper
towing points are the sheet metal rings on the inner side of the landing gear strut in the same plane as the axle.
Towing with attachment to the tail-wheel spring is not recommended. The tail-wheel lock should always be
disengaged while the airplane is being towed.

A towing bar can be made from two 12-foot (3.7 m) long 4130 steel tubes and a three-quarter-inch (1.9 cm) steel
bar. The tube's outside diameter should not be less than two inches (5 cm) and the wall thickness should be at or
above .065 inch (0.165 cm).

The tubes are pinned together at one end with a loose 1/2-inch (1.3 cm) bolt and an attachment to join to the
towing lug or ball on a vehicle. The three-quarter-inch (1.9 cm) steel bar is bent at 90 degrees with four inches
(10 cm) of bar extending in one direction and three inches (7.6 cm) in the other direction from the bend. These
bent bars are welded to the free ends of the tubes. The three-inch (7.6 cm) leg is pointed downward and the
other is fillet-welded to the bottom of the tube. These downward-projecting pintles fit loosely into the towing rings
in the airplane's landing gear. A hole may be drilled through the three-inch (7.6 cm) leg at a quarter-inch (0.6 cm)
from its end for a spring pin, if desired.

The airplane can be pulled or pushed using the tow bar. If the airplane is towed into tight quarters, a wing-walker
should be engaged to avoid damage to wing tips and tail members where visibility is limited.

The airplane should not be towed faster than 5 miles per hour (8 kilometers per hour) on a smooth surface
without holes or sharp bumps. Landing gear damage, particularly tail-wheel damage, can result from dropping
the gear into holes at high speeds.

Excessively bumpy surfaces must be negotiated cautiously to avoid landing gear damage. Also, bumpy surfaces
may cause the tow bar to bounce and disengage from the tow rings on the landing gear. Should this occur,
directional control of the airplane is lost. A gentle stop should be executed immediately to minimize damage.
The safest approach to towing on bumpy surfaces is to station a crew member in the pilot's seat to actuate the
airplane's brakes if the hitch or tow bar should fail or disengage. Use of a spring pin through the drilled holes
minimizes the likelihood that the tow pintles will bounce free.

Sloped surfaces with a grade more than ten degrees should be approached diagonally to reduce the load on the
tow bar and hitch points.

Sudden starts and stops must be avoided, particularly with a heavily-laden airplane, to prevent failure of the tow
bar or tearout of the towing rings.

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8.11 WINTERIZATION

To prevent freeze damage, all water should be drained from the dispersal system during cold weather storage.
This includes:

1. Disconnect and drain the spray booms

2. Remove the drain plug from the spray pump and spray pump suction tube.
3. Open hopper gatebox to drain hopper.
4. Open bottom load valve(s)
5. Drain rinse tank and run rinse pump dry.

In addition, all of the drains shown in Section 7.2 should be drained of any liquid that may freeze. Drain any
water from the fuel tanks. If the windshield washer tank has not been drained, ensure that it contains a washer
fluid that has a listed freeze temperature below the lowest expected temperature that the airplane will encounter.

Ensure covers are on the exhaust stacks and all cowling openings to prevent animals from nesting inside the
cowling.

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SECTION 9 - SAFETY AND OPERATIONAL TIPS

9.1 GENERAL....................................................................................................................................................... 9-1

9.2 MODIFICATIONS REQUIRED FOR SULPHUR DUSTING OR COMBUSTIBLE LIQUID SPRAYING ........ 9-2
9.2.1 Sulphur Dust Fires ................................................................................................................................... 9-2
9.2.2 Combustible Liquid Spraying ................................................................................................................... 9-4
9.3 ESTABLISHING AND OPERATING WITH A SPECIAL PURPOSE OPERATING WEIGHT ......................... 9-5
9.3.1 Air Tractor Demonstrated Weight ............................................................................................................ 9-5
9.3.2 Operator's Responsibilities ...................................................................................................................... 9-6
9.4 POST MAINTENANCE INSPECTION OF FLIGHT CONTROL SYSTEM CONTINUITY ............................... 9-7
9.4.1 General ..................................................................................................................................................... 9-7
9.4.2 Inspection Procedure ................................................................................................................................ 9-7
9.4.3 Check Proper Control Function ................................................................................................................ 9-8
9.4.4 Check Proper Installation .......................................................................................................................... 9-8
9.4.5 Check for Control Interference .................................................................................................................. 9-9
9.4.6 Before Flight ............................................................................................................................................ 9-10
9.5 SAFETY WHILE ENTERING, EXITING, OR SERVICING THE AIRCRAFT ............................................... 9-10
9.6 DANGERS OF USING PROPELLER BETA IN FLIGHT .............................................................................. 9-10
9.6.1 What is “Beta”? ...................................................................................................................................... 9-10
9.6.2 Warning .................................................................................................................................................. 9-11
9.6.3 Authorized Use of Beta Mode and Reverse .......................................................................................... 9-11
9.7 HOT FUELING/LOADING ............................................................................................................................ 9-11

9.1 GENERAL

This section contains safety and operational tips. The information contained in this section has not been
approved by the FAA but is provided by Air Tractor for the information of the operator of the 502XP aircraft.

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9.2 MODIFICATIONS REQUIRED FOR SULPHUR DUSTING OR COMBUSTIBLE LIQUID SPRAYING

Despite most careful precautions taken by operators of crop dusting or spraying airplane fires continue to occur.
In the majority of cases, these fires are the result of accidents in which the aircraft is damaged and subsequently
catches fire. However, fires still occur in the air and on the ground. Certain precautionary measures which may
be taken to reduce these hazards are given in the following sections.

9.2.1 Sulphur Dust Fires

Sulphur dust as used in sulphur dusting is very combustible. Sulphur itself has a very low ignition point and is
highly combustible when atomized with air which occurs during dusting operations. Also, due to its excellent
dielectric properties, sulphur picks up electric charges readily, which, under atmospheric conditions of low
relative humidity, may result in combustion. There are actual cases of sulphur igniting when thrown from a
workman's shovel due to static electricity. Although such occurrences are rare, they serve as examples of how
easily sulphur can be ignited. In the industrial handling of sulphur (pulverizing, grinding, etc.) every effort is made
to prevent the formation of a cloud of sulphur dust because of the danger of explosion. In airplane dusting
operations, however, reverse conditions exist since, generally speaking, the objective is to form a cloud of
sulphur in order to distribute the insecticide widely. Obviously, the problem of fire prevention in sulphur dusting
operations is more complicated than in industry.

9.2.1.1 Miscellaneous

The importance of using extreme care in sulphur dusting operations cannot be overemphasized. Typical causes
of sulphur fires and representative precautions are as follows:

(1) Dusting with a dirty airplane coated with oil and sulphur dust is inviting trouble. Aircraft used for
spreading sulphur should be kept as clean as possible at all times.
(2) The engine exhaust system should be maintained free from leaks and the best grades of lubricating oil
should be used in order to decrease carbon formation.
(3) Care should be exercised while loading the hopper in order to prevent foreign matter such as wire,
paper, etc., from getting in the hopper. Such foreign matter may cause a spark or clog the agitator
shaft and cause it to overheat, thus starting a fire.
(4) Smoking in the vicinity of sulphur dust should never be permitted.
(5) Fires which occur while dusting with sulphur usually occur during conditions of low relative humidity.
Relative humidity is usually lowest during the late morning and early afternoon. Therefore, as a further
precaution against sulphur dust fires, dusting should be done only in the early morning or late evening,
preferably during the early morning.
(6) The throttle should not be opened suddenly except in case of emergency. A sudden blast of exhaust
frequently throws sparks from the exhaust into the dust swath. Due to the fact that the pull-up at the
end of the field directs the exhaust downward towards the dust swath, it is also suggested that the
hopper gate be closed prior to effecting the pull-up at the end of the field to minimize the possibility of
fire. This may reduce the efficiency of the dusting operations slightly, however, the pilot can always
make a trip across the ends to spread dust on the parts of the field missed by closing the gate early.
(7) Compartments where dust might collect should be ventilated and be free of ignition sources such as
electrical circuits unless special provisions are made to prevent sparks from short circuits or other
sources such as unsealed circuit breakers.
(8) The hazards of dusting with sulphur must not be minimized because of previous favorable experience.
Remember, it takes only one act of carelessness or inattention to cause a disastrous fire.

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9.2.1 Sulphur Dust Fires (Continued)

9.2.1.2 Sparks From the Engine Exhaust

Fires due to hot carbon sparks from the engine exhaust can, of course, be prevented by keeping the exhaust
discharge and sulphur dust apart. The engine exhaust system should be so arranged that it will not discharge
exhaust gases under or along the bottom of the airplane. Sulphur will ignite at a temperature of approximately
500° F when discharged from the cylinder. Although the gases will cool considerably in the exhaust manifold and
will cool further upon coming in contact with the outside air, potential fire hazards still exist. It is therefore
desirable to place the exhaust outlet as far away from the path of the sulphur discharge as possible. The exhaust
discharge should, in addition, be so directed that it will not be blown into the dust swath when a pull-up is
effected. The most satisfactory location for the exhaust is above the top wing of the airplane with the outlet
directed outward and upward.

9.2.1.3 Static Electricity

All aircraft engaged in spreading sulphur dust should be completely bonded by connecting all metal parts with
electrical cable and also should be provided with sharp pointed static discharge rods on each wing tip in order to
provide the maximum of protection against a spark discharge. Complete bonding of an airplane will prevent
differences in electrical potential between various metal parts and will thereby prevent sparks from occurring
between these parts. For this reason, even though it is sometimes not possible or practical to completely bond all
parts of the wings and tail surfaces, at least the fuselage aft and in the vicinity of the hopper, the struts and
fittings adjacent to the hopper and the hopper itself should be bonded.

9.2.1.4 Poorly Designed or Improperly Fitted Agitator Shafts

Agitator shaft bearings are frequently not lubricated properly and are not sealed against the entry of sulphur dust.
On some installations the hopper sags when loaded and causes the shaft to bind in its bearings. A shaft
operating under these conditions will frequently overheat, and may readily reach temperatures sufficiently high to
ignite the sulphur that has collected in and around the bearings.

Agitator shaft bearings should be sealed against the entry of sulphur dust and provided with sealed type
bearings or else made accessible for lubrication. The installation should be so designed that sagging the hopper
will not cause the bearings to bind.

There should be sufficient clearance between the agitator blades and the sides of the hopper to preclude the
possibility of the blades striking the hopper. However, the clearance should not be excessive; otherwise dust
may pack up on the sidewalls of the hopper, thereby resulting in friction hazards.

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9.2.1 Sulphur Dust Fires (Continued)

9.2.1.5 Inadequate Ventilation

It is the experience of numerous operators that improperly designed ventilating systems defeat the purpose for
which they are intended, in that entrance of dust (instead of clean air) is facilitated. Obviously, a poor ventilating
system is worse than none at all. A properly designed ventilating system requires adequate and properly located
ducts. If closed spaces cannot be properly ventilated, it might be advisable to close them off entirely. Access
openings should be provided for inspection and removal of dust. Detachable covering also may be practicable
for this purpose.

The design and position of the venturi is important in connection with keeping the airplane free from dust. The
venturi should be designed and positioned on the airplane so that the flow of dust will be directed downward and
clear of the airplane. A venturi embodying a flat upper surface and a cambered lower surface with a
progressively increasing droop at the trailing edge may prove helpful.

9.2.2 Combustible Liquid Spraying

The aforementioned considerations concerning sulphur dusting fires, in general, are also considered applicable
to combustible liquid insecticides. The material pertaining to carelessness, sparks from engine exhaust, static
electricity, and ventilation is considered particularly pertinent. Other items considered applicable to combustible
liquid insecticides are as follows:

9.2.2.1 Lines Containing Inflammable Fluids

All lines carrying inflammable fluids should be of material having a resistance to fire equivalent to that of
aluminum alloys. Hose and clamp type connections should not be used in lines which are under pressure. Where
a line operates under pressure a connection having fire resistance equivalent to the remainder of the line should
be used.

9.2.2.2 Compartments Containing Inflammable Liquids

Compartments containing inflammable liquid containers or lines which carry inflammable liquids should be
ventilated and drained with care so that a combustible mixture is not likely to accumulate. All parts of the
compartment should be bonded electrically to prevent the possibility of sparks igniting any combustible liquid or
mixture that might accumulate. In addition, these compartments should be free of ignition sources such as
electrical circuits and junction boxes whenever possible.

9.2.2.3 Fluid Shut-Off Provisions

Valves or other means of shutting off the flow of combustible liquids in the event of a fire should be provided.
These valves should be located as near the tank as practicable.

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9.3 ESTABLISHING AND OPERATING WITH A SPECIAL PURPOSE OPERATING WEIGHT

The content of this section comes from Air Tractor Service Letter #304. This service letter describes the proper
procedure for establishing a special purpose operating weight that is higher than the FAA certificated gross
weight of the aircraft.

This aircraft is certificated in the FAA's RESTRICTED category which allows the aircraft to be used for
agricultural dispersal purposes. When this aircraft is operating in the RESTRICTED category, the operator may
use the guidance provided in FAA Civil Aeronautics Manual #8 (CAM 8) and FAA Advisory Circular No. 20-33B
to operate at weights higher than the certificated gross weight that is listed in this Airplane Flight Manual (AFM).

The methods described in CAM 8 should be used to approve your aircraft for operation at these higher weights.
This section of the AFM is intended to provide guidance and clarification that will assist you in properly following
the CAM 8 methods.

For additional information, the following documents may be referenced:

FAA Civil Aeronautics Manual #8 (CAM 8)
FAA Advisory Circular No. 20-33B
Air Tractor Service Letter #80AA
Air Tractor Service Letter #304
FAA Type Certificate Data Sheet (TCDS) #A17SW

9.3.1 Air Tractor Demonstrated Weight

During the original certification of the AT-502A, the FAA allowed Air Tractor to conduct a flight check per CAM
8.10-3(e). The results of this flight check are recorded on FAA Type Certificate Data Sheet (TCDS) #A17SW.
As a result of this flight check, the aircraft is allowed to operate in the RESTRICTED category at weights up to
10,480 lbs.(4754 Kg).

The conditions that the flight check were conducted at were a runway elevation of 1,300 ft (396 m) MSL at a
surface temperature (OAT) of 90°F (32.2°C). This results in a density altitude of 3,870 feet (1180 m) during the
flight check. The stall speed at these conditions and the weight of 10,480 lbs (4754 kg) was
95 mph (83 kts) CAS (94 mph (82 kts) IAS).

Based on this flight check, the operator is allowed to operate the aircraft at the maximum operating weight of
10,480 lbs (4754 kg). No logbook entry is necessary to approve operation up to these weights. This aircraft was
delivered from the factory with a placard on the hopper that lists this maximum weight and lists the maximum
hopper load.

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9.3.2 Operator's Responsibilities

When operating the aircraft at weights above the certificated maximum weight, the operator is responsible for the
following:

1. The maximum hopper load is 4,100 lbs. (1860 Kg).

2. When operating at weights over the certificated maximum weight, the aircraft should never be flown
faster than the design Maneuvering Speed, VA, of 140 mph (122 kts) CAS (138 mph (120 kts) IAS).
3. CAM 8.10-4(b)(2) states that the aircraft “operator is responsible for adjusting the actual operating
weight to provide safe margin of performance for the existing flight conditions. Appendix A [of CAM 8]
contains information from which the effects of drag, weight, altitude, and temperature on aircraft
performance may be estimated.” When planning your next load, be sure to take into account density
altitude, runway length/conditions, and terrain. Reduce your aircraft weight as necessary to allow for a
safe flight.
4. Air Tractor recommends that the operator use caution when operating the aircraft from unfamiliar
runways or at elevations higher than 1,300 ft. (396 m). When operating the aircraft from any new
location, it is recommended that the operator begin operations with a lightly loaded aircraft and work
up to a higher weight in increments. Although a flight check is not required by CAM 8, it would be
prudent for the operator to test the capabilities of the aircraft from the runway to be used. A record of
this flight check can be made in the aircraft logbooks, detailing the elevation and length of the runway
used.
5. The maximum landing weight cannot be increased by the use of CAM 8. The maximum landing weight
for the 502XP is 8,000 lbs.

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9.4 POST MAINTENANCE INSPECTION OF FLIGHT CONTROL SYSTEM CONTINUITY

The content of this section comes from Air Tractor Service Letter #340. This service letter describes an
important safety procedure of ensuring proper control system continuity prior to any flight following aircraft
maintenance. Please see Service Letter #340 for more information, including photos of items described in this
section.

9.4.1 General

Continuity of the aircraft flight control systems is one of the most important factors that affects safety of flight. A
structural disconnect in the flight control systems can result in serious consequences including loss of control or
aircraft instability. These situations can result in a potentially fatal crash or accident. Unfortunately, problems
with flight control continuity often happen shortly after the aircraft has undergone maintenance.

Inspecting the continuity of the aircraft flight control systems can be accomplished in a relatively short period of
time and requires no special tools. Air Tractor strongly recommends that an inspection be performed to ensure
control continuity and proper installation of control system hardware. This inspection should be performed
before the first flight after an airplane has undergone any significant maintenance.

Air Tractor recommends that this inspection be performed by the pilot who will be flying the airplane and the
mechanic who has performed the maintenance. This inspection, along with a thorough pre-flight inspection, may
save the pilot's life.

This inspection is not intended to replace any other maintenance action or inspection. Proper control rigging and
properly torqueing all bolts should be complete. This inspection is only intended to be a "last-chance" inspection
before flight to double-check the flight control connections.

9.4.2 Inspection Procedure

During this inspection, the priority is to conduct a focused item-by-item inspection of each component in the flight
control system to ensure that nothing is missed. If your inspection is interrupted for any reason, it is important to
resume the inspection where you left off or, if there is any doubt, restart the inspection from the beginning.

Throughout this procedure, the only tool necessary is a screwdriver for removing access panels and a flashlight.
Remove any access panels necessary to perform these inspections.

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9.4.3 Check Proper Control Function

Begin inside the cockpit and check that the control functions are free and correct:

Elevator Trim Control:

Nose up moves both trim tabs downward
Nose down moves both trim tabs upward

Rudder Trim Control (if installed):

Nose right moves trim tab left
Nose left moves trim tab right

Electric Aileron Trim Control (if installed):

Left Wing Dwn moves trim tab down on lefthand aileron
Right Wing Dwn moves trim tab up on lefthand aileron

Rudder Pedals:
Pushing left rudder pedal moves the rudder to the left
Pushing right rudder pedal moves the rudder to the right

Elevator Controls:
Control stick aft moves both elevators trailing edge up
Control stick forward moves elevators trailing edge down

Aileron Controls:
Control stick to the left lifts the left aileron
Control stick to the right lifts the right aileron

9.4.4 Check Proper Installation

Each control system should be inspected continuously from one end of the control system to the other to ensure
that all components and hardware are properly installed. Below is a list of some specific items to look for during
this inspection.

9.4.4.1 Pushrods

1) Inspect the rodend bolt on both ends of each pushrod.

2) If the bolt is installed with a self-locking nut, ensure that the bolt has at least one full thread extending
past the nut and that the bolt is tight enough that it cannot be turned by hand.
3) If the bolt is installed with a castellated nut, ensure that the cotter pin is installed to prevent the nut
from loosening on the bolt.
4) If the pushrod has adjustable rodends, ensure that the rodends are screwed in enough that threads
are seen in the "witness hole". Ensure the jam nuts are installed against the rodends and are tight
enough that they can't be turned by hand.
5) If the pushrods have bolted or pinned rodends, ensure that the pins are in place and/or that the bolts
are installed with at least one full thread extending past self-locking nuts that are tight and cannot be
turned by hand.

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9.4.4 Check Proper Installation (Continued)

9.4.4.2 Torque Tubes

1) Inspect all of the hingepoints of each torque tube to ensure the hardware is properly installed. The
bolts should be installed with self-locking nuts. The bolts should have at least one full thread
extending past the nuts. The bolts should be tight enough that they cannot be turned by hand.

9.4.4.3 Bellcranks/Idlers

1) Inspect the pivot bolts on each bellcrank or idler. The bolts should be installed with self-locking nuts.
The bolts should have at least one full thread extending past the nut. The bolts should be tight enough
that they cannot be turned by hand.

9.4.4.4 Cables

1) Inspect the entire length of both rudder cables.

2) Inspect each pulley. Ensure that each pulley has the axle bolt installed with self-locking nuts. The bolt
should have at least one full thread extending past the nut. Ensure the bolts are not loose enough to
be turned by hand.
3) Ensure that the cable guards are installed on the pulley to prevent the cable from falling when the
cables go slack.
4) Ensure that all turnbuckles have been secured with safety wire or with MS21256 turnbuckle clips.

9.4.4.5 Rudder Pedal Channels

1) Inspect the rudder pedal adjustment channel installation. Ensure adjustment T-pin is installed and fully
inserted. Ensure the forward stop bolt is installed. Ensure the bolts are installed with at least one
thread extending past the nuts. Ensure the castellated nuts have cotter pins installed.

9.4.4.6 Rudder Horn Connection

1) The connection of the rudder cables to the rudder horn is done with castellated nuts. Ensure that the
cotter pins are installed on these bolts.

9.4.4.7 Control Surface Hinges

1) Inspect each hinge bolt. The bolt should be installed with a self-locking nut. The bolt should have at
least one full thread extending past the nut. The bolt should be tight enough that it cannot be turned
by hand.

9.4.5 Check for Control Interference

From the cockpit, run the controls through their full range of motion to ensure that there is no binding or
interference between the controls or from any other objects. Move all flight controls from stop-to-stop while
listening for any unexpected noises. Full movement of the flaps should also be included in this check. Perform
this check at all possible combinations of flight control positions.

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9.4.6 Before Flight

After the controls have been checked, reinstall all access panels and skins that were removed for the inspection.
Ensure that no tools, equipment, or foreign objects were left inside the aircraft. Check both sides of the airplane
and under each wing to ensure that all of the inspection covers and skins are installed and that all of the screws
and Camlocs have been fastened.

9.5 SAFETY WHILE ENTERING, EXITING, OR SERVICING THE AIRCRAFT

We are aware that pilots, crew and others have slipped and fallen while entering, exiting or servicing our planes.
Climbing onto the wing to gain access to the cockpit or hopper must be done with care. Three points of contact
with the plane should always be maintained, utilizing the handholds and anti-slip surfaces to the greatest extent
possible. Extra caution should be used when the steps, wing, or the person’s shoes are wet. Water, fuel,
chemical, or other materials spilled onto the wing can make the walk area more slippery. When climbing onto or
off of the wing, or when entering or exiting the cockpit, do not carry anything in your hands. Your hands need to
be free to grab handles or the door frame to facilitate entering and exiting. Have someone hand you items
needed in the cockpit or hand them to someone on the ground when preparing to exit. Another idea is to place
items in a bag and hang it from the door closing handle. From the door closing handle a bag is accessible from
the ground or the cockpit.

Always ensure that the grab handles and anti-skid material are secure and in good condition.

9.6 DANGERS OF USING PROPELLER BETA IN FLIGHT

See Service Letter #364.

9.6.1 What is “Beta”?

"Beta" mode is the term used to describe an operating mode where the propeller blade angle is below the
minimum blade angle allowed for flight operation of the aircraft. In this mode, the propeller blade angle is no
longer controlled by the propeller governor. Instead, the propeller blade angle and engine speed (Ng) is directly
controlled by the pilot with the Power Lever. The Prop Lever has no effect on propeller speed or angle in this
mode. Beta and Reverse are intended for ground use only.

To enter Beta mode, the pilot must pull the Power Lever back to the idle stop and operate the reverse trigger to
continue to move the Power Lever past the idle stop.

As the Power Lever is moved aft past the idle stop, the initial effect is that propeller blade angle will decrease
below the minimum blade angle, flattening the blades.

Further aft movement of the Power Lever will move the propeller blade angle into reverse pitch and will begin
increasing engine speed (Ng) to create reverse thrust.

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9.6.2 Warning

DO NOT USE BETA MODE OR PROPELLER REVERSE IN FLIGHT!

Using Beta mode by moving the Power Lever past the idle stop is not authorized on Air Tractor aircraft while the
aircraft is in flight. Although some pilots are tempted to use Beta mode on final approach to steepen their
descent angle, this is a risky and potentially dangerous practice.

A specific risk of using Beta mode in flight is disrupted airflow over the flaps and empennage, leading to lack of
control authority and unknown/unexpected control issues that could result in loss of aircraft control at low
altitude. Use of Beta mode in flight could result in a steep unrecoverable descent angle and subsequent impact
with the ground. This problem would be made worse if the propeller governor beta valve plunger is sticking.
Proper care and maintenance of the beta valve plunger is critical to safe operation (See Service Letter 172).

Additionally, when the Power Lever is in Beta mode, there is no protection against inadvertent movement into
Reverse thrust if the Power Lever is bumped due to turbulence or any other reason. Inadvertent reverse thrust
during final approach would likely result in an unrecoverable loss of control situation.

9.6.3 Authorized Use of Beta Mode and Reverse

Beta mode and reverse thrust settings are only authorized for ground operations. These settings may be used
during taxi operations to reduce brake system wear and to reduce taxi speeds. Beta mode and reverse thrust
may be used during the landing rollout, but only after all three wheels are on the ground.

9.7 HOT FUELING/LOADING

The Federal Aviation Administration (FAA) has issued a Safety Alert For Operators (SAFO) concerning hot
fueling/loading. See SAFO 10020 dated 11/23/10 for more information.

Hot fueling/chemical loading can be extremely hazardous and is not recommended except when absolutely
necessary due to the nature of the operation. If hot fueling/loading is necessary, the following procedures should
be followed:

• Hot fueling should only be conducted for aircraft using JET A or JET A-1. Hot fueling with AvGas can be
extremely hazardous due to its low flash point. Aircraft being hot fueled should have all potential ignition
sources located above and away from the fuel inlet port(s) fuel vent, and tank openings.
• A certified and rated pilot should be at the flight controls during the entire hot fueling/loading process with
controls adjusted to prevent aircraft movement. The pilot should unbuckle all restraints, and be prepared
to immediately shut-down the engine and egress the aircraft if necessary. The pilot should not conduct
any extraneous duties during hot fueling/loading. Other personnel should not be on-board the aircraft
during hot fueling/loading.
• Only designated personnel, with proper training in hot fueling/loading operations should operate fueling
or chemical loading equipment. Procedures should be established and followed including precautions
for safe handling of the fuel or chemical being loaded, emergency shutoff procedures, fire extinguisher
use, hand signal use, and precautions regarding moving propeller blades.

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9.7 HOT FUELING/LOADING (Continued)

• Air Tractor recommends at least two ground personnel should be present during hot fueling/loading.
One person conducts the fueling/loading, while the other stands by prepared to activate the
fuel/chemical emergency shutoff and handle fire extinguishers if necessary. The aircraft should remain
well clear of the fuel source, and at no time should the aircraft wing extend over the fueling source.
• Before fueling, the aircraft must be electrically bonded to the fuel source and grounded to equalize static
electricity between the fuel source and the aircraft.
• All doors, windows, and access points allowing entry to the interior of the aircraft that are adjacent to, or
in the immediate vicinity of the fuel inlet ports should be closed and should remain closed during fueling
operations.
• When fuel is dispensed into an open port, it should only be from a fuel nozzle without a nozzle latch.
Close port pressure fueling ports are preferable because the potential for spillage is reduce.
• A fire extinguisher of an approved type and size for the fueling operation must be within easy reach of
ground personnel at all times during hot fueling operations. Operators who conduct hot fueling should
also equip the aircraft with a fire extinguisher in the cockpit.
• When fueling/loading is complete, the pilot must ensure that the seatbelt and shoulder harness are
properly re-secured as necessary prior to and aircraft movement.
• These procedures should be covered in initial and recurrent training programs for pilots and ground
personnel.

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SECTION 10 - SUPPLEMENTS

10.1 GENERAL

This section contains a place to append all applicable Airplane Flight Manual Supplements that are required for
optional or aftermarket equipment. The information contained in these supplements may be required by the FAA
and the content of these supplements is subject to the requirements of the installed system.

The table below allows a place to record which supplements are included in this manual.

DATE / REV. OF
NO. SUPPLEMENT TITLE / DESCRIPTION
SUPPLEMENT
1

10

11

12

13

14

15

16

17

18

19

20

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