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OPERATING LIMITATIONS

Table of Contents

SAAB Flight CrewOperating Manual

RO.340.0301

Approved by the General Manager Flight Operations

Chapter 2 Page i

2 OPERATING LIMITATIONS ......................................................... 1

2.1 GENERAL ................................................................................................. 1

2.1.1 Introduction ....................................................................................... 1

2.1.2 Main Dimensions ............................................................................... 1

2.2 AIRCRAFT GENERAL ............................................................................. 2

2.2.1 Icing Conditions (M) .......................................................................... 2

2.2.2 Airspeeds ........................................................................................... 2

Maximum Flaps Extended Speeds, VFE ......................................... 2

Maximum Landing Gear Speeds ...................................................... 3

Minimum Control Speeds ................................................................. 3

Maximum Operating Speed, VMO .................................................... 3

Maximum Manoeuvring Speed, VA .................................................. 4

Maximum Rough Air Penetration Speed, VRA ............................... 4

2.2.3 Flight Envelope .................................................................................. 5

2.2.4 Manoeuvring Load Factors .............................................................. 6

2.2.5 Kinds Of Operation ........................................................................... 6

2.2.6 Minimum Flight Crew ........................................................................ 6

2.2.7 Maximum Number Of Occupants ..................................................... 6

2.2.8 Operational Limits ............................................................................. 7

2.2.9 Environmental Envelope .................................................................. 7

2.3 MISCELLANEOUS ................................................................................... 8

2.3.1 Airborne Collision Avoidance System (ACAS) ............................... 8

2.3.2 Flight Director .................................................................................... 8

2.3.3 Autopilot ............................................................................................. 8

2.3.4 Yaw Damper ....................................................................................... 8

2.3.5 Flap ..................................................................................................... 8

2.3.6 Configuration Deviation List (CDL) ................................................. 9

2.3.7 Placards and Instrument Markings .................................................. 9

2.3.8 Cargo Fire .......................................................................................... 9

2.3.9 Attitude/Heading Reference System ............................................... 9

2.3.10 Terrain Awareness and Warning System (TAWS) .......................... 9

2.3.11 Flight Deck Access and Egress ....................................................... 9

2.4 WEIGHTS (SF340B & 340B (WT)) ......................................................... 10

2.4.1 Structural Weight Limitations ........................................................ 10

2.4.2 Operational Weight Limitations ..................................................... 10

2.4.3 Centre of Gravity ............................................................................. 11

2.5 WEIGHTS (SF340A) ............................................................................... 12

v3.0 – Effective 01 JUL 2021

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Table of Contents

Chapter 2 Page ii


RO.340.0301 v3.0 – Effective 01 JUL 2021

2.5.1 Structural Weight Limitations ........................................................ 12

2.5.2 Operational Weight Limitations ..................................................... 12

2.5.3 Centre of Gravity Envelope ............................................................ 13

2.6 AIRCONDITIONING AND PRESSURISATION ..................................... 14

2.6.1 Operating Limitations ..................................................................... 14

2.6.2 System Limitations ......................................................................... 14

2.7 AUTOFLIGHT CAT 1 ............................................................................. 15

2.7.1 General Limitations ......................................................................... 15

2.8 ELECTRICAL ......................................................................................... 16


2.9 FUEL ...................................................................................................... 18



2.9.3 Fuel Quantity Indication ................................................................. 18

2.9.4 Fuel Grades ..................................................................................... 18

2.10 HYDRAULICS ........................................................................................ 19


2.11 ICE AND RAIN PROTECTION ............................................................... 21


2.12 INSTRUMENTS AND RECORDERS,

AIR DATA SYSTEM ............................................................................... 21

2.12.1 Altimeters, Operational Tolerances ............................................... 21

2.12.2 Airspeed Indicator Operational Tolerances. ................................. 21

2.13 LANDING GEAR .................................................................................... 22


2.14 NAVIGATION, ATTITUDE HEADING SYSTEM .................................... 23

2.14.1 Operational Accuracies .................................................................. 23

AHRS ................................................................................................ 23

Standby Horizon .............................................................................. 23

Standby Compass ........................................................................... 23

2.14.2 General ............................................................................................. 23

2.15 POWER PLANT .................................................................................... 24

2.15.1 Engine & Propeller Limitations ...................................................... 24

B Model ............................................................................................ 24

ITT Exceedance Program (B Model Only) ..................................... 26

A Model ............................................................................................ 27

2.15.2 Maximum Continuous Power (MCP) ............................................. 28

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2.15.3 Oil System ........................................................................................ 29

Engine Oil Consumption Limit (Maximum) ................................... 29

PGB Oil Consumption Limit (Maximum) ....................................... 29

2.15.4 Approved Type Of Oil (Engine and PGB) ...................................... 29

2.15.5 Miscellaneous Limitations .............................................................. 29

2.15.6 Starter/Generator (S/G) Duty Cycle Limits. ................................... 30

2.16 RUNWAY REQUIREMENTS .................................................................. 31

2.16.1 Width ................................................................................................ 31

2.16.2 Pavement Classification Number (PCN) ....................................... 31

2.16.3 Aircraft Classification Number (ACN) ........................................... 32

ACN Table SAAB 340B ................................................................... 32

ACN Table SAAB 340A ................................................................... 32

2.16.4 Operations on Unpaved Runways ................................................. 33

General ............................................................................................. 33

Limitations ....................................................................................... 33

Normal Procedures ......................................................................... 33

Post Flight Inspection and Notation of Daily Flight Log ............. 33


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General


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Chapter 2 Page 1

2 OPERATING LIMITATIONS

2.1 GENERAL

2.1.1 Introduction

The SAAB 340 operating limitations contained in this chapter are reproduced from the Aircraft

Flight Manual. Only the limitations that are applicable to the Regional Express fleet have been

included. Unless specified limitations refer to both the A and B models. In order to operate the

aircraft safely, observance of these limitations is mandatory.

In the event of a disagreement between the Flight Crew Operating Manual and the Aircraft Flight

Manual, the Aircraft Flight Manual takes precedence.

If a limitation is exceeded both crew member must not operate further sectors until approval has

been given from Flight Operations management.

NOTE

Items in this chapter marked with an (M) are required to be

committed to memory with other limitations for reference when

required.

2.1.2 Main Dimensions

Length ..................................................................................................................... 19.73 m

Height ........................................................................................................................ 7.00 m

Span (without extended wingtips) ........................................................................... 21.44 m (M)

Span (with extended wingtips) ................................................................................. 22.75 m (M)

Propeller clearance ................................................................................................... 0.51 m

Passenger door .............................................................................................. 0.69 x 1.60 m

Cargo door ..................................................................................................... 1.35 x 1.30 m

Baggage compartment ........................................................................................... 6.8 cu m


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Aircraft General

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2.2 AIRCRAFT GENERAL

2.2.1 Icing Conditions (M)

Icing conditions exist when visible moisture in any form is present (such as clouds, fog with visibility

of one mile (1,850 m) or less, rain, snow, sleet, ice crystals) or standing water, slush, or snow (hard

packed snow excluded) is present on the ramps, taxiways or runways and the OAT or SAT is +5°C

and below during ground and flight operation. In these conditions, or whenever the blue ICE SPD

status light or EAI is on, the minimum speed for flight in icing conditions must be observed. IAS

mode must be selected on the FD if climbing when these conditions exist.

CAUTION

The defined or minimum speed for flight in icing conditions

must be observed whenever the blue ICE SPD status light or

EAI is ON regardless of the actual conditions the aircraft is

operating in.

2.2.2 Airspeeds

The limits are in terms of indicated values. Instrument error is assumed to be zero.

Maximum Flaps Extended Speeds, VFEFlaps may only be extended on ground, as required for take-off, low altitude holding, approach and

landing, up to a maximum altitude of 14,000 ft. (M)

Flap Position VFE

7 or 15 175 KIAS (M)

20 165 KIAS (M)

35 140 KIAS (M)


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Maximum Landing Gear Speeds

Minimum Control Speeds

Maximum Operating Speed, VMO

CAUTION

The maximum operating speed VMO may not be deliberately

exceeded in any regime of flight (climb, cruise or descent)

unless a higher speed is authorised for flight test or pilot

training.

VMO = 250 KIAS up to approx. 16,000 ft. Above this altitude VMO decreases as indicated by the

VMO pointer to approx. 210 KIAS at 25,000 ft. (M)

Retraction Speed VLOR = 150 KIAS (M)

Extension Speed VLOE = 200 KIAS (M)

Emergency Extension Speed VLOEE = 200 KIAS (M)

Extended Speed VLE = 200 KIAS (M)

VMCG = Incorporated into calculations for RTOW charts

VMCL = 103 KIAS (Flaps 20 and 35) (SF340A) (M)

VMCL = 106 KIAS (Flaps 20 and 35) (SF340B) (M)

VMCL = 103 KIAS (Flaps 20 and 35) (SF340B (WT)) (M)

VMCA = Incorporated into calculations for RTOW charts


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Aircraft General

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Maximum Manoeuvring Speed, VA

CAUTION

Full application of rudder and aileron controls, as well as

manoeuvres that involve angles of attack near stall, must be

confined to speeds below VA.

VA = 180 KIAS (M)

Maximum Rough Air Penetration Speed, VRAVRA = 190 KIAS up to 21,000 ft ISA. Above this altitude, reduce the speed as indicated by the VMO

pointer minus 30 kts. (M)


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2.2.3 Flight Envelope


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2.2.4 Manoeuvring Load Factors

2.2.5 Kinds Of Operation

The aircraft is eligible for the following kinds of operation when the appropriate instruments and

equipment required by airworthiness and/or operating regulations are installed, approved, and are

in operable condition:

• Atmospheric icing conditions,

• Day and night VFR, and

• IFR.

WARNING

No acrobatic manoeuvres, including spins are approved.

2.2.6 Minimum Flight Crew

Required flight crew: 2 (Pilot and Co-pilot).

2.2.7 Maximum Number Of Occupants

The Maximum number of occupants to be carried shall be in accordance with ‘8.8.5 Carriage of

Passengers in Excess of the Maximum Number of Seat Installed’ of the Policy and Procedures

Manual.

Flaps retracted: + 2.75 to – 1.0

Flaps extended: + 2.0 to + 0


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2.2.8 Operational Limits

2.2.9 Environmental Envelope

Airport Pressure Altitude – 1,000 to + 8,000 ft

Maximum Take-off Tailwind Component 10 kts (M)

Maximum Landing Tailwind Component 15 kts (M)

Runway Slope, Landing – 2% to + 2%

Runway Slope, Take-off – 2% to + 1.5%

Maximum Operating Altitude 25,000 ft pressure altitude (M)

Maximum Crosswind Component 35 kts (M)


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Miscellaneous

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2.3 MISCELLANEOUS

2.3.1 Airborne Collision Avoidance System (ACAS)

Deviations from the ATC assigned altitude is authorised only to the extent necessary to comply

with an ACAS Resolution Advisory (RA). (M)

Manoeuvres must not be based solely on information presented on the Traffic Advisory (TA)

display. (M)

2.3.2 Flight Director

Use of flight director information in go-around mode during take-off is not authorised. (M)

2.3.3 Autopilot

Autopilot operations not authorised:

• Below 200 ft AGL - during take-off or go-around. (M)

• Below 500 ft AGL - during cruise. (M)

• Below 50 ft AGL - during approach. (M)

• Below 100 ft AGL - for a non-coupled approach. (M)

In icing conditions (as defined) FD/AP IAS MODE IS THE ONLY VERTICAL MODE TO BE USED

DURING CLIMB WHEN ICE ACCUMULATION IS OBSERVED OR IF IT IS NOT CERTAIN THERE

IS NO ICE ACCUMULATION ON THE AIRCRAFT. (M)

It is a requirement to disconnect the autopilot following an engine failure and re-trim the aircraft

before re-engagement of the autopilot. (M)

This is to avoid the autopilot holding roll trim forces in case of an unexpected disconnect (e.g. stall

warning)

Maximum Roll trim tolerance for dispatch + ½ Unit from neutral.

2.3.4 Yaw Damper

Yaw Damper Operation is not authorised for:

• Take-off (M),

• Go-around (M), or

• Landing (M).

2.3.5 Flap

• Landing Flap is to be set by 300 ft radio height during normal landing. (M)

Company requires that the final flap setting is called for at no less than 500 ft AGL.

• When holding in icing conditions (as defined) Flap 0 must be used. (M)


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2.3.6 Configuration Deviation List (CDL)

When operation is scheduled with certain secondary airframe and engine parts missing, the aircraft

must be operated in accordance with the limitations specified in the CDL, located at the back of the

MEL.

2.3.7 Placards and Instrument Markings

Instrument Colour Codes:

Operating limits .............................................................................................................RED (M)

Caution, temporary or idle range ........................................................................... YELLOW (M)

Normal operating range .......................................................................................... GREEN (M)

2.3.8 Cargo Fire

The cargo compartment is classified as a Class C cargo compartment and has been demonstrated

to provide the following minimum fire protection duration, based on cargo compartment

configuration and fire protection system installation.

• 60 min for 340B (WT) (Mod No. 1149 incorporated (2 bottles)). (M)

• 35 min for all other REX aircraft. (M)

2.3.9 Attitude/Heading Reference System

During initialisation on ground the aircraft must not be moved. (M)

Take-off is not permitted until two minutes after initialisation is completed and the attitude difference

between the attitude displayed on both EADIs and the standby attitude indicator is 3 degrees or

less (bank and pitch) and the heading on the compass card is not slewing away from the aircraft

heading. (M)

2.3.10 Terrain Awareness and Warning System (TAWS)

Navigation is not to be predicated on the use of the Terrain (or Obstacle) Awareness Display.

NOTE

The Terrain Awareness Display is intended to serve as a

situational awareness tool only. It does not have the integrity,

accuracy or fidelity on which to solely base decisions for terrain or

obstacle avoidance.

2.3.11 Flight Deck Access and Egress

The flight deck door must be kept closed and locked at all times during flight except to permit

access and egress in accordance with applicable aviation authority approved procedures for

opening, closing, and locking the door contained in the PPM.

Another crew member must be present on the flight deck when one of the required flight crew

leaves the flight deck during flight and the Flight Deck Door is locked.


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Weights (SF340B & 340B (WT))

Chapter 2 Page 10


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2.4 WEIGHTS (SF340B & 340B (WT))

2.4.1 Structural Weight Limitations

NOTE

The weights above are rounded to the nearest 5kg. Refer to the

applicable Weight and Balance Manual for additional specific

aircraft loading limitations.

2.4.2 Operational Weight Limitations

The Maximum Take-off Weight and the Maximum Landing Weight given above may have to be

reduced to comply with performance requirements. See the Company Performance Manual for

performance weight limits.

Applicable to aircraft defined in SB SF340–51–010 Mod No 2438

Maximum Taxi Weight (MTW) 13,290 kg (M)

Maximum Take-Off Weight (MTOW) 13,155 kg (M)

Maximum Landing Weight (MLW) 12,930 kg (M)

Maximum Zero Fuel Weight (MZFW) 12,020 kg (M)


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Weights (SF340B & 340B (WT))


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2.4.3 Centre of Gravity

NOTE

To prevent risk of tail tipping, C/G must always remain forward of

47% MAC. The tail support strut should be used during loading/

unloading.


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Weights (SF340A)

Chapter 2 Page 12


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2.5 WEIGHTS (SF340A)

2.5.1 Structural Weight Limitations

NOTE

The weights above are rounded to the nearest 10kg. Refer to the

applicable Weight and Balance Manual for additional specific

aircraft loading limitations

2.5.2 Operational Weight Limitations

The Maximum Take-off Weight and the Maximum Landing Weight given above may have to be

reduced to comply with performance requirements. See the Company Performance Manual for

performance weight limits.

Maximum Taxi Weight (MTW) 12,840 kg (M)

Maximum Take-Off Weight (MTOW) 12,700 kg (M)

Maximum Landing Weight (MLW) 12,340 kg (M)

Maximum Zero Fuel Weights (MZFW) 11,660 kg (M)


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2.5.3 Centre of Gravity Envelope

NOTE

To prevent risk of tail tipping, C/G must always remain forward of

47% MAC. The tail support strut should be used during loading/

unloading.


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Airconditioning and Pressurisation

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2.6 AIRCONDITIONING AND PRESSURISATION

2.6.1 Operating Limitations

2.6.2 System Limitations

Unit Min Norm Max

Cabin differential pressure

In flight ......................................................................... psi – 7.1 7.5 (M)

Positive safety relief ..................................................... psi – – 7.6

Landing ...................................................................... psi – – 0.3 (M)

Negative diff pressure.................................................. psi – – – 0.5

CABIN PRESS warning ............................................... psi – 7.5 (M) –

Cabin altitude CABIN PRESS warning ........................ ft – – 10,000 (M)

Air Conditioning

Compartment temperature (AUTO mode) ................... ° C 18 – 29

Duct temperature (AUTO mode).................................. ° C 3 – 75

The temperature limit circuits are deactivated in manual mode

NOTE

In manual mode, recirc fans must be on to avoid freezing the A/C

ducts. Duct temperatures below zero must be avoided.

Pressurisation

Cabin vertical speed

– Up ............................................................................. fpm 50 500

detent

2,500

– Down......................................................................... fpm 50 300

detent

1,500

Cabin pressure auto schedule (see overleaf)


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2.7 AUTOFLIGHT CAT 1

2.7.1 General Limitations

All Rex aircraft are approved for CAT 1 ILS approaches.

To avoid overshoots during Autopilot coupled (or Flight Director) intercepts of the Localiser, turns

should not be commenced at speeds above 200kts KIAS.

NOTE

Some Regional Express SF340 aircraft do not have modified FCC

units incorporating SB340-22-012. Accordingly, there is a

requirement to wait until the ILS Localiser course bar is active and

inside 2 dots on the EHSI prior to selecting APPR or NAV mode.


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Electrical

Chapter 2 Page 16


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2.8 ELECTRICAL


Unit Min Norm Max

DC Generators

Voltage.......................................................................... V DC 27.5 28 29 (M)

Nominal load per generator .......................................... A – 400 (M) –

Maximum load for 5 minutes......................................... A – – 600 (M)

Main batteries

Voltage.......................................................................... V DC – 24 (M) –

Capacity per battery...................................................... Ah – 43 –

Temperature.................................................................. ° C – 30 – –

NOTE

Battery start is not permitted if battery temperature is below –20°C

Minimum emergency lighting battery temperature –18°C

Minimum main battery temperature for take-off …. –20°C

NOTE

To maximise battery voltage avoid using aircraft batteries when

not operationally required. Minimise the use of the HYDR Pump in

OVRD wherever possible. Do not select the HYDR Pump to OFF

unless called for in a checklist. Prudent use of the Essential

Avionics is also to be considered.


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Unit Min Norm Max

Emergency power supply

Voltage ......................................................................... V DC – 24 –

Capacity ....................................................................... Ah – 5 –

AC generators

Voltage ......................................................................... V AC 90 115 125

Frequency .................................................................... Hz 460 – 600

Nominal load per generator.......................................... kVA – – 26

External power

Voltage

GPU ............................................................................. V DC 28 – 29.5 (M)

Battery Cart .................................................................. V DC Higher than aircraft

batteries for engine start29.5 (M)

Amperage requirement

– Normal operation....................................................... A – – 600 (M)

– Engine start ............................................................... A 1,400 – 1,600 (M)


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Fuel

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2.9 FUEL



NOTE

Fuel figures in this section are calculated at a fuel density of 0.802

kg/l (AFM). The company has elected to use a fuel density of 0.79

kg/l for fuel log calculations as this is more appropriate to typical

Australian conditions.

NOTE

XFEED and CONN VALVE switches shall be in the OFF and

CLOSED position during take-off and landing in normal

operation. (M)

2.9.3 Fuel Quantity Indication

The total quantity of usable fuel is 2,542 kg (M) at a fuel density of 0.79 kg/litre. Fuel remaining in

the tanks when the fuel quantity indicators read zero in level flight cannot be safely used in all flight

conditions.

2.9.4 Fuel Grades

Jet A and Jet A1 (F35) are approved fuels. Before using any other fuel approval must be obtained.

Unit Min Norm Max

Minimum fuel takeoff, each tank .................................. kg 135 (M) – –

Maximum imbalance between tanks............................ kg – – 90 (M)

Maximum flight level.................................................. FL – – 250

Fuel temperature for above specified fuel types.......... ° C – 40 – + 43

LOW LEVEL light ......................................................... kg 105 135 (M) 165

Tank capacities, each tank:

– Total quantity of useable fuel

(fuel density 0.802 kg/l)................................................ kg 1,202 1,292 1,382


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Hydraulics


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2.10 HYDRAULICS


Unit Min Norm Max

Pressure

Electrical pump AUTO.............................................. psi 2,050 2,100

-2,900

2,950

Positive safety relief Electrical pump OVRD............ psi – 3,000 –

Low pressure warning (HYDR) ................................ psi 1,800 1,850 1,900

Temperature

High temperature warning (HYDR)

– Light on ................................................................. ° C – 116 –

– Light off ................................................................. ° C – 93 –

Quantity

Main reservoir

– Capacity ................................................................ litres – 5.1 –

– Refill level (system pressurised) ........................... litres 2.3 – –

Hand pump reservoir capacity ................................. litres – 2.5 –

Fluid Specification

MIL–H–5606


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Ice and Rain Protection


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2.11 ICE AND RAIN PROTECTION


2.12 INSTRUMENTS AND RECORDERS,

AIR DATA SYSTEM

2.12.1 Altimeters, Operational Tolerances

With an accurate QNH set, all the altimeters should read the nominated elevation to within 60 ft.

If an altimeter has an error in excess of + 75 ft it is to be considered unserviceable.

The SAAB 340 requires all three altimeters for IFR operations; two of the altimeters must read the

nominated elevation to within 60 ft. When the remaining altimeter has an error between 60 ft and

75 ft, flight under the IFR to the first point of landing, where the accuracy of the altimeter can be

rechecked, is approved. In the event that the altimeter shows an error in excess of 60 ft on the

second check the altimeter must be considered unserviceable. (M)

Refer also to the MEL for Standby Altimeter unserviceability.

2.12.2 Airspeed Indicator Operational Tolerances.

Maximum difference between two indicators is + 8 KIAS. (M)

Unit Min Norm Max

Windshield heating

– Switching side windows direct from OFF to HIGH

is not authorised

– Time in NORM before switching to HIGH............... min 7 (M) – –

Pitot Tubes

– Time from switching STBY PITOT ON until full

ice-protection is obtained .......................................... min 5 (M) – –

Windshield Wipers

– In LOW position...................................................... kts – – 130 (M)

– In HIGH position..................................................... kts – – 160 (M)


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Landing Gear

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2.13 LANDING GEAR


Unit Min Norm Max

Gear extension speed....................................................kts 200 (M)

Gear retraction speed ....................................................kts 150 (M)

Gear extension time...................................................... sec – 9 - 11 –

Gear retraction time ...................................................... sec – 7 - 9 –

Nose wheel steering angle

– Using steering wheel .................................................deg – – 60

– Aircraft towing (A Model only) ....................................deg – – 120

– Backing with reverse thrust....................................... deg – – 45

The nose steering wheel must be kept depressed

during backing with reverse thrust

Number of brake applications on fully charged brake

accumulators ................................................................ ea – 11 – (M)

Max speed for use of brakes with the anti-skid

system off or inoperative............................................... kts – – 40 (M)

Anti-skid must be on for takeoff and landing unless

take-off and landing performance is corrected for

anti-skid inoperative


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Navigation, Attitude Heading System


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2.14 NAVIGATION, ATTITUDE HEADING SYSTEM

2.14.1 Operational Accuracies

AHRS

– Pitch ................................................................................................................0.5° Steady flight

..........................................................................................................................1.0° Manoeuvring

– Roll .................................................................................................................0.5° Steady flight

..........................................................................................................................1.0° Manoeuvring

– Heading ..........................................................................................................1.0° Steady flight

.................................................................................................................... 2.0° Holding patterns

Standby Horizon

– Pitch ..............................................................................................................<0.5° Steady flight

Standby Compass

– After compensation .........................................................................................10° Steady flight

2.14.2 General

Special care must be taken to correctly initialise inertially based attitude heading reference systems

in order to establish correct attitude and heading references. During the alignment or initialisation

period, an inertial system is susceptible to aircraft movement and to some extent bus voltage

transients. The method traditionally used to initialise an inertial system is to apply power to the

system and to keep the aircraft stationary until all errors in the system are biased to zero. Aircraft

movement due to taxiing will cause inertial errors that are excessive. To avoid voltage transients,

the hydraulic pump should not be operated during initialisation. AHRS initialisation requires

approximately 70 seconds and the recommendation is to perform AHRS initialisation before engine

start when external power is available, and after first engine start when using aircraft batteries for

start.


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Power Plant

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2.15 POWER PLANT

2.15.1 Engine & Propeller Limitations

B Model

NOTE

For the Hamilton Sunstrand propeller avoid steady state PRPM in

the range from 650 to 950 PRPM, except for required checks.

Engine Type: General Electric CT7-9B turboprop

Propeller Types: Four-bladed Dowty Rotol (A,B): Four-bladed Hamilton Sundstrand (WT):

– (c) R.390/4-123-F/27 -14RF-19

OPERATING CONDITIONS

OPERATING LIMITS

TRQ ITT ENG PROP Engine Propeller

Power Setting %

(8) (9)

°C

(13)

rpm

%

rpm

(7) (10)

Oil presspsi

min-max

Oil temp°C

min-max(1)

Oil presspsi

min-max

Oil temp°C

min-max(2) (6)

Take-off Power + APR or go-around power

(3)

(max 5 min) 107 (M) 940 (M) 102 1,396 (M) 30 - 100 35 - 122 25 - 140 45 - 77

(max 2 min) 107 (M) 950 (M)

Take-off Power (3)

(max 5 min) 100 (M) 917 (M) 101 1,396 (M) 30 - 100 35 - 122 25 - 140 45 - 77

(max 2 min) 100 (M) 927 (M)

Max. Continuous (OEI)

100 (M) 944 (M) 102 1,396 (M) 30 - 100 35 - 122 25 - 140 45 - 77

Transient except take-off (max 12 sec)

112 (M) 965 (M) 105 1,572 (M)

Engine Start 965 (M) See Note (M)

Between Ground Idle and Flight Idle with propeller unfeathered.

min950

(4) (14)20 - 100 35 - 122

(5)25 - 140 max 77


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NOTE

The chart on the previous page shows the certification limits. It must

not be used for setting power.

(1) Max 132°C allowed for 15 minutes.

(2) Minimum oil temp + 25°C for ground operations, and after

take-off for max 5 minutes.

(3) Normal take-off ITT may be exceeded in accordance with

the “ITT Exceedance Program” (overleaf).

(4) Maximum 200 psi at starting and initial ground operation

with extremely cold oil.

(5) No operations above ground idle at 5 - 25 psi and 140 -

225 psi.


(7) Prop RPM above 1396 indicates a propeller control

system anomally, although prop RPM up to 1456 is

allowed for up to one hour at up to Max Continuous

Power.

(8) Tq tolerance to selected CTOT value + 2%.

(9) Max Tq diff. between indications with CTOT selected ON 3%.

(10) It is normal that prop speed drops approx. 50 PRPM during

landing flare, due to aerodynamic load and decreased KIAS

i.e. in a normal case from 1384 to approx. 1350; however, in

an underspeed condition there is a possibility that the prop

speed will drop to below the bottoming governor speed (1040).

NOTE

(11) Allowable Oil Pressure Fluctuations 25 - 45 psi ....+ 5 psi

46 - 140 psi .... + 10 psi

(12) NG limitations for motoring start. (M)

* Max Ng for motoring - 26%

* Minimum stabilised Ng prior to Condition Lever to START- 17%

* Minimum Ng prior to Tailwind start - 20%.

(13) Max Allowable Fluctuation + 5oC

(14) ENG OIL PRESS warning (7psi) when the propeller is in the

feathered position can be disregarded without further action if the

warning can be cleared by moving the condition lever to the

unfeather position.

WARNING

It is prohibited to move the Power Lever(s) below FLIGHT

IDLE when airborne.


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Chapter 2 Page 26



CAUTION

During cold weather if the Power Levers are not advanced to

approximately 75% Tq the 64° PLA may not be met. For

temperatures below 0°C approximately 80% Tq is required. Tq

blooming over the Reduced Power Tq setting (up to rated) is

acceptable. When performing a Rated Power takeoff Tq

should be set 15 - 20% below the rated TRQ to ensure the

Rated Power is not exceeded.

Power Levers must be advanced to at least to 64° PLA as

indicated by the AFT base of the Power Levers passing the

yellow lines marked on the Power Lever Quadrant.

ITT Exceedance Program (B Model Only)

To minimise rejected take-offs and considering the safety ramifications of a high speed abort prior

to V1, a procedure has been established to deal with ITT exceedances during a take-off or go-

around with Normal Take-off Power.

If during take-off an incursion into the ITT range between 927°C/917°C and 944°C (Normal Take-

off ITT limit and MCP) occurs the take-off shall continue. The crew shall note the maximum ITT

observed. Additionally, the crew shall take an engine trend during the event flight’s cruise segment

and provide it to engineering for assessment on return to an engineering port.

If during a take-off 944°C is exceeded prior to V1, the take-off must be aborted.

If an exceedance between 944°C and 965°C for < 12 seconds occurs after V1, provided the engine

continues to operate normally the flight shall continue. The crew shall record the maximum ITT and

time at temperature observed. Additionally, the crew shall take an engine trend during the event

flight’s cruise segment and provide to engineering for assessment on return to an engineering port.

ITT exceedance above 965°C after V1 record maximum ITT and time at temperature. Return to

departure port and contact engineering.

NOTE

Any ITT exceedance above 965°C requires an engineering

inspection upon landing prior to further operation of the engine.

During OEI operations any ITT exceedance above Max Take-off Power + APR ITT (950°C/940°C)

record maximum ITT and time at temperature and notify engineering on landing.

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A Model

NOTE

The above chart shows the certificated limits. It must not be used for setting

power.


(2) Minimum oil temp + 25°C for ground operations, and after take-off

for max 5 minutes.

(3) Maximum 200 psi at starting and initial ground operation with

extremely cold oil.

(4) No operations above ground idle at 5 - 25 psi and 140 - 225 psi.

(5) Max 93oC allowed for 15 minutes.

(6) Tq tolerance to selected CTOT value + 2%.

(7) Max Tq diff. between indications with CTOT selected ON 3%.

(8) It is normal that prop speed drops approx. 50 PRPM during landing

flare, due to aerodynamic load and decreased KIAS i.e.. in a normal

case from 1384 to approx. 1350, however, in an underspeed

condition there is a possibility that the prop speed will drop to below

the bottoming governor speed (1040).

(9) Allowable Oil Pressure Fluctuations 25 - 45 psi ....+ 5 psi

46 - 140 psi .... + 10 psi

(10) Max Allowable Fluctuation + 5oC

(11) ENG OIL PRESS warning (7psi) when the propeller is in the

feathered position can be disregarded without further action if the

warning can be cleared by moving the condition lever to the

unfeather position.

Engine Type: General Electric CT7-5A2 turboprop

Propeller Type: Four-bladed Dowty Rotol: (c) R.389/4-123-F/25 or (c) R.389/4-123-F/26.

OPERATING CONDITIONS

OPERATING LIMITS

TRQ ITT ENG PROP Engine Propeller

Power Setting %

(6) (7)

°C

(10)

rpm%

rpm

(8)

Oil presspsi

min-max

Oil temp°C

min-max(1)

Oil presspsi

min-max (9)

Oil temp°C

min-max(2) (5)

Take-off Power

(max 5 min) 108 (M) 930 (M) 100.6 1,396 (M) 30 - 100 35 - 122 25 - 140 45 - 77

Transient except take-off (max 12 sec.)

118 (M) 960 (M) 105 1,572 (M)

Max. Continuous (OEI)

100 (M) 917 (M) 100 1,396 (M) 30 - 100 35 - 122 25 - 140 45 - 77

Engine Start 960 (M)

Between Ground Idle and Flight Idle with propeller unfeathered.

min950

(3) (11)20 - 100 35 - 122

(4)25 - 140 max 77


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Chapter 2 Page 28



WARNING

It is prohibited to move the Power Lever(s) below FLIGHT

IDLE when airborne.

CAUTION

During cold weather if the Power Levers are not advanced to

approximately 75% TRQ the 64°C PLA may not be met. For

temperatures below 0° approximately 80% TRQ is required.

TRQ blooming over the Reduced Power TRQ setting (up to

rated) is acceptable. When performing a Rated Power takeoff

TRQ should be set 15 - 20% below the rated TRQ to ensure

the Rated Power is not exceeded.

Power Levers must be advanced to at least to 64° PLA as

indicated by the AFT base of the Power Levers passing the

yellow lines marked on the Power Lever Quadrant.

2.15.2 Maximum Continuous Power (MCP)

NOTE

Maximum Contiuous Power is provided for one engine operation

and if required, for two engine operation in extreme icing

conditions. It is NOT intended for use during normal icing

conditions, climb expedites from ATC, etc.

However, the statement above should not prevent the pilot from

using the power deemed required in an emergency or abnormal

situation or from using the power required to prevent such a

situation from developing.

NOTE

Prop RPM up to 1396 is allowed with condition levers in MAX.

However the Prop RPM shall be reduced to Max 1384 by CL

adjustment.

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2.15.3 Oil System

Engine Oil Consumption Limit (Maximum)

1 litre/7.5 hrs.

Two (2) quarts may be added to bring the oil quantity level on the sight gauge from ADD to FULL.

Wait a minimum of 10 minutes after engine shutdown to allow oil to drain back into the tank before

checking the oil tank level indicator.

PGB Oil Consumption Limit (Maximum)

1 litre/29 hrs.

One (1) quart may be added to bring the oil quantity level on the sight gauge from ADD to FULL.

Wait a minimum of 3 minutes after engine shutdown to allow oil to drain from the lines before

checking the oil tank level indicator.

CAUTION

Do not operate the engine if any of the oil consumption limits

are exceeded.

2.15.4 Approved Type Of Oil (Engine and PGB)

CAUTION

Minimum oil temperature for engine start is – 40°C.

Exxon Turbo oil 2380 (this is the only oil used by Rex).

2.15.5 Miscellaneous Limitations

WARNING

It is prohibited to move the power lever(s) below FLIGHT IDLE

when airborne. If the PL is moved below flight idle when

airborne, the propeller will go into low pitch angle, the

propeller speed will increase uncontrolled with extremely

high drag, possible uncontrolled flight, engine shutdown and

loss of engine power. (M)

When airborne, grip the PL knobs only, thereby eliminating PL movement to below FLT IDLE


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2.15.6 Starter/Generator (S/G) Duty Cycle Limits.

• Starter Duty Cycle:

– Two start attempts with 3 minutes cooling between, then 25 minutes cooling before

subsequent starts. (M)

• Motoring:

– Three 30-second ventilations with 3 minutes cooling between each, then a

one-hour cooling period before subsequent starts or motoring. (M)

• Time to light-off (from initial Ng rotation to ITT rise), 20 seconds maximum (direct start

only). (M)

• Maximum time with starter engaged is 70 seconds of which max 30 seconds plain

motoring. (M)

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2.16 RUNWAY REQUIREMENTS

2.16.1 Width

Minimum runway width is 30 metres of rated surface (see information on ACN and PCN numbers

below).

2.16.2 Pavement Classification Number (PCN)

To assess the suitability of a particular runway for use by the SAAB 340 aircraft, obtain the PCN

(Pavement Classification Number) from the Jeppesen Airport Directory. The PCN number is

always followed by an “R” for rigid pavement or an “F” for flexible pavement. In addition, the

pavement is graded according to strength from “A” to “D” as shown below.

After the “R” or “F” there will be an A, B, C or D, which means:

The last letter is either "T" or "U"

Having established into which category a particular runway falls, obtain from the table below, the

ACN (Aircraft Classification Number). The aircraft must not use a runway unless the ACN is equal

to or less than the PCN and the aircraft tyre pressure is equal to or less than the figure quoted in

the Jeppesen Airport Directory.

NOTE

Some airports in the Rex RPT network do not meet the

specifications for SAAB operations as per the above. In these

instances the appropriate authorities have granted dispensation.

A = High Strength

B = Medium Strength

C = Low Strength

D = Ultra Low Strength

followed by the maximum allowable tyre pressure in kilopascals (and psi).

T = Technical evaluation, representing a specific study of the pavement characteristics and

application of pavement behaviour technology.

U = Using aircraft experience, representing knowledge of the specific type and mass of aircraft

satisfactorily being supported under regular use.


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2.16.3 Aircraft Classification Number (ACN)

The main gear loading for the SAAB 340 main wheels at a standard inflation pressure is dependant

on actual ramp weight and aircraft centre of gravity. As there are differences in the maximum ramp

weight and the centre of gravity envelope for the SAAB 340 A and B models, there are slight

differences in the main gear loading on the ground.

The Rex Engineering Division uses AMM (Aircraft Maintenance Manual) standard main-wheel tyre

pressures for the SAAB 340A and SAAB 340B.

Information in the tables below has been produced using the “SAAB 340 Airplane Characteristics

for Airport Planning” and “CASA Rules and Practices for Aerodromes”, and are presented for

general guidance only. Specific information can be obtained from the relevant publications by

request to Rex Flight Operations Engineering.

ACN Table SAAB 340B

ACN Table SAAB 340A

Ramp

Weight

Tyre

PressureRIGID PAVEMENT SUBGRADE (R)

Kg psi HIGH (A) MED (B) LOW (C) U-LOW (D)

13,290 115/123 7.40 8.10 8.35 8.75

9,525 115/123 5.20 5.45 5.85 6.00

FLEXIBLE PAVEMENT SUBGRADE (F)

13,290 115/123 6.10 6.80 7.90 9.10

9,525 115/123 4.10 4.60 5.20 6.20

Ramp

Weight

Tyre

PressureRIGID PAVEMENT SUBGRADE (R)

Kg psi HIGH (A) MED (B) LOW (C) U-LOW (D)

12,840 115/123 7.20 7.90 8.15 8.55

9,525 115/123 5.20 5.45 5.85 6.00

FLEXIBLE PAVEMENT SUBGRADE (F)

12,840 115/123 5.90 6.80 7.75 8.95

9,525 115/123 4.10 4.60 5.20 6.20

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2.16.4 Operations on Unpaved Runways

General

Take-off and landing of this aircraft on unpaved runways is approved if Company Performance

Data is available.

Limitations

1. Unpaved runway operations are not approved for ZPA, ZPB, ZPC, ZXF, ZXG, ZXK.

2. The runway surface shall be gravel, short grass or compacted clay.

3. Operations on wet grass covered surfaces, wet clay surfaces, or gravel surfaces with

standing water are not approved.

4. The runway surface shall be hard, graded smooth and free from ruts, pot holes and

troughs.

NOTE

Operations on WET gravel runways are approved provided there

is no standing water. As there is no difference in braking

effectiveness on WET and DRY gravel runways DRY data may be

used to calculate performance figures on WET gravel runways.

Normal Procedures

• On take-off, power should be applied sufficiently slowly to avoid the risk of damage to

propellers, engines and airframe. This precaution is not required if the take-off run is

commenced on a paved surface.

• Only Flap 15 shall be used for take-off. Only Flap 20 shall be used for landing.

• Reverse thrust may be used on landing but should be avoided in accordance with normal

Company procedures remembering that additional damage may be caused by loose

material.

• Reverse thrust may be used during a rejected take-off.

Post Flight Inspection and Notation of Daily Flight Log

Crew are required to carry out the normal Post Flight Inspection paying particular attention to the

areas highlighted below after landing on an unpaved runway and after landing post departure from

an unpaved runway.

• Lower Flap Surface for punctures.

• Lower Antennas for excessive stone damage.

• Lower Beacon for damage.

• Propellers for excessive blade damage.

• Tyres / sidewalls for cuts.

• Brakes for any damage or broken brake lines or leakage.

A notation must then be made in the "Remarks" column of the Daily Flight Log stating "Inspected

OK"

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