133-590075-0031

ACCEPTANCE AND FUNCTIONAL CHECK

FLIGHT PROCEDURES MANUAL
T-6C AIRCRAFT

MN00B
091437AA.AI

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29 DECEMBER 2017
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INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
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NOTE: The portions of the text affected by the changes are indicated by vertical lines in the
outer margins of the pages. Changes to illustrations are indicated by miniature pointing hands.
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Revision D .......0 .......... 25 April 2016

Change ............1 .......... 31 December 2016
Revision E ........0 .......... 29 December 2017

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MODEL 3000 T-6C ACCEPTANCE AND FUNCTIONAL CHECK FLIGHT PROCEDURES MANUAL

ACCEPTANCE AND FUNCTIONAL CHECK

FLIGHT PROCEDURES MANUAL
Table of Contents
Title Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
Ground Operations - Before Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
Applicable Maintenance Records/FCF Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
Before Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-3
Cockpit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-3
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-3
Before Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-4
Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-4
Inflight Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-5
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-5
Climb to FL250 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-5
Tests at FL250 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-6
Climb to FL280 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-7
Tests at FL280 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-7
Descent from FL280. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-8
Tests Below FL220 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-8
Pattern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-13
Before Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-13
After Landing and Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-14

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MODEL 3000 T-6C ACCEPTANCE AND FUNCTIONAL CHECK FLIGHT PROCEDURES MANUAL

FOREWORD

I. The purpose of these procedures is to:

A. Assist the flight crew in accomplishing acceptance or functional check flight (FCF) in accordance with Scheduled
Inspection and Maintenance Requirements Manual, and contractual requirements.

B. Assure compliance with the prescribed FCF by providing the flight crew with equipment operating procedures,
limits, pressure readings, and conditions to be noted and recorded during the course of the functional check flight.

C. Provide the flight crew with definitive procedures, which emphasize how a system/component will be checked
when applying predetermined criteria.

II. Functional check flight procedures will be used when and as directed in Scheduled Inspection and Maintenance
Requirements Manual, Section II, Part C. Flight operations will be accomplished in accordance with the provisions of
the flight manual. When acceptance or functional check flights are accomplished to test specific equipment or systems,
only applicable portions of this manual need be used. A flight profile (Figure i-1) is included to be used for complete
acceptance or for functional check flight. The flight profile provides a graphic representation of the altitude at which
steps should be performed. Description of check flights are:

A. Acceptance Check Flight. Includes flight checks for performance and operation to verify contractual
conformance. This is applicable to all aircraft on production, maintenance, or modification contracts. Full range
of the procedures contained in this manual are mandatory.

B. Functional Check Flight. Includes flight checks to establish if airframe or equipment are operating in accordance
with predetermined parameters while subjected to intended environment. Areas to be checked are selective for
only that equipment or system(s) that requires flight verification. For flight checks flown with only one pilot, enter
NA in rear cockpit checklist boxes.

III. Crew members will complete the checklist using symbols specified in the section heading or by recording the actual
instrument reading in the checklist spaces or remarks section. Upon completion of the check flight, the crew member
responsible for the checks will sign the certification in the space provided to indicate the checks have been completed.
All discrepancies discovered during the course of an FCF will be recorded on the applicable maintenance record.

IV. All unsatisfactory conditions will be recorded by a crew member. Corrective action for discrepancies will be indicated
on the applicable maintenance record. All discrepancies for which the corrective action may be delayed will be
transcribed in accordance with the applicable procedures.

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31,000 * 31,000 *
E

25,000 25,000
C
F

20,000 20,000

G
15,000 15,000

10,000 10,000

5000 5000

II A HIJ 1000
0 0

* IF 31,000 FEET IS NOT AVAILABLE,

USE 28,000 FEET. PT00D
053262AA.AI

Figure i-1 - Functional Check Flight Profile

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AIRCRAFT SERIAL NUMBER CODING

CODE
NO. SERIAL NO.

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CHAPTER P
FUNCTIONAL CHECK FLIGHT PROCEDURES
0-0-0

This chapter is the basis for the procedures outlined in Acceptance and/or Functional Check Flight Checklist. The letters
in the left column identify minimum items required to perform a functional check flight (FCF) for any given system. In
all cases, items checked may be augmented by local maintenance personnel or the chief FCF pilot as appropriate. Based
on the maintenance action performed, the local chief FCF pilot will make sure an adequate cross section of steps are
accomplished to demonstrate that the system affected is fully mission capable for the intended mission. Aircrews will
attempt to set required parameters and to document using actual observed performance.

NOTE
In-flight items may be done in any order that will enhance completion of FCF/ACF and overcome
difficulties encountered due to weather, airspace, Air Traffic Control, or aircraft limitations.

Definitions are as follows:

A - Items checked for acceptance flights or an FCF of the entire aircraft system
B - Items checked for engine, propeller, and environmental system related check flights
C - Items checked for flight controls, airframe structure, and landing gear and hydraulic system
related check flights
D - Items checked for avionic and any electrical system related check flights

I. GROUND OPERATIONS - BEFORE FLIGHT

NOTE
Accomplish checklists in accordance with flight manual with special emphasis directed to all
areas where maintenance was performed.
A B C D A. Applicable maintenance records/FCF crew briefing - Review/conduct as prescribed:
1. Calculate weight and balance, record basic empty weight/moment, front and rear
pilot weight, and baggage weight
2. Check minimum power required for takeoff
A B C D B. Before exterior inspection - Accomplish in accordance with flight manual, and include
the following additional checks:
1. Canopy - Verify DET cord and alignment of CFS donor/acceptor, FWD and AFT, as
follows:
a. DET cord and manifolds - Check bonding to canopy glass; verify no crimped,
crushed, or pinched cord
b. Gap between donor/acceptor - 0.08-0.25 inch
NOTE
By visual examination, if acceptor and donor alignment marks are adjacent or overlap, the
alignment criterion is satisfied. However, if there is a definite separation between the two
marks, maintenance should be called to perform alignment measurement.
c. Alignment between donor/acceptor
2. Circuit breaker extensions - Verify AIL/EL TRIM, RUD TRIM, PROP SYS, TAD,
and IAC2 circuit breakers are the only ones with circuit breaker extensions

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3. PCL - CHECK, OFF (BOTH) (Verify the PCL in both cockpits are interconnected
and move freely through the full range of motion. Verify positive idle-stop and no
forward PCL movement is required to move aft past idle-stop to OFF. Verify PCL
cutoff finger lift moves freely. Raise PCL cutoff finger lift and verify PCL can be
moved from IDLE to OFF.
4. Flap control - Check freedom of movement, make sure other cockpit lever follows
operation, and make sure no binding between flap lever and PCL. Return flap lever
to UP
5. EMERGENCY FIREWALL SHUTOFF handle - Pull. Verify handle operates easily
with no binding, and then check:
a. Verify firewall shutoff cable is holding fuel firewall shutoff valve closed (left
forward access door)
b. Verify firewall shutoff cable is holding hydraulic and bleed air firewall shutoff
valves closed (right forward access door)
c. Reset handle
d. Verify firewall shutoff cable is holding fuel firewall shutoff valve open (left
forward access door)
e. Verify firewall shutoff cable is holding hydraulic and bleed air firewall shutoff
valves open (right forward access door)
6. Battery - Check switch functions in both cockpits (last switch turned ON assumes
control and other switch moves to OFF)
7. Igniters - Check:
a. IGNITION switch - ON. Verify green IGN SEL advisory messages illuminate and
igniters are audible
8. Trim system - Check as follows (verify with ground crew on headset, if available):
a. Operate trim in all three axes through full range of travel in both directions; verify
proper tab and control surface movement
b. While verifying trim system operates in each axis, press trim interrupt button on
control stick and verify trim is interrupted; release button and verify trim
operation resumes
c. Pull RUD TRIM circuit breaker while verifying trim system in each axis. Verify
rudder trim does not operate with circuit breaker pulled. Verify aileron and
elevator trim continue to operate. Reset RUD TRIM circuit breaker and verify
rudder trim resumes operation
d. Pull AIL/EL TRIM circuit breaker while verifying trim system in each axis.
Verify aileron and elevator trim do not operate and TRIM OFF advisory message
illuminates with circuit breaker pulled. Verify rudder trim continues to operate.
Reset AIL/EL TRIM circuit breaker and verify aileron and elevator trim resume
operation. Verify TRIM OFF advisory message extinguishes on CWS panel
e. While verifying trim system operates in each axis, set trim disconnect switch to
DISCONNECT and verify trim is interrupted
f. Set trim disconnect switch to NORM; verify trim resumes

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g. During independent operation of trim in each axis, provide simultaneous

conflicting trim inputs from front and rear cockpits. Verify rear cockpit trim
commands override front cockpit trim commands
h. Verify rear cockpit trim, trim interrupt, and trim disconnect function correctly
9. Ejection seats - Make sure all fittings and restraints are in good condition:
a. Activate leg garter quick release and verify lanyards release
b. Check shoulder harnesses fully retract and no steering lines visible
c. Verify no visible damage to any seat components
10. Rudder pedals - Adjust (crank pedals full aft, then full forward); check for binding
and 36±3 turns
A B C D C. Exterior inspection - Accomplish in accordance with flight manual
A B C D D. Cockpit inspection - Accomplish in accordance with flight manual and include the
following additional checks (Step 1 shall be accomplished prior to turning on battery
switch):
1. Backup COM2 - Check operation (to include transmit and receive) on auxiliary
battery
2. Flight controls - Check for excessive play. If excess play is suspected, have ground
crew hold aileron at full throw against rig-stop, then move stick in FCP to determine
play for entire aileron system. Lateral stick play should be 0.5 inch or less at top of
aileron trim switch
A B C D E. Engine start - Accomplish in accordance with flight manual
A B C 1. EMERGENCY FIREWALL SHUTOFF handle/Feather Dump Solenoid check:
a. EMERGENCY FIREWALL SHUTOFF handle - Remove clip and pull handle
straight up
NOTE
Engine shutdown must occur within 30 seconds.
b. Set PCL to OFF after engine shutdown confirmed and PMU FAIL warning
message illuminates; make sure propeller moves to feather immediately
NOTE
Failure to wait for the PMU FAIL warning message to illuminate prior to moving the PCL to
OFF allows the PMU to accomplish feathering of the propeller through the 2-stage prop servo
valve within the PIU. If this occurs, the feather dump solenoid has not been checked - the PMU
must be off-line to check proper function of the feather dump solenoid and valve.
NOTE
When accomplishing this check, the propeller should move to feather (following movement of
the PCL to OFF) at the same rate that it does when the engine is shut down normally - failure to
do so indicates that the feather dump valve has not been actuated.
c. Ensure engine propeller comes to a complete stop prior to resetting the firewall
shutoff handle

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NOTE
Resetting the firewall shutoff handle prior to the propeller stopping may result in the fuel filter
bypass popping on the fuel filter housing.
d. Reset firewall shutoff handle
e. PMU switch - OFF, then NORM. Make sure PMU FAIL and PMU STATUS
messages extinguish
2. Engine start - Accomplish in accordance with flight manual
A B C D F. Before taxi - Accomplish in accordance with flight manual and include the following
additional checks:
1. Bleed air inflow - Check. Between Steps 2 and 3 of the Before Taxi checklist (after
turning on the generator, but prior to selecting BLEED AIR INFLOW switch to
NORM), select and hold the TEMP CONTROL at MAN COLD for 20 seconds.
a. BLEED AIR INFLOW switch - NORM. Verify no increase in airflow
b. BLEED AIR INFLOW switch - HI. Verify increased airflow/increased ITT
c. BLEED AIR INFLOW switch - NORM
d. TEMP CONTROL switch - Set as desired
2. Intercom - Check ICS key, mute/key, ground crew, VOX controls and functions, and
check alternate communication cord in both cockpits
3. ELT - Check (as required). Set ELT switch to ON; confirm XMIT message is
illuminated and flashing. Tune VHF radio to 121.5 and turn ELT on for 2-3 sweeps.
When switch is returned to ARM, the test panel LED should display 1 pulse (after 3-
4 second delay). If this fails to occur, count the number of pulses. Any number other
than 1 pulse and an absence of audio sweep on 121.5 is a discrepancy and should be
reported to maintenance
NOTE
Test ELT within first 5 minutes of hour.
4. Trim aid device (TAD) - Check:
a. Rudder trim - Position at least 1 index mark away from takeoff setting
b. TRIM AID switch - On. Verify TRIM AID switch remains on, rudder trim moves
to takeoff position, and TAD OFF (green) advisory extinguishes
A B C D G. Taxi - Accomplish in accordance with flight manual and include the following
additional checks:
1. Brakes - Check that brakes do not drag or fade
2. Steering - Check as follows:
a. Nose wheel steering (NWS) - Off
b. Check that no turning tendency exists while taxiing straight ahead on level
ground at idle power with no crosswind, no braking, and no rudder applied to
either side
c. Make turns left and right of starting ground course. Check full left and full right
pedal deflection

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3. Nose wheel steering (NWS) - Check NWS operation in both cockpits (if occupied)
with feet off rudder pedals as follows:
a. NWS switch - Push to engage. Check for tendency of NWS to pull either
direction from center. Be aware of crosswind condition that may be deflecting
rudder or pushing tail to one side
b. NWS message - Illuminated
c. Turns - Make left and right of starting ground course. Check full left and full right
pedal deflection
d. NWS switch - Push to disengage
e. NWS message - Extinguished

II. INFLIGHT CHECKS

A B C D A. Takeoff - Accomplish in accordance with flight manual and include the following
check:
1. During takeoff roll, monitor for abnormal wheel vibrations or shimmy, normal
landing gear retraction, and proper landing gear annunciators sequence
B. Climb to FL250 - Perform normal flight manual checks and include the following
additional checks:
A C D 1. Control response - Aircraft responds to all control inputs in the appropriate manner
and can be trimmed hands off in all three axes
A D 2. Vertical speed indicators - Establish 1000 feet per minute climb; accomplish the
following checks:
a. Verify vertical speed indicator in each cockpit reads the same climb rate
b. Climb for 1 minute at stabilized 1000 ft/min. Verify change in altitude is
1000±200 feet and variance between the indicator in each cockpit is within ±100
feet
c. Check for immediate response to climbs and descents
d. Establish level flight. Check that indicator in each cockpit reads zero rate of climb
A B 3. Pressurization system checks - Accomplish the following checks as the aircraft
climbs:
a. Verify aircraft begins to pressurize - ΔP increasing above 8000 feet pressure
altitude
b. Between 8000 and 18,069 feet MSL - Verify cockpit pressure altitude indicates
8000±(aircraft altitude/50+300) feet
A D 4. Altimeters - Momentarily level off at 10,000 feet MSL; accomplish the following
checks:
a. Verify altimeters read within ±40 feet of each other
b. Verify altimeter in backup flight instrument in each cockpit reads within ±80 feet
of the primary altimeter in that cockpit
A B 5. Pressurization system - Accomplish the following checks, prior to passing 18,000
feet MSL but after observing the aircraft is pressurizing normally, to minimize rapid
pressure changes:

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a. PRESSURIZATION switch - DUMP. Verify ΔP begins to drop

b. DEFOG switch - ON. Allow enough time for defog valve to fully open (about 40
seconds)
c. TEMP CONTROL - AUTO/HOT
d. PRESSURIZATION switch - RAM/DUMP. Verify cabin remains unpressurized
and defog shuts off, and ITT and noise level drop
e. DEFOG switch - OFF
f. PRESSURIZATION switch - DUMP
g. BLEED AIR INFLOW switch - OFF
A B 6. Climb power engine acceptance check:
a. PMU switch - NORM
b. DEFOG switch - OFF
c. BLEED AIR INFLOW switch - OFF
d. In a climb, passing 18,000 feet PA and 140 KIAS with PCL at MAX - Record ITT
and IOAT
e. When flight is complete, compare recorded values with Figure P-1 for
acceptance/rejection criteria
A B 7. Cockpit altitude warning and pressurization system check:
a. Climbing through 19,000 feet MSL, verify cockpit pressure altitude is rising with
outside pressure, and that they are approximately equal; CKPT ALT caution
illuminates and cockpit altitude readout on EICAS display turns amber at
19,000±500 feet cockpit pressure altitude
b. PRESSURIZATION switch - NORM
c. BLEED AIR INFLOW switch - NORM. Verify pressurization schedule resumes
C. Tests at FL250 (Set 29.92 in. Hg):
A D 1. AOA check:
a. Fuel level - Record (L/R)
b. Fly maximum endurance AOA (white diamond, 8.8 units) and make sure airspeed
is 125±8 KIAS
c. Fly maximum range AOA (white triangle, 4.4 units) and record airspeed
d. When flight is complete, compare recorded values with Figure P-2 for
acceptance/rejection criteria
A B 2. Maximum cruise speed and power check:
a. PMU switch - NORM (PMU FAIL warning and PMU STATUS caution
extinguished)
b. DEFOG switch - OFF
c. BLEED AIR INFLOW switch - NORM
d. In level flight, set torque to charted value from Figure P-1 based on IOAT

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e. Allow 3 minutes for readings to stabilize. Monitor IOAT and adjust torque as
required during stabilization period; record IOAT, torque, ITT, airspeed, and fuel
flow
f. When flight is complete, compare recorded values with Figure P-1 for
acceptance/rejection criteria
A B 3. Maximum continuous speed and power check:
a. PMU switch - NORM (PMU FAIL warning and PMU STATUS caution
extinguished)
b. DEFOG switch - OFF
c. BLEED AIR INFLOW switch - NORM
d. In level flight with PCL at MAX, allow 3 minutes for readings to stabilize and
record IOAT, torque, ITT, airspeed, and fuel flow
e. When flight is complete, compare recorded values with Figure P-1 for
acceptance/rejection criteria
D. Climb to FL280 (FL310 if available):
A B 1. Environmental system check - Monitor windscreen and canopy transparencies while
performing the following checks (If frost or fogging occurs, use defog as required):
a. Verify proper airflow with BLEED AIR INFLOW switch in NORM and HI
b. Verify air distribution from defog system as follows:
(1) DEFOG switch - ON
(2) Vent control lever - CANOPY
(3) Verify airflow through piccolo tubes and across windscreen increases and
system automatically selects inflow high
c. Verify TEMP CONTROL function using AUTO COLD to AUTO HOT
d. Verify TEMP CONTROL function using MANUAL COLD to MANUAL HOT
e. Verify proper evaporator blower airflow by checking for increased and decreased
flow throughout full range of settings
f. Reset ECS switches, as required
g. Monitor windscreen for oil, during climb to FL280 and at FL280 (FL310 if
available), to make sure there are no oil leaks. If oil leak is observed, return for
repairs before continuing sortie
E. Tests at FL280 (FL310 if available):
A B 1. Engine acceleration checks:
A B a. OBOGS - Set to MAX. Verify OBOGS FAIL warning does not illuminate
A B b. Aircraft - Stabilized in level unaccelerated flight at MAX power
A B c. PMU switch - NORM
A B d. DEFOG switch - OFF. Accomplish the following checks:
(1) Rapidly move PCL to IDLE. Verify engine limits are not exceeded, no
evidence of compressor stall, or any abnormal engine characteristics

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(2) As N1 is decelerating toward 90%, rapidly move PCL to MAX. Verify engine
limits are not exceeded, no evidence of compressor stall, or any abnormal
engine characteristics
(3) Rapidly move PCL to IDLE. Verify engine limits are not exceeded, no
evidence of compressor stall, or any abnormal engine characteristics
(4) As N1 is decelerating toward 80%, rapidly move PCL to MAX. Verify engine
limits are not exceeded, no evidence of compressor stall, or any abnormal
engine characteristics
A B e. OBOGS - Set to NORM
A B 2. Pressurization system check:
a. DEFOG switch - OFF
b. PCL - MAX, then IDLE. Verify ΔP does not exceed 3.6±0.2 psi
c. DEFOG switch - ON
d. PCL - MAX, then IDLE. Verify ΔP does not exceed 3.6±0.2 psi
A B e. Verify defog prevents and/or clears condensation/ice from forming on canopy
F. Descent from FL280 (FL310 if available):
A D 1. MMO overspeed warning check:
a. Initiate descent and begin dive to MMO (0.67 IMN)
b. Establish 0.67 IMN. Verify MMO warning sounds and record IMN at warning if
other than 0.67 IMN
NOTE
During execution of this test, speed shall not exceed MACH 0.68. Should an inadvertent
overspeed occur during this check, notify maintenance personnel.
NOTE
Due to the high descent rate required to achieve 0.67M, the cabin pressurization system design
limits (10,000 ft/min) may be exceeded resulting in a temporary drop in ΔP below the allowable
limit of 3.6±0.2 PSI. Such a momentary drop is acceptable provided the system recovers into
the normal, expected range once vertical velocity is brought back within the 10,000 ft/min
tolerance.
G. Tests below FL220 (Set local altimeter):
A C 1. High speed trim check:
NOTE
During execution of this test, speed shall not exceed MACH 0.68 or 324 KIAS. Should an
inadvertent overspeed occur during this check, notify maintenance personnel.
a. At VMO with full nose down trim and IDLE power, verify that a slight pull force
is required to maintain desired pitch attitude. A slight pull force indicates
sufficient nose down trim authority is available
NOTE
Approximately 15-20 degrees nose down pitch attitude will be required to maintain VMO at idle
power.

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b. Trim all control forces to zero at IDLE power. Zero aileron force should be
achieved at 316 KIAS with 1 “tick-mark” or less of aileron trim
(1) If zero aileron control force cannot be achieved at 316 KIAS with full aileron
trim 2 “tick-marks” up or down:
(a) Record the speed at which zero aileron control force is achieved with full
aileron trim, and provide to maintenance for adjustment
(2) If zero aileron control force is achieved at 316 KIAS, but more than 1 “tick-
mark” of aileron trim is required:
(a) Record the direction (right wing up or right wing down) and magnitude (in
“tick-marks”, rounded to the nearest quarter of a tick-mark) of aileron trim
displayed on the trim indicator, and provide to maintenance for adjustment
(i.e. “right wing down 1.25 tick-marks”)
NOTE
The amount of trim being used is displayed on the aileron trim indicator and consists of both
direction and magnitude. All other positions between 1 tick-mark and 2 tick-marks can be
interpolated and rounded to the nearest 0.25 of a tick-mark (i.e. 1.25, 1.5 or 1.75 tick marks).
Refer to Figure P-5.
c. Extend speed brake and verify no excessive vibration is present
d. Retract speed brake
A D 2. VMO overspeed warning (below 18,769 feet MSL): Accelerate to 316 KIAS. Verify
VMO warning sounds and record speed at warning if other than 316 KIAS
NOTE
During execution of this test, speed should remain below 324 KIAS. Should an inadvertent
overspeed occur during this check, notify maintenance personnel.
A B 3. PMU operations check (approximately 15,000 feet MSL):
a. Position PCL at a mid power setting
b. Set PMU switch to OFF. Check PMU FAIL warning and PMU STATUS caution
illuminate; expect a slight change in ITT, torque, and fuel flow indications
c. Move PCL through entire range; make sure engine limits are not exceeded
d. Position PCL at a mid power setting
e. Set PMU switch to NORM. Verify PMU FAIL warning and PMU STATUS
caution extinguish; expect power increase when PMU returns to normal operation
A B 4. Propeller check:
a. From an altitude above 10,500 feet PA, establish 85 KIAS descent with PCL at
IDLE
b. Verify NP does not fall below 80% until aircraft passes below 10,000 feet pressure
altitude (set 29.92 in. Hg)
NOTE
Flaps TO may be used to help control aircraft, but do not forget to retract when check is
complete.

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A B C 5. Spins and spin recovery check - Accomplish the following check in a clean
configuration with ailerons neutral and PCL at IDLE:
a. Establish a stabilized spin to the left (up to 6 turns following rudder application).
Verify aircraft recovers within 1½ turns after initiation of erect spin recovery
procedure; monitor engine and fuel system indications; record any abnormal
flight characteristics
b. Establish a stabilized spin to the right (up to 6 turns following rudder application)
Verify aircraft recovers within 1½ turns after initiation of erect spin recovery
procedure; monitor engine and fuel system indications; record any abnormal
flight characteristics
A B C D 6. Aerobatics/trim aid/accelerometer check - during all maneuvers:
a. Perform a positive-G aerobatic maneuver (barrel roll, loop, etc.)
b. Verify accelerometer in PFD/HUD responds correctly and TAD maintains
directional trim within 1-slip/skid indicator width (primary flight display)
A B C D 7. Inverted flight check:
a. Make sure all loose items are secured
b. Trim aircraft for level flight at 200 KIAS
c. Fly inverted for 15 seconds at MAX power. Monitor engine and fuel system
indications
d. Verify accelerometer for negative-G flight responds correctly
NOTE
Oil pressure should increase (130 psi maximum), aileron forces should be lighter than when
erect, and FUEL PX warning and BOOST PUMP advisory must not illuminate.
e. Check for foreign objects in cockpit
A D 8. Standard rate turn check:
a. Establish standard rate turns to the left and right using primary flight display
b. Verify aircraft turns 180±10 degrees in 1 minute.
A C D 9. AOA and stall speeds (IDLE power) - Accomplish the following checks:
NOTE
Stall warning (stick shaker) must occur approximately 5-10 knots prior to the stall for all
configurations.
NOTE
Target deceleration rate during stall checks should be approximately 1 knot/second.
Decelerating at a much faster or slower rate than this can give an erroneous stall warning or stall
airspeed value.
a. Gear DOWN/flaps UP:
(1) Establish a 3° approach (550-600 ft/min descent)
(2) Trim for stabilized flight with on-speed AOA (10.5 units). Record fuel
quantity and airspeed
(3) Reduce power to IDLE, and slow until approach-to-stall warning and stall
indications

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(4) Verify 15.5±0.5 units AOA on PFD/HUD for approach-to-stall warning (stick
shaker) and 17.5 units or greater for stall. Record approach-to-stall warning
and stall airspeeds
b. Gear DOWN/flaps TO:
(1) Establish a 3° approach (550-600 ft/min descent)
(2) Trim for stabilized flight with on-speed AOA (10.5 units). Record fuel
quantity and airspeed
(3) Reduce power to IDLE, and slow until approach-to-stall warning and stall
indications
(4) Verify 15.5±0.5 units AOA on PFD/HUD for approach-to-stall warning and
17.5 units or greater for stall. Record approach-to-stall warning and stall
airspeeds
c. Gear DOWN/flaps LDG:
(1) Establish a 3° approach (550-600 ft/min descent)
(2) Trim for stabilized flight with on-speed AOA (10.5 units). Record fuel
quantity and airspeed
d. Check for proper operation of AOA. Verify AOA indications are correct by
varying aircraft attitude:
(1) Reduce power to IDLE, and slow until approach-to-stall warning and stall
indications
(2) Verify 15.5±0.5 units AOA on PFD/HUD for approach-to-stall warning and
17.5 units or greater for stall. Record approach-to-stall warning and stall
airspeeds
e. When flight is completed, compare recorded values with Figure P-3 (stall speeds)
and Figure P-2 (AOA speeds) for acceptance/rejection criteria. Stall speed
tolerance is ±3 knots; AOA speed tolerance is ±2 knots. Approach-to-stall
warning must occur a minimum of 5 knots prior to the stall
A C 10. Low speed trim check - Accomplish the following check at 10,000±1000 feet MSL:
a. Airspeed - Approximately 110 KIAS with gear DOWN and flaps LDG. Record
fuel quantity
b. Elevator - Trim full nose up
c. Reduce power to 16% torque
d. Allow airspeed to stabilize in a wing-level descent with zero elevator stick force
e. Record stabilized airspeed
f. Compare airspeed with Figure P-4 for acceptance criteria. An airspeed less than
or equal to charted value is acceptable
A C D 11. Landing gear warning system check:
a. Establish airspeed above 120 KIAS in level flight with gear and flaps retracted
b. Retard PCL below 87% N1. Verify red lights in handle and red gear door lights
illuminate and warning horn does not sound

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c. Decelerate below 120 KIAS. Verify lights remain illuminated and warning horn
sounds
d. Press WARNING SILENCE button. Verify warning horn ceases
e. Establish power above 87% N1 and accelerate above 120 KIAS
f. Set flaps to TO. Verify flap indicator shows TO
g. Retard PCL below 87% N1 and decelerate below 120 KIAS. Verify warning horn
sounds and red lights in handle and red gear door lights illuminate
h. Press WARNING SILENCE button. Verify warning horn ceases
i. Maintain 110-120 KIAS
j. Flaps - LDG. Verify flap indicator shows LDG, warning horn sounds and cannot
be silenced with WARNING SILENCE button, and red lights in handle and red
gear door lights remain illuminated
k. Extend landing gear. Verify proper sequence of landing gear and door indicators,
and warning horn ceases after three green indicators illuminate
l. Retract landing gear and flaps
A C D 12. Gear and Flap Rigging check:
a. Establish 145-150 KIAS
b. Extend landing gear, begin timing at movement of handle
c. Stop timing at 3 green landing lights and no fault indications (4-6 seconds
nominal)
d. Maintain speed and lower flaps from UP to LND, begin timing at movement of
flap handle
e. Stop timing when flaps reach LND (3-5 seconds nominal)
f. Confirm SPDBRK OUT green advisory message is extinguished
g. Time flap retraction (3-5 seconds nominal)
CAUTION
Use caution not to overspeed gear as flaps retract.
h. Time gear retraction (4-6 seconds nominal)
NOTE
Transit time for gear or flaps in one direction may be as high as 17 seconds in extenuating
circumstances.
A C 13. Speed brake check:
a. Extend speed brake. Verify SPDBRK OUT green advisory message illuminates
and control stick moves slightly forward to maintain aircraft trim when speed
brake is deployed (approximately 200 KIAS)
b. Move PCL forward until speed brake retracts automatically. Verify SPDBRK
OUT green advisory message extinguishes and control stick moves slightly aft
A C D 14. Trim aid device (TAD) check - Accomplish the following check at 10,000±1000 feet
MSL:

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a. Establish level flight at 250 KIAS with PCL at MAX

b. Aircraft - Trim to fly hands off. Verify slip/skid indicator centered
c. Set PCL to IDLE and decelerate to 120 KIAS with feet on the floor. Verify TAD
maintains directional trim within ½-slip/skid indicator width (PFD)
d. Stabilize in level flight at 120 KIAS - Verify TAD maintains directional trim
within ½-slip/skid indicator width. Do not retrim rudder (PFD)
e. Set PCL to MAX and accelerate to 250 KIAS with feet on the floor. Verify TAD
maintains directional trim within ½-slip/skid indicator width (PFD)
A D 15. Backup Flight Instrument check:
a. Spot check airspeed indications. Verify primary and backup airspeed indicators
respond properly, no failure indications are present, multifunction displays do not
fade out in direct sunlight, and both primary indicators are within ±3 KIAS at 250
KIAS (backup indicators within ±6 KIAS of primary)
16. Accomplish the following checks if a compass swing is not accomplished on ground:
a. Make sure air conditioner is on
b. In level unaccelerated flight, verify backup flight instrument accuracy on cardinal
headings over known ground references is within ±10 degrees; record actual
headings for each cardinal heading flown
NOTE
IRS heading is provided to PFD and NAV displays.
A D 17. IRS/HUD accuracy check (as required):
a. Verify IRS/HUD heading on cardinal headings over section lines or over known
ground references is within ±2 degrees
A D 18. TCAS check - Verify with targets of opportunity
A D 19. Terrain Avoidance check (if installed) - Verify with alerts of opportunity
H. Pattern:
A C 1. Perform a minimum of one touch-and-go and one full stop with TAD ON
A C 2. Operate landing gear and flaps (if not accomplished in the area). Verify normal gear
and flap extension/retraction at 150 KIAS (17 seconds max)
I. Before landing - When ready for full stop, accomplish in accordance with flight
manual, and include the following additional checks:
A 1. Emergency landing gear and flaps extension:
a. Airspeed - Below 150 KIAS

b. EMER LDG GR handle - Pull. Make sure handle cannot be pulled unless button
is pushed
NOTE
Make sure ball bearing does not fall out when emergency landing gear handle is pulled.
c. Landing gear lights - Verify lights illuminate as follows:
(1) Main gear lights (green)

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(2) Main gear door lights (red)

(3) Nose gear light (green)
(4) Landing gear handle lights (red)
d. Flaps - TO. Verify flaps extend to TO position
e. Flaps - LDG. Verify flaps extend fully to LDG (25 seconds max)

f. Landing gear handle - DOWN (gear should not move)

NOTE
Nose gear door light extinguishes, audio warning ceases.
NOTE
Audio warning will sound with the gear down and LDG gear handle up as airspeed slows
through 120 KIAS.
g. SPDBRK OUT - Green advisory message not illuminated
h. EHYD PX LO - Amber caution message may illuminate
NOTE
Nominal gear extension is 5 to 7 seconds, 25 seconds is maximum allowable.
NOTE
When performing the emergency gear extension, the hydraulic system pressure may
momentarily enter the caution range and illuminate the CHK ENG message on the EICAS
display. This does not indicate improper operation of the hydraulic system or a system
malfunction.
A B C D 2. Normal landing - Accomplish in accordance with flight manual, and include the
following additional checks:
a. No tendency for brakes to fade or bleed down
b. Braking is symmetrical
c. Brakes do not drag after release
d. Nose wheel centers after brake release
e. Nose wheel does not vibrate or shimmy
J. After landing and postflight:
A B 1. Propeller servo valve check:
a. PROP SYS circuit breaker - Pull
b. PCL - OFF; make sure propeller moves to feather
NOTE
When accomplishing this check, the propeller must move to feather (following movement of
the PCL to OFF) at the same rate that it does when the engine is shut down normally. Failure to
do so indicates that the propeller is not being feathered by prop servo valve.
c. PROP SYS circuit breaker - Reset

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A B C D 2. Postflight walk around:

a. Check for fluid leaks around aircraft and engine compartment
b. Verify all panels are still closed and latched
c. Gravity fuel caps - Open to verify ease of operation; check for foreign objects and
condition of retaining lanyard
A B C D 3. Complete applicable maintenance records and debriefing
A B C D 4. Flight data recorder - If any unusual indications were noted during flight, have
maintenance download flight data recorder and review data as required

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MAXIMUM MAXIMUM CONTINUOUS SPEED AND MAXIMUM CRUISE SPEED

CONTINUOUS POWER AND POWER
POWER - CLIMB FL250 FEET/100% NP FL250 FEET/100% NP
CHECK LEVEL FLIGHT - PCL TO MAX LEVEL FLIGHT - POWER PER TABLE
18,000 FT/140 AIRSPEED STABILIZED
KIAS/100% NP
CLIMBING THROUGH
18,000 FT
IOAT MAX ITT* IOAT MIN MAX MIN MAX IOAT MIN MAX MIN MAX
(Deg C) (Deg C) (Deg C) TORQUE ITT* AIR- FUEL (Deg C) TORQUE ITT** AIR- FUEL
(%) (Deg C) SPEED FLOW (%) (Deg C) SPEED FLOW
(KIAS) (PPH) (KIAS) (PPH)
16 780 16 47 780 149 323 16 - - - -
15 780 15 48 780 151 326 15 - - - -
14 780 14 49 780 154 329 14 - - - -
13 780 13 51 780 156 332 13 - - - -
12 780 12 52 780 158 335 12 - - - -
11 780 11 53 780 161 338 11 - - - -
10 780 10 54 780 163 342 10 42 740 134 299
9 780 9 55 780 165 345 9 43 740 138 303
8 780 8 56 780 167 348 8 44 740 141 306
7 780 7 57 780 169 351 7 45 740 144 309
6 780 6 58 780 171 355 6 46 740 147 312
5 780 5 59 780 173 358 5 47 740 150 316
4 780 4 60 780 175 361 4 49 740 153 319
3 780 3 61 780 177 365 3 50 740 155 322
2 780 2 62 780 179 368 2 51 740 158 326
1 780 1 63 780 180 371 1 52 740 160 329
0 780 0 64 780 182 375 0 53 740 163 332
-1 780 -1 65 780 184 378 -1 54 740 165 336
-2 780 -2 66 780 185 381 -2 55 740 167 339
-3 780 -3 67 780 187 385 -3 56 740 170 342
-4 780 -4 68 780 188 388 -4 57 740 172 346
-5 780 -5 69 780 190 392 -5 58 740 174 349
-6 780 -6 70 780 191 395 -6 59 740 176 353
-7 780 -7 71 780 193 399 -7 60 740 178 356
-8 780 -8 72 780 194 402 -8 61 740 180 359
-9 780 -9 73 780 195 406 -9 62 740 181 363
-10 780 -10 74 780 197 409 -10 63 740 183 366
-11 780 -11 74 780 198 412 -11 64 740 185 370
-12 780 -12 75 780 199 416 -12 65 740 186 373
-13 780 -13 76 780 200 419 -13 66 740 188 377
-14 780 -14 77 780 202 423 -14 67 740 189 380
-15 780 -15 78 780 203 426 -15 68 740 191 384
Figure P-1. Engine Acceptance Torque and ITT Limits (Sheet 1 of 2)

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MAXIMUM MAXIMUM CONTINUOUS SPEED AND MAXIMUM CRUISE SPEED

CONTINUOUS POWER AND POWER
POWER - CLIMB FL250 FEET/100% NP FL250 FEET/100% NP
CHECK LEVEL FLIGHT - PCL TO MAX LEVEL FLIGHT - POWER PER TABLE
18,000 FT/140 AIRSPEED STABILIZED
KIAS/ 100% NP
CLIMBING THROUGH
18,000 FT
IOAT MAX ITT* IOAT MIN MAX MIN MAX IOAT MIN MAX MIN MAX
(Deg C) (Deg C) (Deg C) TORQUE ITT* AIR- FUEL (Deg C) TORQUE ITT** AIR- FUEL
(%) (Deg C) SPEED FLOW (%) (Deg C) SPEED FLOW
(KIAS) (PPH) (KIAS) (PPH)
-16 780 -16 79 780 204 430 -16 69 740 192 387
-17 780 -17 80 780 205 433 -17 70 740 194 390
-18 780 -18 80 780 206 436 -18 71 740 195 394
-19 780 -19 81 780 207 440 -19 72 740 196 397
-20 780 -20 82 780 208 443 -20 73 740 198 401
-21 780 -21 83 780 209 446 -21 73 740 199 404
-22 780 -22 83 780 210 450 -22 74 740 200 408
-23 776 -23 84 780 211 453 -23 75 740 201 411
-24 773 -24 85 780 212 456 -24 76 740 202 414
-25 770 -25 86 780 213 459 -25 77 740 203 418
-26 766 -26 86 780 214 462 -26 78 740 204 421
-27 763 -27 87 780 215 465 -27 79 740 206 424
-28 760 -28 88 780 216 469 -28 79 740 207 428
-29 756 -29 88 780 217 472 -29 80 740 208 431
-30 753 -30 89 780 218 475 -30 81 740 209 434
-31 749 -31 90 780 218 478 -31 82 740 210 437
-32 746 -32 90 780 219 481 -32 82 740 211 441
-33 743 -33 91 780 220 484 -33 83 740 212 444
-34 739 -34 92 780 221 486 -34 84 740 213 447
-35 736 -35 92 780 222 489 -35 85 740 214 450
-36 733 -36 93 780 223 492 -36 85 740 215 453
-37 729 -37 94 780 224 495 -37 86 740 216 457
-38 726 -38 94 780 225 497 -38 87 740 216 460
-39 723 -39 95 780 225 500 -39 88 740 217 463
-40 719 -40 95 780 226 503 -40 88 740 218 466

NOTE:
A tolerance of ±2 °C may be applied to IOAT indication when assessing FCF engine acceptability.

*Maximum ITT is 820 °C for used (after acceptance) engines.

**Maximum ITT is 780 °C for used (after acceptance) engines.

Figure P-1. Engine Acceptance Torque and ITT Limits (Sheet 2 of 2)

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AOA SYSTEM CHECK

LOADING AIRSPEED (KIAS)
(CG within 10.5 UNITS 4.4 UNITS 8.8 UNITS
CONFIGURATION normal limits) On-Speed Max Range Max Endurance
Gear / Flaps / SB Weight (lbs) ±2 kts ±10 kts ±8 kts
5500 108
5600 109
5700 110
5800 111
5900 112
6000 112
6100 113
10,000 FT
6200 114
DOWN / UP / IN
6300 115
6400 116
6500 117
6600 118
6700 119
6800 120
6900 121
5500 154 125
5600 155 125
5700 157 125
5800 158 125
5900 159 125
6000 161 125
6100 162 125
25,000 FT
6200 163 125
UP / UP / IN
6300 165 125
6400 166 125
6500 167 125
6600 169 125
6700 170 125
6800 171 125
6900 172 125
5500 101
5600 101
5700 102
5800 103
10,000 FT 5900 104
DOWN / TO / IN 6000 105
6100 106
6200 107
(Speed brake not 6300 108
available with flaps 6400 109
extended) 6500 110
6600 111
6700 111
6800 112
6900 113
Figure P-2. AOA System Check (Sheet 1 of 2)

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AOA SYSTEM CHECK (Continued)

LOADING AIRSPEED (KIAS)
(CG within 10.5 UNITS 4.4 UNITS 8.8 UNITS
CONFIGURATION normal limits) On-Speed Max Range Max Endurance
Gear / Flaps / SB Weight (lbs) ±2 kts ±10 kts ±8 kts
5500 95
5600 96
5700 97
5800 98
10,000 FT 5900 99
DOWN / LDG / IN 6000 100
6100 100
6200 101
(Speed brake not 6300 102
available with flaps 6400 103
extended) 6500 104
6600 105
6700 105
6800 106
6900 107

Figure P-2. AOA System Check (Sheet 2 of 2)

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INDICATED STALL SPEEDS - KNOTS

IDLE POWER
Weight (lbs) Flaps UP Flaps TO Flaps LDG
6900 90 85 80
6800 89 84 79
6700 88 83 79
6600 87 82 78
6500 86 81 77
6400 86 80 76
6300 85 79 76
6200 84 78 75
6100 83 77 74
6000 83 77 74
5900 82 76 73
5800 81 75 72
5700 81 74 72
5600 80 74 71
5500 79 73 71

Figure P-3. Stall Speeds

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117
TEST TECHNIQUE:
1. Record fuel weight to determine weight and c.g.
2. Set trim tab - full nose up
115 3. Establish 10,000 ft, level flight, at 115 KIAS
4. Reduce power to ~ ~ 16% (slight descent acceptable)
5. As aircraft slows, note airspeed at which F = 0, with no trim change
113
6. Enter chart with weight and c.g. to determine the maximum airspeed for FS = 0
7. An airspeed less than or equal to the computed speed is acceptable
111

109
VTrim (KIAS)

107

105

103

101
6900

99
6400
TEST CONDITIONS:
97 6100
1. Power Setting ~ ~ 16%
2. Alt - 10,000 ft
3. Trim Tab - Full Nose Up 5800
95
4. Gear - Down
5. Flaps - LDG 5500
93
19.5% 20.0% 20.5% 21.0% 21.5% 22.0% 22.5% 23.0% 23.5% 24.0% 24.5% 25.0% 25.5%

% MAC PN01D
110953AA.AI

Figure P-4. Low Speed Trim Check

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AILERON TRIM INDICATED

AILERON TRIM POSITIONS
(Reported by Pilots)

Report this position as

“Wings Level”.
Zero aileron trim being used.

Right Wing in middle tick-mark

Report this position as

“Right Wing Up 2 tick-marks”.

Right Wing Up 2 tick-marks

Report this position as

“Right Wing Down 2 tick-marks”.

Right Wing Down 2 tick-marks

Report this position as

“Right Wing Down 1 tick-mark”.

Right Wing Down 1 tick-mark

Report this position as

“Right Wing Up 1 tick-mark”.

Right Wing Up 1 tick-mark

Report this position as

“Right Wing Up 1.5 tick-marks”.

Right Wing Up 1.5 tick-marks

PT00D
141276AA.AI

Figure P-5. Aileron Trim Indication

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