Aircraft flight manual

JZ-Y8F200W-02
Y8F200W AIRCRAFT
AIRCRAFT FLIGHT MANUAL
China National Aero-Technology Import & Export Corporation
June 30, 2012

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LIST OF EFFECTIVE PAGES
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SUBJECT PAGE DATE SUBJECT PAGE DATE
Title Page T-1 Jun. 30, 2012
Record of Revisions ROR-1 Jun. 30, 2012
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Appendix A
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A2 Jun. 30, 2012
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Appendix B
B1 Jun. 30, 2012
B2 Jun. 30, 2012
B3 Jun. 30, 2012
B4 Jun. 30, 2012
B5 Jun. 30, 2012
B6 Jun. 30, 2012
Appendix C
C1 Jun. 30, 2012
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C3 Jun. 30, 2012
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Appendix D
D1 Jun. 30, 2012
D2 (Blank) Jun. 30, 2012
GLOSSARY
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JZ-Y8F200W-02
TOC
1
June 30, 2012
Table of Contents
SUBJECT PAGE
GENERAL.......................................................................................................................................1
Introduction.............................................................................................................................1
Aircraft technical data .............................................................................................................5
Aircraft three-view arrangement ...........................................................................................13
OPERATIONAL LIMITATION ..........................................................................................................1
General of flight limitation .......................................................................................................1
Flight limitation........................................................................................................................1
Speed limitations ....................................................................................................................2
Weight and C.G. limitations.....................................................................................................7
G-load limitation....................................................................................................................15
Limitations of power plant.....................................................................................................16
Operational limitation for air conditioning system .................................................................18
EMERGENCY PROCEDURES ......................................................................................................1
Engine failures........................................................................................................................1
High angle of attack flight .....................................................................................................16
Flying with door open and descending in emergency...........................................................21
Landing with the malfunctioned landing gear system ...........................................................22
Handling of tyre blown-up and brakes failure........................................................................25
Handling of heading system and the barometer failed in flight .............................................26
Landing with flaps up............................................................................................................27
Outside forced landing..........................................................................................................29

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SUBJECT PAGE
NORMAL PROCEDURES..............................................................................................................1
Preparations for flight ............................................................................................................1
Flight ....................................................................................................................................25
PERFORMANCE ...........................................................................................................................1
General ..................................................................................................................................1
Aircraft flight performance calculation and conversion curve .................................................1
Main performance of four engines..........................................................................................7
Main performance of three engines......................................................................................15
Takeoff and landing performance in non-standard condition ................................................17
Climb and descent at different weight and altitude...............................................................30
AIRCRAFT SYSTEM EQUIPMENT................................................................................................1
Power plant ............................................................................................................................1
Fuel System .........................................................................................................................21
Oil system ............................................................................................................................34
Hydraulic system..................................................................................................................38
Fire-extinguish and neutral gas system................................................................................56
Air-conditioning system ........................................................................................................61
Anti-icing heating system .....................................................................................................71
General ................................................................................................................................71
Oxygen system ....................................................................................................................79
Flight control system..............................................................................................................84
Communication System .....................................................................................................247
Radar system.....................................................................................................................282
Instrument system..............................................................................................................320
Starting power and onboard power equipment...................................................................369

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TOC
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SUBJECT PAGE
Signal, Illuminating apparatus.............................................................................................380
Sighting, airdlift, airdrop and parachuting equipment..........................................................385
Electric signal gun deviceXQ-1A ........................................................................................392
APPENDIX A ............................................................................................................................... A1
APPENDIX B COMMON KNOWLEDGE INTRODUCTION ...................................................... B1
APPENDIX C FEATURES OF VARIOUS CLOUDS AND THEIR CORRESPONDING
FLIGHT CONDITIONS........................................................................................C1
APPENDIX D AIRCRAFT ICE ACCRETION INTENSITY GRADE............................................D1

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TOC
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JZ-Y8F200W-02
SECTION I
GENERAL
1-1
June 30, 2012
GENERAL
INTRODUCTION
Y8F200W is the multifunctional medium transport aircraft of mid range. It mainly serves the
army as air transportation of cargo, arming equipment, armed soldiers, the wounded,
parachuting soldiers and release of small and large-sized cargo and equipment. For the
customization purpose, some adaptation, replacement and adjustment are conducted to the
aircraft like replacement of partial avionics equipment and high-failure rate equipment,
instrument panel distribution adjustment, cargo transportation system interchangeability and
loading effective improvement, floor modification modification in cargo compartment, airframe
surface repaint, addition of engine fuel auto shutoff function and ground auto-cleaning function,
addition of interface between cockpit and air-conditioner ground vehicle, and adaptation of
aircraft structure, ECS, oxygen system, living facilities, power distribution system and
illumination system, etc.
The crew members include pilot (Captain), copilot, navigator, communicator and mechanic.
The aircraft is of metal semimonocoque construction with cantilever high-wing, single
vertical tail and turnup at the fuselage aft. The fuselage section from frames 0~59 are of airtight
cabin, of which, frames 0~8 are the cockpit and frames 9~43 are airtight cargo compartment.
For loading convenience, the floor of cargo cabin has slope at its rear section. The fuselage aft
turnup angle is 18o
43’, and two cargo cabin doors which are openable in the air are located at
the large opening of frames 43~59, and frames 65~68 at the fuselage aft is the non-airtight
equipment cabin.
The tapered wing is of non-geometrical twist along wing span direction and is separated as
center wing, outboard-inboard and outboard wing by two separation surfaces. Four WJ-6
engines are suspended at spar I of outboard-inboard wing, and the double-seam extension flaps
are suspended behind spar II. The two differencial ailerons cooperating with interference board
are suspended behind the spar II of outboard wing.

JZ-Y8F200W-02
SECTION I
GENERAL
1-2
June 30, 2012
The tricycle landing gears are of retractable/extensible type, and the four-wheel bogie main
landing gear at both sides of the fuselage is retractable inward to the belly. The doble-wheel
nose landing gear which is retractable backward is at frame 9. The aircraft has 10 wheels, all of
which are equipped with low-pressure tyres, enabling the aircraft to takeoff and land on strip,
grassland, gravel and sand runway. The nose wheel is equipped with nose wheel steering
turning mechanism linked with the rudder control mechanism, and the main wheel is equipped
with hydraulic brake device.
The hydraulic system is composed of two independent sub-systems at left and right side
and standby hand pump and electrical pump system. The two sub-systems at both sides which
are independent to each other are equipped with hydraulic reservoir, hydraulic pump and
hydraulic accessories and two sub-systems can work independently for power plant operation or
cooperatively as standby control mechanism. The two sub-systems are controlled by the
communication valve. Pressurization of hydraulic tank is realized through the pressurized air
from engine compressor, so that normal oil supply is guaranteed regardless of the flight status
and altitude. Total volume of hydraulic system is 28.595gal (130L), with its operating pressure
being 1705~2203psi (11.76~15.19 MPa) (120~155 kgf/cm2
). The hand pump and electrical
pump system aims to control operation of each part on ground and serves as standby system in
the air in emergency.
Flight control system of the aircraft consists of primary control system and auxiliary control
system. The primary control system is of rigid pull rod control, and is equipped with the hydraulic
control surface of KJ-6C autopilot, the control surface receives the control signal from autopilot.
The aircraft can be controlled individually or cooperatively by pilot (Captain) and copilot through
the primary control system.
The airborne oxygen system and two sets of high-altitude facility can gurantee normal living
and working conditions for the crew members. The high-altitude facility fulfills airtight cockpit
pressurization, heating and cooling requirement of the aircraft, while the air is supplied from
stage X compressor of the engine. The low-altitude ventilation system on the aircraft serves to
ventilate the cabin during low-altitude flight. Pressure difference inside and outside the cabin is
not more than 6.67psi (0.046 MPa) (0.469 kgf/cm2
). The air-conditioner interface system inside
the cockpit can connect with the air-conditioner vehicle on ground in short time to supply the
conditioned air to the aircraft. The oxygen is supplied in form of gas and the max. storage is
21.996gal (100 L).

JZ-Y8F200W-02
SECTION I
GENERAL
1-3
June 30, 2012
The aircraft is equipped with anti-icing device. Deicing of engine inlet duct at its leading
edge, engine compressor inlet guide vanes assembly is realized through the hot air, while that of
propeller blade, propeller cap and windshield glass is of electrical-driven.
The WJ-6 turbine propeller engine, with its power of 3126kW (4250 equivalent horsepower)
per set is installed on the wing through engine case and engine nacelle support frame. The
engine is started by direct current and designed with auto/manual fuel shut-off, overheat
protection and ground cleaning functions, and is controlled by the steel cable. The engine
propeller is known as J17-G13 four-blade metal propeller and is equipped with auto feathering
pitch control device.
There are 26 rubber fuel tanks inside the left and right wings, and the outboard wing is
equipped with the integrated fuel tank. The fuselage tank is inside the anti-stress fuel tank cabin
under floor of fuselage frames 33~41. Fuel consumption of the fuel system is contolled
automatically or manually as per certain sequence, and the fuel can be added by means of
auto-pressure refuelling or manually from the filler.
The fireproof equipment and effective fire extinguisher can detect and put out the fire timely.
The neutral gas to fuel tank from the neutral-gas system forms the anti-explosive media above
the fuel surface, enhancing safety of the fuel system. Moreover, during emergency landing
process, the neutral gas inside the fuel tank can increase the fuel pressure on its surface, thus
improving the reliability of the fuel supply system.
Aircraft is equipped with 28VDC, single- phase 400Hz 115VAC and three-phase 400Hz
36VAC. Direct current power supply includes QF12-1 starter generator (8 sets) supplying
28VDC with rated output power of 12kW for each, QF-24 starter generator (1 set) supplying
28VDC with rated output power of 18kW and 20GNC28B battery (4 sets) supplying 24VDC.
Alternatiing current (AC) power supply includes JF-12 AC generator (4 sets) and three-phase
alternating current includes 2 sets of SL-1000E three-phase inverter. In addition, the aircraft is
also equipped with a DIAJ-0603 static inverter, its input voltage is 28VDC and output voltage is
110VAC/60Hz with rated output power of 3 kVA.

JZ-Y8F200W-02
SECTION I
GENERAL
1-4
June 30, 2012
The airborne navigation system mainly includes HG-593Y8 laser strapdown inertial/satellite
combination navigation system, 2101 I/O GPS navigation system, HZX-1M altitude heading
reference system(AHRS), XAS-3M air data system and WL-11 ADF, JD-3A TACAN, KRA405B
radio altimeter, VOR-432 VOR/ILS, KDM 706A DME distance measuring equipment and MK VIII
enhanced ground proximity warning system. The navigation system integrated by these devices
is cross-linked with KJ-6C autopilot to control the flight automatically.
The communication system consists of TKR-200A2 HF radio, the TKR123E-III VHF radio,
and JT-Y8F200W intercom with AIRMAN 750 headset. In addition, the aircraft is equipped with
JYL-6AT meteorological radar, TCAS-94 airtraffic alarming and anti-collision system, and
JZ/YD-126E IFF transponder.
The airborne instrument mainly includes BK-43 airspeed indicator, BG-1A barometric
altimeter, BC-10 elevation speedometer, BUC-26D capacitance-type fuel gauge, FJ-30D6 flight
data recorder and XFJ-12B cockpit audio frequency recorder, etc.
The aircraft can be equipped with airdrop side guide rail, cargo transportation guide rail,
stop lock, rollway, mooring ring, seat and stretcher etc. to fulfill multi-purpose requirement. Air
transportation equipment on the aircraft mainly include electric winch, beam crane, cargo
transportation side guide rail, stop lock, cargo transportation rollway, mooring ring, capative
cable, tie-down net and stop force component pad, etc. Airborne extraction equipment mainly
consists of airdrop side guide rail, airdrop rollway, extraction parachute releasing device,
extraction sighting equipment, electrical parachute rope recovery mechanism, airdrop and
airborne signal device and airdrop electrical control device, etc. The aircraft can also be
equipped with 86 seats for armed soldier or airborne parachute soldiers; it can also be equipped
with 72 sets of rescue stretchers for rescuing the seriously injured personnel during the air
transportation process.

JZ-Y8F200W-02
SECTION I
GENERAL
1-5
June 30, 2012
AIRCRAFT TECHNICAL DATA
Principal geometrical data
General data
(a) Overall length 111.62ft (34.022m)
(b) Overall height
LG free 36.61 ft (11.160m)
LG compressed 35.20 ft (10.730m)
(c) Min. suspension height of belly to ground upon landing gear compression
2.04 ft (0.622m)
(d) Suspension height of cargo cabin floor at frame 43 4.47 ft (1.361m)
(e) AOA of parking aircraft 5o
15’
(f) Max. width of fuselage (with laning gear bay) 14.88 ft (4.536m)
(g) Max. height of fuselage 14.44 ft (4.40m)
(h) Column diameter of fuselage (frames 17-33) 13.45 ft (4.10m)
(i) Interior dimensions of fuselage cargo cabin
Volume 4859.30ft3
(137.60m3
)
Length 48.23 ft (14.7m)
Width (along floor surface)
Frames 9~13 9.84 ft ~11.48 ft (3.000m~3.500m)
Frames 13~25 and frame 30~43 11.48 ft (3.500m)
Frames 25~30 9.84 ft (3.000m)
(j) Height of cargo cabin
Frames 9~14 7.38 ft ~8.2 ft (2.25m~2.50m)
Frames 14~25 8.2 ft (2.50m)
Frames 25~30 7.87 ft (2.40m)
Frames 30~31 7.87 ft ~8.53 ft (2.4m~2.6m)
Frames 31~43 8.53 ft (2.60m)

JZ-Y8F200W-02
SECTION I
GENERAL
1-6
June 30, 2012
(k) Boarding gate dimension
Height × width 4.77 ft × 2.62 ft (1.455m × 0.8m)
Wings
(a) Wing span (along chord plane) 124.67 ft (38m)
(b) Area (including area covered by fuselage) 1311.689 ft2
(121.86m2
)
(c) Mean aerodynamic chord 11.322 ft (3.451m)
(d) Aspect ratio 11.85
(e) Wing sweep angle at 25% chord 6o
50’34’’
(f) Wing dihedral angle
Center wing 0o
Outboard-inboard wing (relative to center wing) 1o
Outboard wing (relative to inboard wing) -3o
(g) Wing incidence 4o
(h) Length of single aileron 18.98 ft (5.784m)
(i) Aileron area 84.389 ft2
(7.840m2
)
(j) Maximum deflection angle of aileron
Upwards (25±1)o
Downwards (15+2
-1 )o
(k) Aileron trim tab area 9.042 ft2
(0.84m2
)
(l) Max. deflection angle
Upwards (6±1)o
Downwards (6±1)o
(m) Max. turning angle when the aileron turns to Max. limit position 135o
(n) Flap area 289.657 ft2
(26.910m2
)
(o) Length of single flap 35.958 ft (10.960m)

JZ-Y8F200W-02
SECTION I
GENERAL
1-7
June 30, 2012
(p) Flap deflection angle
Takeoff 15o
~(25±1)o
Landing (35±1)o
(q) Flap Double-slot zap type
(r) Length of spoiler (at half wing) 3.609 ft (1.100m)
(s) Height of spoiler at full extension (aileron upwards to 25o
) is 5.51 in±0.20in (140±5mm)
(spoiler tends to protrude when aileron deflects to 3o
)
Tail
(a) Area of horizontal tail 291.164 ft2
(27.050m2
)
(b) Stabilizer area of horizontal tail 214.729 ft2
(19.949m2
)
(c) Span of horizontal tail 40.013 ft (12.196m)
(d) Mean aerodynamic chord of horizontal tail 7.851 ft (2.393m)
(e) Dihedral angle of horizontal tail 0o
(f) Incidence angle of horizontal tail (relative to wing chord) -4o
(g) Elevator area 76.434 ft2
(7.101m2
)
(h) Max. deflection angle of rudder
Upwards 28o
±1o
Downwards 15o
±1o
(i) Elevator trim tab area 8.374 ft2
(0.778m2
)
(j) Max. deflection angle of rudder trim tab (upon steel cable control) at up and down
position 12o
±1o
(k) Area of vertical fin (from upper fuselage, excluding dorsal fin) 21.503m2
(l) Stabilizer area of vertical fin 161.093ft2
(14.966m2
)
(m) Vertical tail span 19.13 (5.83m)
(n) Mean aerodynamic chord of vertical tail 13.28 (4.048m)
(o) Rudder area 70.364ft2
(6.537m2
)
(p) Max. deflection angle of rudder Leftward and rightward 25o
±1o
(q) Rudder trim tab area 4.123ft2
(0.383m2
)
(r) Rudder spring force servo tab area 4.726 ft2
(0.439m2
)

JZ-Y8F200W-02
SECTION I
GENERAL
1-8
June 30, 2012
(s) Max. deflection angle of rudder trim tab Leftward and rightward 18.5o
±1o
(t) Max. deflection angle of rudder spring force servo tab
Leftward and rightward 13.5o
±1o
Landing gear
(a) Wheel track along the main wheel contour 17.756 ft (5.412m)
Along the main wheel buffer strut 16.142 ft (4.920m)
Wheel base 31.42 ft (9.576m)
(b) Min. turning radius on ground 45.11 ft (13.75m)
(c) Max. turning angle of nose wheel
Manual control angle Leftward and rightward 35o
Rudder control angle Leftward and rightward 8o
±2o
(d) Favorable taxiing speed of the aircraft when turning with nose wheel handle
2.70kn~3.24kn (5~6km/h)
(e) Main wheel dimension 41.339 in×11.811 in (1050mm×300mm)
(f) Nose wheel dimension 35.433 in×11.811 in (900mm×300mm)
(g) Air pressure of tyre
Within the range of normal takeoff:
Main wheel (85.57+7.25
0 )psi ((0.59+0.05
0 ) MPa)
Nose wheel (71.07+2.90
-1.45 )psi ((0.49+0.02
-0.01 )MPa)
At max. takeoff weight (61t)
Main wheel (100.08+7.25
0 )psi ((0.69+0.05
0 )MPa)
Nose wheel 73.97psi (0.51MPa)
(h) Braking clearance 0.059in~0.138in (1.5mm~3.5mm)
(i) Exposive buffer strut (upon parking and compression)
Within the range of normal takeoff:
Nose buffer strut 3.937in~9.449in (100~240mm)
Main buffer strut 1.693in~4.528in (43~115mm)
At max. takeoff weight (61t)
Nose buffer strut 1.693in~4.528in (70~200mm)

JZ-Y8F200W-02
SECTION I
GENERAL
1-9
June 30, 2012
(j) Parking compression of aircraft tyre
Parking compression of aircraft tyre for main landing gear wheel
2.953in~3.543in (75~90mm)
Parking compression of aircraft tyre for nose landing gear wheel
1.378in~1.987in (35~50mm)
Power plant and trubo power starter generator
WJ-6 Engine data
(a) Dimension
Length
122 in±0.079 in (3099mm±2mm)
(with bullet 140 in±0.197 in (3558mm±5mm))
Width 35.118in±0.039 in (892mm±1mm)
Height 46 in±0.0118 in (1174mm±1mm)
(b) Net weight (with accessories) 1200kg+2%
(c) Engine rotating speed
Operating speed (12300+90
)r/min(95.5%~96.2%)
Idle on ground (10400+200
-50 )r/min(80.5%~82.5%)
Cold running speed (30s) 17%~22%
(d) Engine acceleration
From idling on ground to takeoff Not exceed 20s
From idling in the air to takeoff Not exceed 10s
(e) Engine deceleration 8s~10s
(f) Relative incidence angle between engine and wing -4o
(g) Shut off speed of air compressor air-bleed valve
5th
stage (11340+130
) r/min (88%~89%)
8th
stage (9340+200
) r/min (72.5%~74%)
(h) Pressure ratio of air compressor (Maximum continuous power condition H= 26247ft
(8000m), V= 574.15ft/s (175m/s) 9.2
(i) Airflow ((Maximum continuous power condition H=0, V=0) 20.5kg/s

JZ-Y8F200W-02
SECTION I
GENERAL
1-10
June 30, 2012
(j) Engine data in different operating conditions is shown in Table 1-1.
Table 1-1 Engine data in different operating conditions (H=0, V=0, PH=101.3kPa, tH=15o
C)
Service condition
Throttle
angle
Equivalent
power rate (kW)
Axis power rate
(kW)
Fuel
consumption
(kg/h)
Takeoff 98o
~105o
3126 2868 1030
Max. continuous power
condition
84±2o
2567 2331 927
0.85 Max. continuous
power condition
72±2o
2184 1971 842
0.7 Max. continuous
power condition
60±2o
1846 1589 757
0.6 Max. continuous
power condition
52±2o
1525 1341 701
0.4 Max. continuous
power condition
35±2o
961 805 578
0.2 Max. continuous
power condition
20±2o
Idling on ground 0o
Propeller data
(a) Model J17-G13
(b) Number of blade 4
(c) Diameter of blade 14.76ft (4.5m)
(d) Rotating direction (Along the flight direction) Anti-clockwise
(e) Blade incidence(R=5.25ft (1.6m) at the section)
Min. blade angle (starting angle) 0o
Mid-range limiting angle 12o
Feathering angle 83o
30’
Ground hydraulic feathering angle 40o
~46o
(f) Blade angle variation 0o
~83o
30’
(g) Propeller operating speed 1075r/min

JZ-Y8F200W-02
SECTION I
GENERAL
1-11
June 30, 2012
(h) Full feathering position time
Engine operative Not exceed 10s
Engine shutdown Not exceed 20s
(i) Unfeather time
In the air Not exceed 10s
On ground Not exceed 25s
(j) Rotating inertia 2.382kg•m•s2
(k) Net weight (without hub fairing component and current collector) 408kg+2%
(l) Area of propeller airflow passing the wing 53%
(m) Clearance between propeller and the fuselage 2.17ft (0.66m)
(n) Suspension height of blade tip to ground
Inboard engine 6.34ft (1.932m)
Outboard engine 6.51ft (1.985m)
(o) Propeller pulling arm on horizontal surface
Inboard engine 15.59ft (4.715m)
Outboard engine 31.28ft (9.533m)
Caution
Upon feathering ground test, oil temperature is required to be above 25o
C.

JZ-Y8F200W-02
SECTION I
GENERAL
1-12
June 30, 2012
Turbo starter generator
(a) Power rate (at the terminal of QF-24 power generator) 56kW~60kW
(b) Output axis power rate 70kW~73.5kW
(c) Net weight 170kg
(Not exceed 190+5
kg for trubo starter generator with turbo protection device).
(d) Operational altitude 0ft~13780ft (0m~4200m)
(e) Contour dimension
Length (to the end of short exhaust pipe) 62.20in±0.31in (1580mm±8mm)
Height Not exceed 26.38in (670mm)
Width 22.64in (575mm)
(f) Total operating hour of turbo starter generator should not exceed 172h (total engine start
hour is 72h, total hour of power supply to airborne network is 100h, and total start
frequency per engine is 2000 times).

JZ-Y8F200W-02
SECTION I
GENERAL
1-13/(14 Blank)
June 30, 2012
AIRCRAFT THREE-VIEW ARRANGEMENT
For details, see Figure 1-1.
14.83
4520
12.6
(3840)
111.62
(34022)
31.42
(9576)
26.61~35.3
(11160~10760)
124.67
(38000)
16.14
(4920)
40
(12196)
Figure 1-1 Three-view arrangement of the aircraft

JZ-Y8F200W-02
SECTION I
GENERAL
1-14
June 30, 2012

JZ-Y8F200W-02
SECTION II
OPERATIONAL LIMITATION
2-1
June 30, 2012
GENERAL OF FLIGHT LIMITATION
Minimum crewmembers:
Minimum crewmembers: five persons, i.e., pilot (captain), co-pilot, navigator, communicator
and flight engineer.
Service range:
(a) Day and night flight
(b) Instrument landing
(c) Icing condition of mid-level or below
FLIGHT LIMITATION
(a) Maximum banks are not more than 30o
, and under complicated weather conditions not
more than 15o
during banking and turning.
(b) Maximum angle of attack of wing is 12o
30’ during take-off and landing.
(c) The allowable 90o
crosswind speed during normal take-off and landing is not more than
39.37ft/s (12m/s), and the experienced pilot is allowed to take off and land 90o
crosswind
within the speed of 49.21 ft/s (15m/s).
(d) Go-around altitude of the aircraft is usually not less than 164ft (50m). Under special
circumstances go-around at any altitude is allowed, as long as the four engines are all in
operation and their throttle levers are all over 16o
.
(e) The door is not allowed to open upon aircraft takoff; in case that the door can not be
closed due to its control system failure, normal landing is permitted with AOA of the wing
≯9o
(fuselage AOA≯5o
)
(f) Pressure difference inside and outside of pressurized cabin is not more than 6.67psi
(0.046MPa).

JZ-Y8F200W-02
SECTION II
2-2
June 30, 2012
SPEED LIMITATIONS
(a) Speed limitation (Vmax) for level-flight with different air-borne weight and altitude is in
Table 2-1.
Table 2-1a Speed limitation for level flight
Air-borne weight (t) Altitude (ft) IAS (kn)
<55
<18045 Vmax≯281
>18045 M≯0.6
≥55
<23950 Vmax≯248
>23950 M≯0.6
Table 2-1b Level speed limitation
Air-borne weight (t) Altitude (m) Equivalent speed (km/h)
<55
<5500 Vmax≯520
>5500 M≯0.6
≥55
<7300 Vjx≯460
>7300 M≯0.6
(b) Speed limitation (Vjx) for gliding with different airborne weight and altitude and
short-period flight is in Table 2-2.
Table 2-2a Gliding speed limitation
Airborne weight (t) Altitude (ft) IAS (km/h)
<55 <17388 Vjx≯329
>17388 M≯0.7
≥55
<21325 Vjx≯302
>21325 M≯0.7
Table 2-2b Gliding speed limitation
Airborne weight (t) Altitude (m) IAS (km/h)
<55
<5300 Vjx≯610
>5300 M≯0.7
≥55
<6500 Vjx≯560
>6500 M≯0.7

JZ-Y8F200W-02
SECTION II
2-3
June 30, 2012
(c) Speed limitation polar curve as per Table 2-1 and Table 2-2 is shown in Figure 2-1.
H(ft)
V
b
（kn）
Longperiodflight
Shortperiodflightandgliding
V
max
V
jx
M=0.6
M=0.7H=23950ft
H=18045ft
H=21325ft
H=17388ft
227 238 248 252 270 281 292 302 313 324 335 346 356 367
26247
22966
19685
16404
13123
9843
6562
3281
0
Figure 2-1a Speed limitation polar curve
420 440 460 480 500 520 540 560 580 600 620 640 660 680
0
1000
2000
3000
4000
5000
6000
7000
8000
H(m)
Vb（km/h）
Longperiodfight
Shortperiodflightandgliding
Vmax Vjx
M=0.6 M=0.7H=7300
H=5500
H=6500
H=5300
Figure 2-1b Speed limitation polar curve

JZ-Y8F200W-02
SECTION II
2-4
June 30, 2012
(d) Speed and Mach number limit for emergency landing is the same with that in Table. Load
limit and descending rate for emergency landing recovery should not exceed 1.5g and
131ft/s (40m/s) respectively.
(e) IAS should be no more than 189 kn (350km/h) when the cargo cabin is at open position.
(f) IAS of airdrop and airborne is 173kn~189kn (320km/h~350km/h) and 157kn~189kn
(290km/h~320km/h) respectively.
(g) Upon landing gear retraction/extension, readout of flight speed Vmeter should not exceed
189 kn (350km/h).
(h) Flap extension IAS:
(i) When flap is down by 25o
, IAS should not exceed 184kn (340km/h), and when it is down
by 35o
, the readout should be no more than 162kn (300km/h).
(j) When the aircraft is taxiing on ground at the speed of 2.7kn~32.4kn (5km/h~60km/h), or
81kn (150km/h) under special condition, operation of nose wheel steering handle is
allowed. However, gentle operation is required for the latter situation.
(k) In vertical blast region, lower flight speed timely in case of G-load caused by the gust.
1) In case of the strongest blast (equivalent wind speed: 65.6ft/s (20m/s)), lower the
flight speed as Vzj (See Table 2-3).
Table 2-3a Lowering speed under gust
Altitude (ft) 0 6562 13123 19685
Vzj (kn) 180 182 186 192
Table 2-3b Lowering speed under gust
Altitude (m) 0 2000 4000 6000
Vzj (km/h) 333 337 344 355
2) Under equivalent wind speed of 49.2 ft/s (15m/s), flight speed should not exceed
that of max. level flight (Vmax). See Table 2-1.
3) Under equivalent wind speed of 26.2 ft/s (8m/s), flight speed should not exceed that
of dive limit (Vjx). See Table 2-2.
Note
In case of gust, flight speed should be within the tolerance of Max. gust speed
as per designation.

JZ-Y8F200W-02
SECTION II
2-5
June 30, 2012
(l) Max. maneuver speed of level flight with different airborne weight, altitude, flap & landing
gear up is in Table 2-4.
Table 2-4a Maneuver speed (IAS)
Altitude(m)
Airborne weight (t)
<19685 ≥19685
≤54 151 162
>54 173 184
Table 2-4b Maneuver speed (IAS)
Altitude(m)
Airborne weight (t)
<6000 ≥6000
≤54 280 300
>54 320 340
(m) Upon landing light down, flight speed should not eceed 162 kn (300km/h).
(n) Min. allowable speed and falling spiral speed is in Table 2-5.
Table 2-5b Min. allowable speed and falling spiral speed
Altitude
(ft)
Landing
gear
status
Flap
angle
Airborne
weight
(t)
Min.
allowable
speed (kn)
Falling
spiral
speed (kn)
Remark
15748~18045
UP 0o
48.7 140 121 1. Throttle
angle 20o
2. IAS speed
DOWN 25o
48.4 115 103
DOWN 35o
48.2 109 97
Table 2-5b Min. allowable speed and falling spiral speed
Altitude
(m)
Landing
gear
status
Flap
angle
Airborne
weight
(t)
Min.
allowable
speed
(km/h)
Falling
spiral speed
(km/h)
Remark
4800~5500
UP 0o
48.7 260 225 1. Throttle
angle 20o
2. IAS speed
DOWN 25o
48.4 213 190
DOWN 35o
48.2 202 179
(o) Figure 2-2 shows the flight envelope when all engines are operated with the airborne
weight of 49t.

JZ-Y8F200W-02
SECTION II
2-6
June 30, 2012
H(ft)
3281
24606
16404
8202
108 216 324 432 V(kn)
Vmin
Vks
Vmax(Max.continuouspowercondition)
Vmax(Max.)
Max.speedpressurelimitfor
levelflightq=12740Pa
Max.glidingspeed
pressureq=17640Pa
0.7Max.continuous
powercondition
Figure 2-2a Flight envelope of four operated engines
H(m)
10000
7500
5000
2500
200 400 600 800 V(km/h)
Vmin
Vks
Vmax(Max.continuouspowercondition)
Vmax(Max.)
Max.speedpressurelimitfor
levelflightq=12740Pa
Max.glidingspeed
pressureq=17640Pa
0.7Max.continuous
powercondition
Figure 2-2b Flight envelope of four operated engines

JZ-Y8F200W-02
SECTION II
2-7
June 30, 2012
WEIGHT AND C.G. LIMITATIONS
Basic data
Maximum take-off weight 61t
Normal takeoff weight 56t
Normal landing weight 52t
Theriotical empty weight 35.20t
(See MRB for empty weight per aircraft)
(Specific weight of fuel 0.775kg/L) Max. fuel quantity of wing tank 15.020t
Max. fuel quantity of fuselage tank (Specific weight of fuel 0.775kg/L) 2.200t
Dead fuel 395kg
Fixed weight 778kg
Theoretical C.G of empty aircraft 25.01%CA
(See MRB for C.G per empty aircraft)
Normal range of C.G 22%CA~28%CA
Optimum range of C.G 25%CA~28%CA
Weight and C.G. limitations
Weight limitations
Maximum take-off weight 61t
Maximum taxiing weight 61.5t
Maximum landing weight 58t
Allowable C.G
With aircraft weight equal to or less than 56000kg 16%CA~32%CA
With aircraft weight greater than 56000kg 18%CA~32%CA

JZ-Y8F200W-02
SECTION II
2-8
June 30, 2012
Fuel quantity limitation for typical airdrop and air transportatoin
Upon airdrop of cargo for 12 sets of 1m loading platforms, total fuel quantity of the aircraft
should be not less than 4000kg (with dead fuel of 395kg).
Upon airdrop of cargo for 6m loading platform (weight: 7400kg) and 4m loading platform
(weight: 5800kg), total fuel quantity of the aircraft should be not less than 4000kg (with dead fuel
of 395kg).
Total fuel quantity should be not less than 2600kg (with dead fuel of 395kg) when the aircraft
is fulfilled with the wounded.
Fuel consumption influence towards C.G
Variation of C.G as per fuel consumption in different conditions is shown from Figure 2-3 to
Figure 2-11.
60000 55000 50000 45000 40000 35000
10
15
20
25
30
35
RelativeC.Goftheaircraft(%CA
)
C.G backward limit
C.G forward limit
Weight of the aircraft (kg)
Note
Aircraft takeoff weight is 53459kg, and fuel quantity is 17220kg.
Figure 2-3 Variation of C.G as per fuel consumption in empty ferry flight

JZ-Y8F200W-02
SECTION II
2-9
June 30, 2012
) C.G backward limit
C.G forward limit
60000 55000 50000 45000 40000 35000
10
15
20
25
30
35
Note
a) Aircraft takeoff weight is 61000kg, fuel quantity is 14210kg, and bulk cargo
weight is 10000kg.
Figure 2-4 Typical variation of C.G. for typical transportation of containerized cargo
)
C.G backward limit
C.G forward limit
60000 55000 50000 45000 40000 35000
10
15
20
25
30
35
Note
Aircraft takeoff weight is 61000kg, fuel quantity is 15211kg, and 3 pieces of
pallet (96’’×125), total weight is 9000kg.
Figure 2-5 Variation of C.G as per fuel consumption for typical transportation of containerized
cargo

JZ-Y8F200W-02
SECTION II
2-10
June 30, 2012
)
C.G backward limit
C.G forward limit
60000 55000 50000 45000 40000
10
15
20
25
30
35
Note
Aircraft takeoff weight is 61000kg, fuel weight is 14178kg, and total weight of
86 armed soldiers is 10320kg.
Figure 2-6 Variation of C.G as per fuel consumption for armed soldier transportation
RelativeC.Goftheaircraft(%CA)
C.G backward limit
C.G forward limit
60000 55000 50000 45000 40000
10
15
20
25
30
35
Note
Aircraft takeoff weight is 60961kg, fuel weight is 17220kg, and total weight of
60 paratroopers is 9000kg.
Figure 2-7 Variation of C.G as per fuel consumption for airborne paratrooper transportation

JZ-Y8F200W-02
SECTION II
2-11
June 30, 2012
RelativeC.Goftheaircraft(%CA) C.G backward limit
C.G forward limit
60000 55000 50000 45000 40000
10
15
20
25
30
35
Note
a) Aircraft takeoff weight is 60903kg, fuel quantity is 17220kg, 3 medical care
personnel, 72 seriously wounded persons and 17 walking injuries and
total weight is 6675kg.
b) Residual fuel in the tank should be not less than 2600kg during flight.
Figure 2-8 Variation of C.G as per fuel consumption for the wounded transportation

JZ-Y8F200W-02
SECTION II
2-12
June 30, 2012
60000 55000 50000 45000 40000 35000
15
20
25
30
C
B
C
A
B
A’
’
’
)
C.G forward limit
C.G backward limit
Note
a) Curve AA indicates variation of C.G as per fuel consumption with the
weight of empty aircraft + fixed weight + basic configurated application
item + configurated application item of airdrop loading platform + 12 sets
of 1m loading platform(loading status) + full fuel of fuselage tank and wing
tank (variation is 20.7 %CA~28.2 %CA).
b) Curve BB indicates variation of C.G as per fuel consumption with the
of 1m loading platform(unloading status) + full fuel of fuselage tank and
wing tank (variation is 21.0 %CA~29.3%CA).
c) Curve CC indicates variation of C.G as per fuel consumption with the
of 1m loading platform(loading platform I-VI in unloading status and VII-XII
in loading status) + full fuel of fuselage tank and wing tank. Upon airdrop,
residual fuel in the tank should not be less than 4000kg.
Figure 2-9 Variation of C.G as per fuel consumption for 12 sets of 1m loading platform in
airdrop status

JZ-Y8F200W-02
SECTION II
2-13
June 30, 2012
60000 55000 50000 45000 40000 35000
15
20
25
30
c
C B
A
B
A
)
C.G forward limit
C.G backward limit
’
’
’
Note
a) Curve AA’ indicates variation of C.G as per fuel consumption with total
weight of 61000kg (i.e. empty aircraft + fixed weight + basic configurated
application item + configurated application item of airdrop loading platform
+ 4500kg loading platform + 4500kg loading platform + 14742kg of fuel) in
takeoff status (variation is 29.3 %CA~ 31.0%CA).
b) Curve BB’ indicates variation of C.G as per fuel consumption with total
+ 4500kg loading platform (No.1) +4500kg loading platform (No.2) +
14742kg of fuel in takeoff status (variation is 21.0 %CA~24.7 %CA) when
both loading platforms (No.1 and No.2) are in unloading condition.
c) Curve CC’ indicates variation of C.G as per fuel consumption with total
+ 4500kg loading platform(No.1) + 4500kg loading platform(No.2) +
14742kg of fuel) in takeoff status (variation is 29.3 %CA~ 31.0%CA) when
loading platform(No.1) is unloaded and loading platform (No.2) is in
loading condition (variation is 16.9 %CA~21.1%CA).
airdrop status

JZ-Y8F200W-02
SECTION II
2-14
June 30, 2012
60000 55000 50000 45000 40000 35000
15
20
25
30
c
C
B
A
B
A
C.G forward limit
C.G backward limit
)
’
’
’
Note
a) Curve AA indicates variation of C.G as per fuel consumption with total
+ 7400kg loading platform +5800kg loading platform + 10542kg of fuel) in
takeoff status (variation is 29.5 %CA~ 30.2 %CA).
b) Curve BB indicates variation of C.G as per fuel consumption with total
+ 7400kg loading platform(No.1) + 5800kg loading platform(No.2) +
10542kg of fuel) in takeoff status (variation is 21.0 %CA~23.2 %CA) when
both loading platforms(No.1 and No.2) are in unloading condition.
c) Curve CC indicates variation of C.G as per fuel consumption with total
+ 7400kg loading platform(No.1) +5800kg loading platform(No.2) +
10542kg of fuel) in takeoff status when loading platform(No.1)is unloaded
and loading platform(No.2)is in loading condition. Upon airdrop, residual
fuel in the tank should not be less than 4000kg.
airdrop status

JZ-Y8F200W-02
SECTION II
2-15
June 30, 2012
G-LOAD LIMITATION
(a) Upon takeoff, G-load at C.G should not exceed 2g.
(b) Upon landing, G-load at C.G should not exceed 2.5g.
(c) See Table 2-6 for static-strength-based G-load limitation in flight.
Table 2-6 Flight G-load
Aircraft
weight (t)
Min. fuel
quantity of wing
(t)
Max. limit load
(g)
Min. limit load (g)
V≤VjX V≤Vmax Vmax<V<VjX
38 2 2.96 -1 0
53 7 2.5 -1 0
61 10 2.17 0 0
61 5 2.0 0 0
(d) Load limitation
Cargo load should not exceed the following limits marked on the plate:
Concentrated cargo 16t
Bulk cargo 20t

JZ-Y8F200W-02
SECTION II
2-16
June 30, 2012
LIMITATIONS OF POWER PLANT
(a) Engine continuous operation duration
Take-off power condition 15min
Ground idling power condition 30min
(b) Percent of engine operating time in its total life:
Takeoff power condition 2.5%
Maximum continuous power condition 32%
See Table 2-7 for the maximum allowable turbine outlet gas temperature.
Table 2-7 Maximum allowable turbine outlet gas temperature
Engine service condition
Engine operating
status
Allowable turbine exhaust
temperature (o
C)
On ground Takeoff
to≤15o
C, 510
to>15o
C, 560
Inflight
Below 26247ft
(8000m)
Takeoff 510
Max. continuous
power
475
Cruising power 450
Above 26247ft
(8000m)
Takeoff 540
Max. continuous
power
495
Cruising power 470
Note
The turbine outlet gas temperature in the Table is specified per standard
atmosphere condition. When the difference between ambient temperature
and the standard air temperature is ±1o
C, the gas temperature varies ±1o
C
accordingly.

JZ-Y8F200W-02
SECTION II
2-17
June 30, 2012
(c) Engine operational limitations
1) The maximum allowable turbine outlet gas temperature is 750oC upon engine start.
2) The maximum allowable speed for engine acceleration is 13260rpm.
The maximum engine vibration overload factor K:
Not exceed 2.5g for ex-factory period
Not exceed 3.5g during operation.
3) See Table 2-8 for allowable bleed rate of compressor under all conditions.
Table 2-8a Allowable bleed rate of compressor
Frequent bleed
rate (various
power setting)
Numbers of
operating
engines
Four engines Three engines Two engines
Altitude 32808ft 26247ft 16404ft
Engine bleed
rate
≯0.345kg/s ≯0.46kg/s ≯0.55kg/s
Periodic bleed
rate
Maximum
continuous
power
H=0, V=0, tH=15o
C≯0.15kg/s
H=26246ft, V=574 ft/s, tH=-30o
C≯0.1kg/s
Ejection cooling
bleed rate
On ground
0.4kg/s for small throttle setting
0.6kg/s for 0.2 Max. continuous power setting
Total bleed rate
Maximum
continuous
power
H=0 V=0 tH=15o
C
Bleed rate does not
exceed 0.495kg/s.
H=26247ft
Bleed rate does not
exceed 0.46kg/s
V=574 ft/s
tH=-30o
C
Note
a) Engine deicing system turning on is allowed only when the aircraft is likely
to ice during take-off.
b) Engine deicing system can be used under all working conditions on the
ground.
c) Periodic bleed rate means the bleed rate besides frequent bleed rate,
such as wing deicing, etc.

JZ-Y8F200W-02
SECTION II
2-18
June 30, 2012
Table 2-8b Allowable bleed rate of compressor
Frequent bleed
rate (various
power setting)
Numbers of
operating
engines
Four engines Three engines Two engines
Altitude 10000m 8000m 5000m
Engine bleed
rate
≯0.345kg/s ≯0.46kg/s ≯0.55kg/s
Periodic bleed
rate
Maximum
continuous
power
H=0, V=0, tH=15o
C≯0.15kg/s
H=8000m, V=175m/s, tH=-30o
C≯0.1kg/s
Ejection cooling
bleed rate
On ground
0.4kg/s for small throttle setting
0.6kg/s for 0.2 Max. continuous power setting
Total bleed rate
Maximum
continuous
power
H=0 V=0 tH=15o
C
Bleed rate does not
exceed 0.495kg/s.
H=8000m
Bleed rate does not
exceed 0.46kg/s
V=175m/s
tH=-30o
C
Note
a) Engine deicing system turning on is allowed only when the aircraft is likely
to ice during take-off.
b) Engine deicing system can be used under all working conditions on the
ground.
c) Periodic bleed rate means the bleed rate besides frequent bleed rate,
such as wing deicing, etc.
OPERATIONAL LIMITATION FOR AIR CONDITIONING SYSTEM
(a) Air conditioning power on is not allowed when the aircraft is on ground or during take-off
period.
(b) Only one set of air conditioning system is allowed for leading edge deicing of the wing.

JZ-Y8F200W-02
SECTION III
EMERGENCY PROCEDURES
3-1
June 30, 2012
Various special events may occur during flight for different causes, such as mechanical
failure, sudden weather change, operation mistakes and so on. Once any of such special cases
occurs, it is necessary for the crewmember to judge accurately and rapidly so as to take action
resolutely and effectively.
ENGINE FAILURES
If the engine or propeller fails in flight when automatic-feathering device is out of operation,
there would be a quite large negative thrust that would make the aircraft controlling difficult.
Therefore, if propeller of the shutdown engine does not feather automatically, the manual
feathering shall be adopted in time. If the manual feathering fails, then the hydraulic emergency
feathering should be used. The measures above can ensure feathering in common condition. In
flight, only when all feathering systems fail simultaneously and the propeller rotates
automatically, and flight speed is less than 227 kn~238 kn (420~440km/h), propeller stop can be
released after windmilling speed is stablized.
Symptoms of engine failure in flight
(a) Aircraft banks and yaws to the side of faulty engine.
(b) The red signal light for engine failure is on.
(c) The pressure on torque indicator decreases.
(d) The upstream fuel pressure of fuel nozzle and fuel instantaneous consumption drops
sharply or pressure oscillating amplitude exceeds 42.64 psi (0.294MPa) (3kgf/cm2
).
(e) Turbine exhaust temperature increases or decreases.
(f) Engine rotating speed increases or decreases and exceeds specified limitation, or
rotating speed oscillates beyond ±2%.
(g) Oil pressure decreases to 56.85 psi (0.392MPa) (4kgf/cm2
) below.
(h) The stop released signal light is on.
(i) The reading of engine vibration indicator exceeds specified limitation. Warning light is on.
(j) Oil in tank leaks out seriously.
Once discovering the symptoms above, the aircrew should make decision correctly and
adopt proper measures timely.

JZ-Y8F200W-02
SECTION III
3-2
June 30, 2012
Engine failures during takeoff
Once any engine shuts down during take-off running, the aircrew should work out solution
as per current speed of the aircraft. If the speed is below decision speed, abort takeoff; or else
takeoff should be continued.
Operation procedures for aborting take-off
(a) Keep the direction with the rudder, ailerons, nose wheels and brakes to prevent the
aircraft from yawing abruptly and pull the four throttles back to 0o
at the same time (pull
the throttles at normal engine side back a bit quicker than that at the faulty engine side
for correcting the aircraft yaw by throttle difference).
(b) Push forward the control column for nose wheel extension to maintain the direction.
(c) Release the stop for propellers of two symmetrical operating engines.
(d) Lower flaps fully and slow down the aircraft by the brakes in time. If the runway is not
long enough and the aircraft tends to fly out of the runway, decrease the speed with
emergency brake.
(e) When the running direction is no longer deviated and the aircraft speed is below 32.4 kn
(60km/h), pull out the nose wheel steering handle, release propeller stop of the engine
which is symmetrical to the shutdown engine.
(f) If the running direction cannot be maintained after aborting take-off, the captain should
pull out the nose wheel steering handle at the speed of less than or equal to 150km/h, to
maintain the direction.
Operation procedures for continuing take-off
(a) The takeoff can be continued when aircraft running speed exceeds decision speed and
that the malfunctioned engine feathering is already completed. At this moment, apply the
rudder and push the helm towards the normal engine to maintain the direction, and the
unstick speed should be 5.4kn~8.1kn (10km/h~15km/h) higher than normal in case of
any deviation.
(b) If engine failure occurs after aircraft unsticking, apply the rudder and push the helm
towards the normal engine side rapidly and timely to maintain aircraft attitude.

JZ-Y8F200W-02
SECTION III
3-3
June 30, 2012
(c) Judge propeller feathering status of the faulty engine as per the load of control
mechanism and judgment of the flight engineer or pilot. If automatic feathering system
fails, press the manual-feathering button rapidly for feathering.
(d) Gear up with a speed of 135kn~140kn (250~260km/h) and an altitude not less than
16.4ft (5m), and climb with increasing speed, the climb gradient should not be less than
0.5%.
(e) Retract the flaps step by step and reduce the load on the control column and rudder with
trim tab when the altitude is not less than 328ft (100m) and aircraft speed is 162kn~167
(300~310km/h).
(f) Pull the throttle of operating engine back to maximum continuous power condition (84o
).
(g) Pull the throttle of shutdown engine back to 0o
, set the shutdown switch to SHUTDOWN
and put anti-fire switch at OFF position.
(h) Climb to traffic pattern altitude, establish normal pattern and then make visual landing.
Engine failures in flight
(a) Operation procedures with the automatic feathering system being out of operation in
flight
1) Maintain the aircraft attitude by applying the rudder and pushing the helm towards
normal engine side to prevent the aircraft from banking and yawing.
2) Advance the throttles of operating engines to above 84o
and maintain the specified
flight attitude.
3) Judge the malfunctioned engine.
4) Following the captain’s command, the mechanic conducts feathering to the faulty
engine (by pushing down manual feathering button or through emergency hydraulic
feathering device).
5) Balance the aircraft with trim tabs to reduce the load on control column and rudder.
6) Retard the throttle of faulty engine back to 0o
and retard the throttle of symmetrical
engine to 40o
~60o
.
7) Set the engine shutdown switch to SHUTDOWN position and put anti-fire switch at
OFF position.
8) Manually extinguish fire of the faulty engine as per the actual situation.

JZ-Y8F200W-02
SECTION III
3-4
June 30, 2012
(b) After any one of the four engines is inoperative in flight, the torque on the aircraft can
easily be maintained by feathering the faulty engine in time and applying rudder and
helm, the load on the rudder and stick can be eliminated completely by using trim tabs,so
flight with three engines is not complicated.
After one engine is feathered, the aircraft still possesses better stability and controllability
and has enough excess thrust to climb, and climb to flight altitude of 26575ft (8100m)
with take off weight of 51t.
(c) Cautions
1) After engine fails, when automatically feathering with negative thrust, the throttle
must be above 40o
.
2) If the automatic feathering system fails and the indicated air speed is more than 189
kn (350km/h), the aircraft may buffet. In this case, the speed should be slowed down
to below 189 kn (350km/h) first, and then conduct manual feathering.
Operation features of landing with three engines operative
(a) Set the trim tab to neutral position during final gliding.
(b) When aircraft flies over the inner locator, set the throttle of the normal engine
symmetrical to the faulty engine to the small throttle position as per the load and
atmospheric temperature, and keep the gliding speed and correct the flight path of
approach with the throttles of the symmetrical normal engines.
(c) During floating, set the throttles of the two normal engines which are in symmetrical
operation gently to 0o
. Meanwhile, be sure to keep the direction, and prevent the aircraft
from floating with side sliding.
(d) After the aircraft touches down and keeps a stable running direction, release the stop of
the propellers of the two symmetrical normal engines, and then pull the throttle of the
normal engine symmetrical to the faulty engine back to 0o
. At the latter stage of running
when the aircraft speed is 32.4kn (60km/h), pull out the nose wheel steering handle to
release the stop of the normal engine propeller symmetrical to the faulty one.
(e) At the early stage of run, keep the direction with rudder and prevent the aircraft from
yawing and banking with brakes and aileron if necessary. At the latter stage of run, keep
the direction with the nose wheel steering handle.
(f) The altitude for go around with three operative engines should not be below 164ft (50m),
its operation procedure for missed approach is the same as that with four operative
engines.

JZ-Y8F200W-02
SECTION III
3-5
June 30, 2012
Air start of the engine
(a) Only when the engines are completely normal (engine shutdown due to control error or
other reasons and performance of special air start training), and that the pilot and the
flight engineer have been specially trained for air starting, the air start may be allowed
(start of the malfunctioned engine is not allowed in any case).
(b) Engine air start envelop: The altitude between 6562ft~26247ft (2000~8000m); the
indicated air speed within 162 kn~178 kn (300~330km/h).
(c) Press of the START button on the panel is strictly forbidden when starting the engine in
flight. The pilot and the flight engineer must coordinate for engine start.
(d) Pre-start-up check
1) Set the throttle at 0o
2) Turn on the anti-fire switch (green signal light ON).
3) Check: the AIR-GROUND start changeover switch should be at AIR position.
4) Be sure the propeller stop switch should be at STOP position.
5) Put the engine shutdown switch at ON position.
(e) Air start procedure
1) Remove the lead seal on protection cover of the air start switch 1-2s before
propeller reversing, and put the switch at air start position (the sound of booster coil
can be heard from the intercom).
2) Press the manual feathering button for propeller reversing until the engine speed
reaches 15%~20%. In case that the engine speed grows slowly, press the button
continuously until the speed indicates 22%~25%. At this moment, release the button
and check that the fuel pressure in front of the nozzle should be 99.5psi~142psi
(0.686MPa~0.98MPa) (7kgf/cm2
~10kgf/cm2
) and the fuel in combustion chamber
for ignition (turbine exhaust temperature rise).

JZ-Y8F200W-02
SECTION III
3-6
June 30, 2012
3) When turbine exhaust temperature reaches 300o
C, turn off the air start switch and
the engine will reach operating speed automatically. During propeller reversing
process, in case that the fuel in combustion chamber does not ignite and the fuel
temperature has no readout at the engine speed of 15%~20%, it is necessary to
press the feathering button immediately and and turn off the engine shutdown and
air start switches.
4) After the engine is at the normal rotating speed (95.5~96.2%), advance the throttle
gently to 20o
. Check the operating condition of engine as per the indicator readout,
and then advance the throttles to flight requirement position.
5) During the air start, a yawing moment will occur toward the starting engine side for
the propeller reversing moment, and the aircraft would yaw discontinuously toward
the contrary side with engine speed increase. In this case, apply the helm and the
rudder to overcome the yawing.
(f) Cautions for air start
1) During engine start, if the air start change-over switch is not turned off timely, the
start may be failed and propeller will autorotate, generating heavy negative thrust.
2) If the air start change-over switch is misconnected to the operating engine after air
start is completed, then:
a) The operating engine will fether automatically (operating status must be above
0.7 Max. continuous power).
b) Autofeathering is not allowed when engine throttle angle is below 40o
since the
engine will be in wind-milling status or its operating status will not be stable.
3) One engine is not allowed to start for more than three times for a single training, or
else the ignitor might be damaged.
4) Restart interval is 2-3min
5) Ignitor ground check is required after engine air start.
6) Feathering pump can not work normally when oil temperature is below 20o
C thus air
start is not allowed.
7) When flying in icing condition, air start is not allowed until the engine inlet is deiced.

JZ-Y8F200W-02
SECTION III
3-7
June 30, 2012
(g) Two engines fail at the same side
1) When two engines fail in a condition above 0.7 maximum continuous power
(throttles at 62o
), the propeller will automatically feather within 2~3s. If engines fail
when throttles are below 40o
±2o
, the propeller will not feather automatically, thus
manual feathering button must be used.
2) In the flight with two engines failed on the same side (the failed engines have been
feathered), the aircraft posses enough thrust to ensure the aircraft to keep a level
flight and climb (the aircraft can ascend to an altitude of 15584ft (4750m) with
takeoff weight of 47t) and has controllability and stability for turning left or right and
approaching and landing on an airport nearby.
3) Operation procedures for two engines on the same side failed in flight
a) Keep the aircraft attitude by banking the stick and applying the rudder to prevent
the aircraft from banking and yawing.
b) Set the throttle of normal engine to takeoff power condition, and keep the
indicated aircraft speed not below 167kn~173kn (310~320km/h). After the
aircraft attitude is stabilized, set the throttle to maximum continuous power
condition.
c) Balance the aircraft with trim tab to eliminate part of the load on the control stick
and rudder.
d) If the engine cannot feather automatically, manual feathering button should be
used immediately.
e) The landing gear, flaps and door should be retracted and closed immediately if
they are in the extended and open positions.
f) Pull the throttle of the faulty engine back to 0o.
g) Set the shutdown switch to SHUTDOWN position and turn off the anti-fire
switch.
h) Extinguish fire by force at the faulty engine and the lower section of the fairing
with the second group of fire bottles according to the actual situation.
i) When flying with two engines on the same side for a long time, pay attention to
the balance of the fuel quantity between left and right tanks.

JZ-Y8F200W-02
SECTION III
3-8
June 30, 2012
4) When flying horizontally at the altitude of 26247ft~32808ft (8000~10000m) with two
engines shutdown, the indicated air speed must be kept at 173kn~178kn
(320~330km/h) and descends gradually to the altitude of 11483ft~13123ft
(3500~4000m), and keeps a level flight at the same altitude with IAS of 173kn
(320km/h) to the nearby airport for landing.
5) If a quick descent is required, pull the throttle back to 16o
~20o
position, and keep an
indicated airspeed of 243kn (450km/h) for descending.
(h) Visual landing with two engines failed on the same side
1) When performing a traffic pattern flight with two engines failed on the same side,
keep the indicated speed of 173kn~178kn (320~330km/h) with their propellers
feathered and landing gears retracted. Reduce the load on the control stick and
rudder with trim tab. When two engines on the same side fail, it is suggested to turn
toward the normal engines and get into approach, or turn toward the failed engine
and get into approach with a turning bank angle not more than 5o
. The procedures
for airline establishment are the same as the normal one except for landing gear
down after the final turn. When getting into approach with crosswind of 16.4
ft/s~26.3 ft/s (5~8m/s), the failed engines side must be against the crosswind
direction.
2) If the third and the fourth engines on the right side fail, extend landing gear urgently
with left hydraulic system.
3) Perform the final turn with a turning bank angle not more than 15o and the indicated
air speed of 162 kn~167 kn (300~310km/h). Keep gliding at a fine descent rate after
turning, fly over the outer locator at the altitude 262 ft~328 ft (80~100m) higher than
normal. Before flaring out, be sure to set the trim tab near the neutral position, so
that the load on the control stick and rudder will increase.
4) When the indicated air speed is 157kn~162kn (290~300km/h) over the outer locator,
lower the flap to 25o. After flying over the outer locator, if a successful approach can
be assured by visual method, lower the flap to 35o, and then turn on the hydraulic
communication valve.
5) Keep a speed of 135 kn~151 kn (250~280km/h) before flaring out as per different
weight of aircraft, wind direction and speed. After flaring-out, pull the throttle back to
20o gently. Pull the inboard throttle back to 0o after the aircraft touches down. Lower
the nose wheel and release the stop of inboard propellers when the direction gets
stable. Pull the outboard throttle back to 0o, and keep the running direction with the
rudder and the brakes.

JZ-Y8F200W-02
SECTION III
3-9
June 30, 2012
6) When the running speed is lowered to 32 kn (60km/h), pull out the nose wheel
steering handle, and then release the stop of outboard propellers. In this case, the
distance of landing run will increase to 4265 ft~4921 ft (1300~1500m) as per
different aircraft weight.
7) Cautions
a) If the third and fourth engines on the right side fail, the nose wheel control and
emergency brake is driven by left hydraulic system. If the first and the second
engines on the left side fail, the normal brake is propelled by right hydraulic
system. Therefore, when two engines on the same side fail, the hydraulic
communication valve must be turned on.
b) When flying with two engines on the same side, especially during landing, it’s
better to reduce the throttles of the outboard engines and increase that of the
inboard engines so as to reduce the load on the stick and rudder to maintain the
desired flight condition.
(i) Go around with two engines failed on the same side
1) When two engines on the same side fail and the propellers have feathered, go
around could be performed under special condition with the air temperature of 30o
C
below, but the altitude must not be below 328 ft (100m), and flap should not be more
than 25o
.
2) If a go around is determined, the throttles of the operating engines should be
advanced to the take-off power condition (100o+4
o
-2
o ) rapidly, retract the landing gear
and keep the indicated speed not below 151kn (280km/h).
3) When performing the go around with two engines failed on the same side, the most
complicated action is that, when the throttles of the normal engines are advanced to
takeoff power condition, large yawing moment and banking moment are produced
on the aircraft against the failed engines. In order to overcome these two moments,
the rudder should be deflected to the maximum angle, the ailerons to the position of
2/3 of the whole travel. In this case, the load on the rudder will increase to about
784N (80kgf) and that on the stick to about 294N (30kgf). When the rudder is set to
the maximum angle, the aircraft will buffet. After retracting the landing gears, the
aircraft speed increases rapidly, the deflecting angle of the rudder decreases, and
the buffeting will disappear accordingly.

JZ-Y8F200W-02
SECTION III
3-10
June 30, 2012
4) In order to reduce the rudder deflection and the load on it, bank the aircraft 7o
~8o
toward the operating engine before the throttles advancement. When the indicated
air speed is 162 kn (300km/h), retract the flaps in steps, and retard the throttles
back to maximum continuous power condition.
(j) Flight procedures with one outboard engine propeller in windmill condition
1) When the engine fails in flight and the entire propeller feathering systems fail, the
propeller will be in a windmill condition. In this case, there will be a large yawing
moment that makes the aircraft yaw and bank to the windmilling engine sharply, and
decreases the aircraft speed by 10.8kn~13.5 kn (20~25km/h).
2) To keep the aircraft attitude and prevent the aircraft from yawing and banking,
operate as follows:
a) Press the helm, apply the rudder and keep the aircraft flying along straight line.
b) Increase the operating engine throttle and keep the indicated air speed not
below 162 kn (300km/h).
c) Set the throttles of symmetrical operating engines to maximum continuous
power condition or takeoff power condition, and pull the throttle of the operating
engine symmetrical to the faulty one back to 40o
~60o
at the same time.
d) Reduce the load on the stick and rudder with trim tab.
e) Retard throttle of the faulty engine back to 0o
.
f) Set the engine shutdown switch to SHUTDOWN position and turn off the
anti-fire switch.
3) When the propeller of an outboard engine is in windmill condition, the load on the
rudder will be about 882N (90kgf) and 343N (35kgf) on the stick. With the windmill
speed stabilized to match the flight speed, the load on the rudder and stick will
reduce by 50%. At this time, the load on the stick could be balanced wholly with trim
tab, but the load on the rudder could not be completely balanced yet.

JZ-Y8F200W-02
SECTION III
3-11
June 30, 2012
4) When the propeller of an outboard engine is in windmill condition, the aircraft can fly
with three engines operating at the indicated speed of 178 kn (330km/h) and the
altitude above 16404 ft (5000m). When the true airspeed is below 227kn (420km/h),
the rotating speed of the propeller reaches to or approaches the balanced speed
(95~96%), while the negative thrust of the propeller in windmill condition is not large.
In fact, the drag of the propeller will not be affected by airspeed increase. If the
aircraft flies at the altitude of 28528 ft (9000m), it must be descended gradually to an
altitude of 19685ft~22966ft (6000~7000m) at the indicated speed of 184 kn~189 kn
(340~350km/h).
5) When the aircraft enters the airport area and prepares to land, it must descend at
the indicated speed of 162kn~173kn (300~320km/h). When it reaches to the altitude
of about 16404 ft (5000m), the propeller should be free from the equilibrium speed,
the indicated speed falls and the negative thrust of windmilling propeller be
maximized. In this case, release the stop of the engine propeller from windmill
condition to reduce the negative thrust, and provide favorable conditions for keeping
the flight condition and controlling the landing.
6) At the moment of releasing the propeller stop (3~5s), the negative thrust increases
in a short period, which brings an additional yawing and banking moment which
causes the aircraft to yaw and bank. With the propeller windmill speed falling, the
negative thrust is smaller than that with the propeller at a stop position, at this time,
the aircraft speed increases slightly.
To reduce the aircraft’s yawing and banking, bank the aircraft 7o
~8o
to the contrary
direction of the windmilling propeller before releasing the stop of the propeller.
When an outboard engine propeller is in windmill condition (the stop released),
retract the landing gears and the flaps, and keep the level flight condition at the
indicated speed of 173 kn~178 kn (320~330km/h) under the altitude of 13123 ft
(4000m).
7) Be aware that after the stop of the faulty engine propeller is released, the rotating
speed begins to fall. Set the stop releasing switch to STOP position in 1~1.5s.

JZ-Y8F200W-02
SECTION III
3-12
June 30, 2012
(k) Landing procedures with an outboard engine propeller in windmill condition (stop
released)
1) The aircraft weights 49~51t, the air route altitude is 1640ft (500m), the indicated
speed is kept at 173 kn (320km/h) with the landing gears up and at 157 kn~162 kn
(290~300km/h) with the landing gears down. At this time, the throttles of the inboard
operating engines are 72o
~84o
, and the throttle of the outboard operating engine is
about 40o
~60o
.
2) Keep the indicated speed of 162kn~167 kn (300~310km/h) and a turning slope not
more than 15o
during the final turn. After that, extend the landing gears, keep gliding
at a lower rate, and fly over the outer locator at an altitude 262 ft~328 ft (80~100m)
higher than that in a normal condition. During gliding and before flaring out, be sure
to set the ailerons and trim tab of rudder to or near their neutral position.
3) When flying over the outer locator, keep the indicated speed of 157kn~162kn
(290~300km/h), lower the flaps to 25o
, and adjust the indicated gliding speed to
140kn~151kn (260~280km/h). After flying over the outer locator, if a successful
approach can be assured, lower the flaps to 35o
. If there is a crosswind, correct it
according to the crosswind correcting method.
4) Keep an indicated speed of 135kn~151kn (250~280km/h) before flaring out as per
the weight of the aircraft, wind direction and speed. At this time, the throttle of the
operating engine symmetrical to the faulty one is not less than 16o
. After the aircraft
touches down, pull the throttle of the operating engine symmetrical to the faulty one
back to 0o
gently. During this period, take special care to prevent the aircraft from
yawing.
5) After the aircraft touches down, pull the throttles of the symmetrical operating
engines back to 0o
and release the stop. Keep the running direction with the rudder
and brakes, and modify the aircraft yawing with the nose wheel steering handle if
necessary. At the rear half of taxiing, when the aircraft speed is about 32.4kn
(60km/h), pull out the nose wheel steering handle, and release the stop of the
normal engine symmetrical to the faulty one.
6) Cautions:
a) Because the windmill of one engine propeller brings a large negative thrust, the
aircraft balancing requires a larger control surface deflection. So the
aerodynamic performance of the aircraft deteriorates.

JZ-Y8F200W-02
SECTION III
3-13
June 30, 2012
b) If an inboard engine fails and its propeller enters into windmill condition, the
yawing and banking moment is much smaller than that from the windmill of an
outboard engine. Therefore, it is easier to control an inboard engine windmilling
in each stage of flight.
(l) Landing procedures with an outboard engine propeller in windmill condition (blade angle
12o
)
1) If the propeller stop could not be released due to stop release system failure and
windmill takes place with blade angle of 12o
, the aircraft should fly to the nearest
airport for landing.
The altitude should be kept below 13123ft (4000m) and the indicated speed at 157
kn~162 kn (290~300km/h), the throttles of the two inboard engines should be
retarded to 72o
~80o
and the throttle of the outboard operating engine retarded to
40o
~60o
.
2) When an outboard engine fails, the indicated speed is 189kn (350km/h) and the
rudder deflection angle is more than 16o
, the aircraft will buffet. To overcome the
buffeting, bank the aircraft by 7o
~8o
toward the two normal engines to reduce the
rudder deflection angle and the load on the rudder. For example, bank 3o
, and the
load on the rudder can be reduced by 147N~196N (15kgf~20kgf), bank 7o
~8o
, by
294N~392N (30 kgf~40kgf). Retarding the throttle of the normal engine symmetrical
to the faulty one at the same time, the rudder deflection can also be reduced,but not
less than 30o
~40o
.
3) Keep level flight to perform the final turn. Descend after the final turn.
4) The operation procedure for the final leg is generally the same as the landing
control procedure with the propeller stop released, except for a larger control
surface deflection and load on the rudder and aileron.
5) When landing with the windmilling propeller, the aircrew should cooperate closely
and try their best to avoid a go around regardless of the propeller status. Therefore,
the specified altitude and air speed must be kept before the final turn.
6) Cautions
a) The power of the normal engine symmetrical to the windmilling one could not be
too large. If the throttle is over 40o
, the rudder deflection would be more than 16o
,
which would bring division of the airflow on the control surface, and the aircraft
would buffet violently.

JZ-Y8F200W-02
SECTION III
3-14
June 30, 2012
b) To prevent the high-pressure fuel pump from being damaged, the windmilling of
the engine is not allowed to exceed 10 minutes during flight training.
(m) Go around with an outboard engine propeller in a windmill condition
1) Perform the go around if extremely necessary and the following conditions are all
ready.
a) Visual flight at an altitude not below 492ft (150m).
b) The flap angle is not larger than 25o
.
c) The landing weight of the aircraft is not more than 53t.
d) The air temperature is not higher than 25o
C.
2) Operating procedures for go around:
a) Advance the throttles of all normal engines to the takeoff power condition, and
retract the landing gears and keep the flaps at 15o
.
b) Apply the rudder and bend the stick timely to prevent the aircraft from banking
and yawing, bank the aircraft 4o
~5o
toward the two normal engines.
c) Climb at the indicated airspeed of 157 kn~162 kn (290~300km/h) with a climbing
rate of 6.56ft/s~9.84ft/s (2~3m/s).
d) Retract the flaps step by step.
e) The co-pilot helps the pilot to keep and balance the attitude.
f) Climb to the air route altitude and enter landing again.
(n) Operation procedures when the aircraft glides to the altitude below 492 ft (150m) with an
outboard engine failed
1) Landing before flaring-out:
a) In the gliding before landing, if an outboard engine fails, the landing gears are
extended, the flaps at 35o
and the propeller at the stop position (blade angle is
12o
), the aircraft could continue landing along the gliding line. In this case, it is
easier to stabilize and steer the aircraft. The deflection of the rudder and the
aileron won’t exceed 2/3 of the whole travelling range.
b) Apply the rudder and bend the stick in time to prevent the aircraft from banking
and yawing and keep the aircraft attitude.
c) Advance the inboard engine throttles, keep flying along the normal gliding line at
the specified speed and retard the throttle of the normal engine symmetrical to
the faulty one back to 30o
~40o
.

JZ-Y8F200W-02
SECTION III
3-15
June 30, 2012
d) Feather the failed engine with the manual-feathering button.
e) Don’t use or use less the rudder and the aileron trim tabs to balance the aircraft.
f) After feathering, the operating procedures are the same as those for landing
with three engines in operation.
g) If the feathering system fails, the stop of the propeller should not be released.
Keep the indicated speed of 140kn~151kn (260~280km/h), and land in the
same method with that the propeller is in windmill condition.
2) Landing with an outboard engine failed during flaring-out
a) Apply the rudder and bend the stick in time to prevent the aircraft from banking,
yawing and deviating from the runway.
b) Retard all engines throttles back to 0o
and release the propellers stop of the
inboard engines after the aircraft touches down. During running, lower the nose
wheel down to the ground and keep direction with the rudder. If necessary,
correct the direction with the brake or pull out the nose wheel steering handle
when the speed is below 81kn (150km/h).
c) During the latter running with a speed below 32.4kn (60km/h), pull out the nose
wheel steering handle and release the stop of the outboard propellers.
3) Cautions
a) When the engine fails, the propeller is in windmill condition at the stop position
(blade angle is 12o
), the landing gears are extended, the flaps are at 35o
, and
the flight altitude is over 492 ft (150m), the go around could be performed
carefully.
b) If an outboard engine fails and doesn’t feather, and the flaps are lowered at 35o
,
it is not necessary to retract the flaps. Keep the previous flight condition for
gliding and landing.
c) If the engine fails before lowering the flaps, after flying over the outer locator, if a
successful approach can be assured, lower the flap to the required position.
d) Be careful to keep the aircraft direction during landing and running.

JZ-Y8F200W-02
SECTION III
3-16
June 30, 2012
HIGH ANGLE OF ATTACK FLIGHT
The aircraft possesses better stability and controllability within the whole operating scope in
terms of Mach number and C.G before the stalling angle of attack, regardless of the operating
status of the landing gears and flaps. The aircraft can recover from stalling in any flying state by
pushing the stick over its neutral position once the stalling phenomenon occurs in flight. It is
prohibited to fly at high angle of attack.
Since the aircraft mainly flies at high altitude near its service ceiling, the conditions that
cause the aircraft stalling depend on the flight state, altitude and airspeed. The stall margin of
angle of attack at high altitude is much less than that of flight at middle altitude. High angle of
attack may occur in flight due to pilot’s misoperation during a sharp recovery of descending or
when flying in a strong turbulent airflow and strong bomb explosive wave. To prevent the aircraft
from stalling in flight, which is hazardous to flight safety, the pilots are required to understand the
symptoms of the aircraft entering high angle of attack up and the operating technique for
recovery, which is of great importance for the flight safety.
Judgment on entering high angle of attack stall state
The symptoms of aircraft stalling at minimum airspeed
(a) When the airspeed of aircraft with its landing gears and flaps retracted decreases to 10.8
kn~13.5 kn (20~25km/h) before stalling, the vortex area on the wing surface enlarges
rapidly, at this time the pilots feel the aircraft buffeting obviously, the left wing sinks and
then the nose sinks.
(b) When the aircraft with its landing gears and flaps lowered (flap setting 25o
for taking-off
and 35o
for landing) nears its stalling state, there is no obvious warning symptom. Only a
not obvious buffet appears at the moment when the aircraft stall occurs. It is difficult for
the aircraft to get into the stalling state at later stage of the level flight after flaring-out (the
throttles of the inboard engines are retarded to 0o
position and those of the outboard
engines to 16o
~20o
position, flaps at 35o
position).

JZ-Y8F200W-02
SECTION III
3-17
June 30, 2012
The symptoms of the aircraft stalling in operating airspeed range
Stall of the aircraft not only occur in stalling airspeed state but also in the whole operating
airspeed range. Stalling may be caused by pulling back the stick too hard or flying in airflow
where strong vertical disturbance and bump exist. It depends on the flight conditions and state of
the flight.
Stalling symptoms of the aircraft varies with different Mach numbers. The stalling of the wing
(the left wing stalls first) and the sinking of nose are both slower when flying with a Mach number
less than 0.45~0.5. When Mach number is 0.55~0.66, the stalling of wing and sinking of the
nose develop drastically and aircraft buffet is also serious before the aircraft stalling (2o
~3o
less
than stalling angle).
The general symptom is not obvious for the aircraft at large angle of attack. To ensure the
safety of the aircraft and prevent the aircraft from entering stalling angle, an indicator of critical
angle of attack is furnished on the aircraft which warns the pilot with its light and sound signal
that the aircraft comes near the stalling state. Table 3-1 shows the angle of attack at which the
warning will be given by the critical angle of attack indicator for different flap settings and Mach
numbers.
Table 3-1a Angle of attack at which the warning will be given by the critical angle of attack
indicator
Flap setting Flight status
Takeoff and
landing
M number
Altitude (ft)
0.2 0.3 0.5 0.6 0.65
0 17o
15.4o
11.1o
10.4o
10.5o
3281 15.4o
11.1o
10.4o
10o
3281 above 10.4o
10o
Table 3-1b Angle of attack at which the warning will be given by the critical angle of attack
indicator
Flap setting Flight status
Takeoff and
landing
M number
Altitude (m)
0.2 0.3 0.5 0.6 0.65
0 17o
15.4o
11.1o
10.4o
10.5o
1000 15.4o
11.1o
10.4o
10o
1000 above 10.4o
10o

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