TM 1-1510-225-10
5-10
b. Fuel Management. Auxiliary tanks will not
be filled for flight unless the main tanks are full.
Maximum allowable fuel imbalance is 1000 pounds.
Do not take off if fuel quantity gauges indicate in
yellow arc (less than 265 pounds of fuel in each main
tank). Normally, crossfeed only during single engine
operation or while maintaining fuel balance within
limits.
CAUTION
Anti-icing
additive
must
be
properly
blended with the fuel to avoid deterioration
of the fuel cell. The additive concentration
by volume shall be a minimum of 0.060%
and a maximum of 0.15%.
Some fuel suppliers blend in anti-icing
additive in their storage tanks. Prior to
refueling, check with the fuel supplier to
determine if fuel has been blended. To
assure proper concentration by volume of
fuel on board, blend only enough additive
for the unblended fuel.
c. Fuel System Anti-Icing. Icing inhibitor
conforming
to
MIL-L-27686
will
be
added
to
commercial fuel not containing an icing inhibitor during
fueling
operations,
regardless
of
ambient
temperatures.
The
additive
provides
anti-icing
protection
and
functions
as
a
biocide
to
kill
microbiological growth in the aircraft fuel system.
d. Limitations
with
Ferry
Fuel
Tanks
Installed.
Failure to comply with Paragraph 5-10.d.(1)
could result in the collapse of the tanks. If
the 1500 feet per minute rate of descent is
exceeded the air may not flow through the
surge tank and tank vent lines fast enough
to keep the tank air pressure and cabin air
pressure
equalized.
If
an
extreme
emergency dictates a greater rate of
descent, then loosening or removing the
tank caps will allow the two air pressures
to equalize but could allow fuel fumes to
escape into the cabin.
(1) The
cabin
air
pressure
RATE OF
DESCENT MUST NOT EXCEED 1500 FEET PER
MINUTE when the extended range fuel tanks are
installed in the cabin and the caps are on.
(2) Maximum quantity of fuel carried in the
ferry fuel tanks must not exceed 240 U.S. gallons total.
(3) Aerobatics are prohibited.
(4) Weather conditions with moderate to
severe turbulence will be avoided.
(5) When an overweight landing has been
made or the aircraft has encountered moderate to
severe turbulence while overweight, the aircraft must
be inspected for damage. Inspections performed and
the findings must be entered in the Airframe Log Book.
The pilot in command is responsible, before the next
flight, to determine that the aircraft is in an airworthy
condition.
(6) The use of autopilot during aircraft
overweight operations is prohibited.
5-11. LANDING GEAR CYCLING AND BRAKE
DEICE LIMITATIONS.
a. Hydraulic Landing Gear. Landing gear
cycles, a complete retraction and extension, are
limited to one every 5 minutes for a total of six cycles
followed by a 15 minute cool-down period.
b. Brake Deice. The following limitations apply
to the brake deice system:
(1) The brake deice system shall not be
operated at ambient temperatures above 15 °C.
(2) The brake deice system shall not be
operated longer than 10 minutes, one timer cycle, with
the landing gear retracted. If operation does not
automatically terminate approximately 10 minutes after
gear retraction, turn BRAKE DEICE switch OFF.
(3) Maintain 85% N1
or
higher
during
simultaneous operation of the brake deice and surface
deice systems. If adequate pneumatic pressure
cannot be provided for simultaneous operation of the
brake deice and surface deice systems, turn BRAKE
DEICE switch OFF.
(4) BRAKE DEICE switch shall be turned
OFF during single engine operation, in order to
maintain an adequate supply of systems pneumatic
bleed air.
5-12. PITOT HEAT LIMITATIONS.
Pitot heat should not be used for more than
15 minutes while the aircraft is on the ground.
WARNING
