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V1.12 – 9 Mar 2014 Beechcraft King Air C90 G-VBCD OPERATIONS MANUAL Version 1.12 – 9 March 2014 1981 Model Year, Serial Number LJ-972 Incorporates AFM.

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Presentation on theme: "V1.12 – 9 Mar 2014 Beechcraft King Air C90 G-VBCD OPERATIONS MANUAL Version 1.12 – 9 March 2014 1981 Model Year, Serial Number LJ-972 Incorporates AFM."— Presentation transcript:

1 V1.12 – 9 Mar 2014 Beechcraft King Air C90 G-VBCD OPERATIONS MANUAL Version 1.12 – 9 March Model Year, Serial Number LJ-972 Incorporates AFM updates and supplements to March 2014, including Blackhawk XP STC (PT6A-135A engine installation), Blackhawk XLR STC (wing locker fuel tank installation), Raisbeck EPIC STC, 10,500lb MTOM STC Empty (Aircraft Prepared for Service) Mass and Balance measured July 2011 This document is for information only Compliance with the PRNAV procedures in this manual is a requirement of the UK general approval for non-AOC operators (reference ORS4-959)

2 V1.12 – 9 Mar 2014 Revision Log DateVersionNote of RevisionsSigned 1 Feb First issue of final Ops Manual following trial use of v Feb NP6 amend to include Departure Brief EP6 amend to include check of Starter if Gen failed 9 Mar NP6 Governor test RPM amend to 1750 EP6 Crossfeed proc item 4 added EP7 Avionics Power fail proc added Operating Manual Notes: Cold Temperature limitations added

3 V1.12 – 9 Mar 2014 GENERAL INFORMATION NORMAL PROCEDURES EMERGENCY PROCEDURES OPERATING INFORMATION

4 V1.12 – 9 Mar 2014 General Information Owner and Operators EGHH and EGLK Contact Details Flight Plan filing CAMO Intentionally blank in this version

5 V1.12 – 9 Mar 2014 Flight Plan information Item 8 I—IFR, V—VFR Y—IFR then VFR, Z—VFR then IFR In item 15, specify transition point Item 8 I—IFR, V—VFR Y—IFR then VFR, Z—VFR then IFR In item 15, specify transition point Item 15 Speed or altitude change—enter the point followed by a slash and new speed or altitude (e.g., LN/N0200A045). Flight rule change—enter the point/designator followed by a space and the new flight rule (e.g., LN VFR, LN/N0200A045 IFR, etc.). Item 15 Speed or altitude change—enter the point followed by a slash and new speed or altitude (e.g., LN/N0200A045). Flight rule change—enter the point/designator followed by a space and the new flight rule (e.g., LN VFR, LN/N0200A045 IFR, etc.). Item 18 (from Nov 12) For PBN capability enter PBN/B2D2S1 B2 - RNAV 5 GNSS D2 - RNAV 1 GNSS S1 - RNP APCH For SBAS enter NAV/SBAS Item 18 (from Nov 12) For PBN capability enter PBN/B2D2S1 B2 - RNAV 5 GNSS D2 - RNAV 1 GNSS S1 - RNP APCH For SBAS enter NAV/SBAS Item 10 SDFGRS/S S for VHF, VOR, ILS B for LPV (APV SBAS) – not at present D for DME, F for ADF, G for GNSS R for PBN approved (see Item 18) Y for 9.33kHz /S for Mode S Item 10 SDFGRS/S S for VHF, VOR, ILS B for LPV (APV SBAS) – not at present D for DME, F for ADF, G for GNSS R for PBN approved (see Item 18) Y for 9.33kHz /S for Mode S

6 V1.12 – 9 Mar 2014 Specs & Limitations (see AFM) ENGINE OIL Total capacity14 qts each engine Refill capacity12.5 qts each engine Operating level 9.5 – 12.5 qts each engine FUEL Minimum fuel for take-off 265lbs per wing & above yellow arc Approved Fuel:Jet A, A-1, B and JP4,5 Capacity: Mains plus Locker384 USg plus 78USg; total 462 USg 1454litres plus 295litres; total 1749litres 2570lbs plus 520lbs; total 3090lbs Quantities are Useable. Anti-ice additive not req’d. See AFM for use of Avgas. TIRE PRESSURES51-55 psi Nose, psi Mains(*) (* 10 ply tires fitted, required for operation at increased MTOM 10,500lbs) MAXIMUM OPERATING ALTITUDE Maximum30,000’ Without Oxy equipment25,000’ Above 25,000’, all occupants must have a 10min Oxy supply available Pressure Differential0-4.7 PSI normal, 4.7 PSI max

7 V1.12 – 9 Mar 2014 G-VBCD Preflight Planning Sheet

8 V1.12 – 9 Mar 2014 GENERAL INFORMATION NORMAL PROCEDURES EMERGENCY PROCEDURES OPERATING INFORMATION

9 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 1 Air Minimum Control Speed (V MCA )………. Vr and V1………………… Initial Climb (2 Engine, Vy)……………… Intentional One Engine Inoperative Speed (V SSE ) Two-engine Best Angle-of-Climb (Vx)……. Two-engine Best Rate-of-Climb (Vy)…… Maximum Maneuvering Speed (V A )……… Turbulent Air Penetration Landing Approach V REF …….....…..…….. ICAO Approach Category………………….. Balked Landing Climb Maximum Demonstrated Crosswind……… Cruise Climb: Sea Level to 10,000 feet…………… 10,000 to 20,000 feet………………. 20,000 to 25,000 feet………………. 25,000 to 30,000 feet………………. Vmo Max Operating Speed……………….. Vfe Max Flaps Extended…………………… Vlo Max Gear Operation……………… Vle Max Gear Extended…………………… Vso (bottom of White Arc)…………………. Vs1 (bottom of Green Arc)………………… Airspeeds for Normal Operation 90 KIAS 95 KIAS 110 KIAS 97 KIAS 100 KIAS 110 KIAS 170 KIAS 160 KIAS 100 KIAS B 95 KIAS 25 KIAS 150 KIAS 140 KIAS 130 KIAS 120 KIAS 208 KIAS 178 KIAS (APP, 35%) 130 KIAS (FULL, 100%) 156 KIAS – Extend 130 KIAS – Retract 156 KIAS 76 KIAS 89 KIAS Amended by Operator with 10KIAS increment over AFM due PT6A- 135A observed performance

10 V1.12 – 9 Mar Aft area…………………..LIFERAFT & 1 ST AID KIT 2. Cabin…………………….LIFEJACKETS, OXY MASKS & AMENETIES 3. Fwd Partition...………….TECH LOG & AFM 4. Cockpit…………………..OXY MASKS, FIRE EXTING, TORCH Cabin Checks Locker Fuel Tank CHECK Flaps………… CHECK Aileron and Tab CHECK Wing Tip (Lights) CHECK Stall Warning… CHECK Deice Boot…….. CHECK Chocks…………REMOVE Wing Fuel Tank…CHECK Outboard Wing Sump ……………....DRAIN Wheel Well Sump DRAIN Landing Gear….. CHECK Boost Pump Sump DRAIN Propeller………CHECK Engine Air and Oil Cooler Intakes…………CLEAR Ice Vane……….CHECK Engine Boot......CHECK Engine Oil……..CHECK Fuel Filter….…..DRAIN Cowling………...CHECK Nacelle Fuel Tank ………………CHECK Heat Exchanger CLEAR Transfer Pump Sump …………………DRAIN Antennas and Beacon …………………CHECK Ram Air Inlet…...CLEAR Baggage Door.SECURE Air Con Ducts….CLEAR Nose Gear……..CHECK Landing &Taxi Lights …………….CHECK Pitot Covers…REMOVE Windshield Wipers …………….CHECK Transfer Pump Sump …………………DRAIN Heat Exchanger CLEAR Nacelle Fuel Tank ………………CHECK Propeller………CHECK Engine Air and Oil Cooler Intakes…………CLEAR Ice Vane……….CHECK Engine Boot......CHECK Engine Oil……..CHECK Fuel Filter….…..DRAIN Cowling………...CHECK Oxygen Door …..SECURE Static Ports…….CLEAR Access Panels…SECURE Deice Boots…….CHECK Elevator…………CHECK Fin fittings………CHECK Static Ports…….CLEAR External inspection Boost Pump Sump DRAIN Landing Gear….. CHECK Wheel Well Sump DRAIN Outboard Wing Sump ………………DRAIN Wing Fuel Tank... CHECK Chocks…………REMOVE Deice Boot…….. CHECK Wing Tip (Lights) CHECK Aileron and Tab CHECK Flaps………… CHECK Locker Fuel Tank CHECK 5 NORMAL PROCEDURES 2

11 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 3 1. Cabin Door LOCKED 2.Baggage SECURE (Mass & Balance checked) 3.Emergency Exit SECURE 4.Seats & HarnessesPOSITIONED; UPRIGHT, FASTENED 5.PassengersBRIEFED 6.Parking Brake SET 7.Control Locks REMOVE 8.Pedestal Circuit BreakersIN 9.Overhead Panel CHECK 10.Oxygen Control ON then OFF 11.Oxygen System Pressure CHECK 12.Emergency Static Air Valve NORMAL 13.Right Circuit Breaker Panel CHECK 14.Cabin Temp Mode OFF; Vent Blower AUTO, Elec’ Heat OFF 15.Landing Gear Handle DOWN 16. Condition Levers CUT OFF 17. Propeller Levers FULL FORWARD or FEATHER 18.Power Levers IDLE 19.Engine Ice VanesEXTENDED (handles pulled out) 20.Left Subpanel Switches OFF 21. Start ClearanceBattery & Avionics ON, as req'd, then OFF 22. Fuel Panel CHECK a. Circuit BreakersIN *b. Fuel Valves (Firewall) CLOSED *c. Crossfeed OPEN, FUEL CROSSFEED lit, CLOSED d. Boost Pumps ON (listen for operation) 23.Battery Switch ON, check FUEL PRESSURE lights on e. Fuel Valves (Firewall) OPEN, check FUEL PRESSURE lights off f. Fuel Quantity CHECK *g. Transfer Pumps ON (listen for operation), then OFF 24. Locker Fuel PanelSwitches OFF, CBs in, Test Lights 25.Voltmeters CHECK Battery Volts 26.Cabin Sign Switch NO SMOKE & FSB Before Starting Engines * May be omitted at Pilot’s discretion for quick turnaround No voltage on one side indicates current limiter out

12 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 4 External lights ON as required 1.Right Ignition Start Switch ON, RH ING IND on ……….after Ng rpm stabilizes for 5s, 12% minimum;17% normal 2. Right Condition LeverLOW IDLE 3.ITT and Ng MONITOR ITT 1090°C maximum ……….at Ng 60% or above 4.Right Start SwitchOFF 5.Right Condition LeverHIGH IDLE if required 6.Right Generator ON unless external power is used 7.Right Oil PressureCHECK correct indication if prop unfeathered ……...after Right Generator load falls below 50% 8.Right Generator OFF Note LJ972 AFM: If req’d, Left Engine may be started with Right Generator ON, or Right Generator may be turned ON after the LH Start Switch is engaged 1.Left Start Switch ON, LH ING IND on ……….after Ng rpm stabilizes for 5s, 12% minimum;17% normal 2. Left Condition LeverLOW IDLE 3.ITT and Ng MONITOR ITT 1090°C maximum ……….at Ng 60% or above 4.Left Start SwitchOFF 5.Left and Right Generators BOTH ON unless external power is used 6.Left Oil PressureCHECK correct indication if prop unfeathered External Power disconnect and Engine Clearing – see Normal Procedures 9 Engine Starting 1.Transfer Pumps ON 2.Crossfeed Switch AUTO 3.DC Volt and Loadmeters CHECK 4.Inverter CHECK BOTH and SELECT inverter 5.Avionics Master Switch ON 6.LightsAS REQUIRED 7.Fuel Control HeatON 8.Cabin Temp and Mode AS REQUIRED (observe gauge limits) 9.Annunciator LightsTEST then CLEAR After Engine Starting

13 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 5 1.Engine Ice VanesCHECK EXTENDED (handles pulled out) 2.Baro settingATIS copied, G600 and Altimeter SET 3.GTN650Self-test & database CHECK 4.Other InstrumentsCHECK 5.PropellersMax RPM, Prop Sync OFF 6.BrakesCHECK 1.Parking BrakeSET 2.Boost Pumps and Auto Crossfeed a.Left Boost Pump OFF LH FUEL PRESS off, FUEL CROSSFEED on b. Left Boost Pump ON c. Crossfeed CLOSED then AUTO d. Right Boost PumpOFF RH FUEL PRESS off, FUEL CROSSFEED on e. Right Boost PumpON f. CrossfeedCLOSED then AUTO 3.Avionics and RadarCHECK, radar to STBY if reqd 4.Pressurization SET switch, rate knob & Alt to Cruise +500’ 5.AutopilotCHECK, then OFF 6.Electric Elevator Trim CHECK a. Tab Control Switch ON b. Pilot's and Co-pilots' Switches CHECK OPERATION c. Trim DisconnectCHECK DEACTIVATION OF SYSTEM d. Tab Control SwitchOFF then ON 7.Trim Tabs SET 8.Flaps CHECK AND SET UP 9.Flight Controls CHECK 10.Autofeather TEST at Lo Idle then ARM Autofeather test: Set Power to 500 ft-lbs, hold test switch L AUTOFEATHER and R AUTOFEATHER Illuminated Individually each engine:Retard opposite annunciator both annunciators extinguish and prop feathers 11. Manual Prop FeatheringCHECK at Lo Idle Before Taxi Before Take-Off Continue with item 12, “Before Take-Off CONTINUED” procedure

14 V1.12 – 9 Mar 2014 NORMAL PROCEDURES Run-Up TEST * a.Propeller ControlsFully FWD, Max RPM b.Power LeversIDLE c.Governor Test SwitchHOLD in TEST position d.LH Power LeverIncrease RPM to 1750, stabilize e.LH Power Lever Advance, check 1750rpm maintained f.Governor Test SwitchRelease g.LH Prop LeverRetard then fully FWD to check h.Vacuum and PneumaticCHECK Gauge pressure i.LH Engine Ice VaneRETRACT, check Torque drop, EXTEND j.LH Power LeverIDLE Repeat steps c-j for RH Engine 13.Friction LocksSET 14.Fuel SystemBoost & Transfer Pumps ON Crossfeed AUTO, recheck Quantity 15.InstrumentsCHECK 16.Auto IgnitionARM 17.AutofeatherARM 18.Bleed Air ValvesOPEN 19.IFR Departure Checks after clearance copied a.HDG bugSET to runway heading b.Departure procedureLOADED, CHECKED c.G600 CDI modeSET, CDI on initial track d.Altitude SelectorSET to cleared level e.BaroSET, to 1013 if cleared to FL f.TOGA switchPRESS, check Flight Director cue >>> Departure Brief (Wx, Wind & Temp, Distances, Vr, V1, Alternate) After Line-Up Clearance 20.Ice ProtectionON (Hot 5, Windshield and as reqd) 21.Landing LightsON Before Take-Off CONTINUED * May be omitted at Pilot’s discretion for quick turnaround 1.Power LeversADVANCE, limit to 1520 ft-lbs Torque 2.Rotate at95 KIAS 3.Landing GearRETRACT with positive climb Take-Off

15 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 7 1.Climb Power SET 1300 ft-lb 2.Propeller1900 RPM, Sync ON 3.Alt SelectorSET and ARM 4.Baro settingCHECK 5.Landing LightsOFF when workload permits 1.Autofeather Switch OFF 2.Auto IgnitionOFF when not in visible moisture 3.Engine Ice VanesRETRACT when not in visible moisture 4.Engine Instruments MONITOR 5.Cabin Sign AS REQUIRED 6.Pressurization CHECK, SET rate as desired Climb 1.PressurizationSET rate & outer scale to Field Elev +500’ 2.AltimetersCHECK, SET Baro 3.Altitude SelectorSET and ARM 4.Ice ProtectionAs required Descent Cruise 1.AltitudeCHECK 2.PowerSET 3.GaugesCHECK (Fuel, Battery, Engine, Press’n) 4.Ice ProtectionCHECK and SET as required 5.NavigationUpdate avionics as appropriate 6.CommunicationAs appropriate 7.WeatherRadar, Stormscope, ATIS as appropriate 1.RadiosSET, copy ATIS 2.Arrival and ApproachLOAD procedure, BRIEF 3.AltimetersCHECK, SET Baro 4.PressurizationCHECK 5.Ice ProtectionAs required 6.FuelCHECK 7.CabinSecure, Seat back & Harnesses, Sign Arrival CAUTION Alt Selector and Autopilot are coupled to analogue P1 Altimeter, not G600

16 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 8 1.Engine Ice VanesEXTEND 2.Auto IgnitionARM 3.Auto FeatherARM 4.Propeller1900 RPM 5.Prop SyncOFF 6.Pressurization CHECK 7.FlapsAPPROACH (below 178 KIAS) Initial Approach 1.TOGA switchPRESS 2.Power LeversMAX POWER (1520 lbs-ft) 3.Airspeed95 KIAS or above 4.FlapsUP 5.GearUP Go-Around Final Approach and Landing 1.Landing GearDOWN (below 156 KIAS) 3 GREENS 2.Landing LightsON 3.IceCHECK 4.Condition LeversLO or HIGH IDLE as required 5.PropellersMAX RPM 6.Power LeversSET When Landing AssuredFLAPS DOWN FULL (below 130 KIAS) After LandingPOWER in BETA or REVERSE as reqd 1.LightsLanding OFF, Taxi ON 2.Auto IgnitionOFF 3.Auto FeatherOFF 4.Ice ProtectionOFF, Engine Ice Vanes stay EXTENDED 5.FlapsUP 6.TrimSET 7.Electrical loadObserve Limits After Landing

17 V1.12 – 9 Mar Parking Brake SET 2.Transfer PumpsOFF 3.CrossfeedCLOSED 4.InverterOFF 5.Avionics Master Switch OFF 6.Subpanel SwitchesOFF 7.Cabin Mode Control OFF 8.Blower AUTO 9.Bleed Air Valves CLOSED 10.Oxygen Supply Control OFF 11.ITTBELOW 585°C FOR ONE MINUTE 12.Propellers FEATHERED 13.Condition Levers CUT-OFF 14.Boost Pumps OFF below 10% Ng or less 15.DC Volt Loadmeters CHECK VOLTAGE (No voltage on one side indicates current limiter out) 18.Battery and Generators OFF 19.Tech LogUPDATE 20.Control LockFIT only if aircraft will not be towed 21.Cabin LightsCHECK OFF 22.External Covers & ChocksINSTALL as required NORMAL PROCEDURES 9 External Power (if used) DISCONNECT, access door SECURED Right Generator ON Battery Condition CHECK Left GeneratorON Engine Clearing Condition Lever CUT-OFF Ignition and Engine Start SwitchOFF Battery SwitchON Boost PumpON Ignition and Engine Start SwitchSTARTER ONLY (min of 15 seconds) Ignition and Engine Start SwitchOFF Boost PumpOFF Shutdown and Securing Other Normal Procedures: After Start

18 V1.12 – 9 Mar 2014 NORMAL PROCEDURES 10 This aircraft has navigation equipment installed and approved for PRNAV & RNAV 1 This procedures on this page have been written in accordance with JAA TGL10 When these procedures are used, and when the Pilot-in-Command has had suitable ground training in accordance with TGL10, for Private (non-AOC) operation the aircraft is PRNAV and RNAV 1 compliant through the provisions of UK CAA ORS4-959 The ICAO FPL codes are thus Item 10: SBDFGR/S Item 18: PBN/B2D2S1 NAV/SBAS Jeppesen hold a Type 2 LoA for the databses used in the GTN650s, thefore databse integrity checks for private operation are not required other than as detailed below RNAV 1 or PRNAV Operating Procedures 1.Check NOTAMs for EGNOS and GPS serviceability and coverage 2.Check currency and coverage of GTN650 databases A. Pre-Flight (in addition to Normal Procedures) 1.Check both GTN650s self-test and check WAAS enabled 2.IF WAAS/EGNOS unavailable, perform GTN650 RAIM prediction 3.Enter Flight Plan and select Departure Procedure 4.Crosscheck procedure legs listed in the GTN650 with Jeppesen chart 5.Select GPS CDI mode in G600, check CDI slews to first track 6.Perform GPS position check on runway After take-off Monitor tracking on G600 CDI scale (1nm) and GTN650 Integrity Annunciator Crosscheck RNAV guidance with conventional aids B. Before Take-Off (in addition to Normal Procedures) 1. Select and load the Arrival Procedure in GTN650 #1 2. Crosscheck Procedure map display with Jeppesen charts 3. Select GPS CDI mode in G600, check CDI slews to first track 4. Prepare and brief the alternative non-PRNAV procedure 5. Complete gross error check using radio navaids 6. Monitor tracking on G600 CDI scale (1nm) and GTN650 Integrity Annunciator C. Arrival (in addition to Normal Procedures) RNAV 1 Capability Failure (eg. LoI alert) Total failure of one GTN Revert to the working GTN Notify ATC In the event of an LoI alert, monitor the GTN650s for 1 minute, then initiate the procedures below Loss of Integrity or other loss of RNAV 1 capability in both GTN650s 1. Select radio navigation aids and CDI source 2. Cancel GPS Roll Steer mode if engaged 3. Advise ATC and continue with non-RNAV procedure or as directed

19 V1.12 – 9 Mar 2014 Locker useable fuel quantity is 260lbs (148l) per tank, total 520lbs (296l) CAUTION Do not transfer fuel from either Locker Tank when there is less than 400lbs of available fuel space in each Wing Tank Avoid partial transfer of Locker fuel Max lateral imbalance of combined Main and Locker fuel is 200lbs LH and RH transfer should be concurrent to avoid imbalance If Locker Fuel quantity is uncertain; complete the fuel transfer, or drain or fill the tanks so that they are known to be full or empty 1.Fuel GaugesCHECK >400lbs space each Wing tank 2.Locker Fuel PumpsL & R both ON 3.LOCKER PUMP ON LightsL & R both continuously illuminated 4.Wing Fuel QuantityMonitor L & R Fuel Gauges for increase 5.TimingNote, transfer takes ~20mins 6.When L & R NO LOCKER XFR lights have illuminated: a.Locker Fuel PumpsL & R both OFF b.AnnunciatorsCHECK all OFF c.Fuel gaugesCHECK d.Flight planningCHECK range and endurance 7.Verify fuel state is consistent with successful transfer by correlating fuel gauge readings before and after transfer with engine fuel burn during transfer. Record Locker Tanks as empty in aircraft Tech Log NORMAL PROCEDURES 11 XLR Fuel Locker Notes Locker Fuel Transfer “NO LOCKER XFR” Light Illumination If the “NO LOCKER XFR” light illuminates other than upon expected completion of a transfer, it is most likely that the illuminated-side pump has failed, or the system has clogged or a fuel leak has occurred: 1.Locker Fuel PumpsL & R both OFF 2.Fuel gaugesCHECK 3.Flight planningRE-VERIFY range and endurance

20 V1.12 – 9 Mar 2014 Limitations: NORMAL PROCEDURES 12 KFC250 Autopilot Operating Notes (see AFM Supp for full detail) KFC250 Autopilot Emergency Procedures 1.Engage Procedure: use the Mode Controller in center pedestal Select the FLT DIR mode Push the AP engage lever to ON 2.Disengage Procedure Hold control wheel firmly, and monitor FD for unsatisfied commands or pitch mis-trim Push the Pilot’s AP YD DISC/TRIM INTRPT switch 3.ALT HOLD operation Press ALT switch on Mode Controller, observe ALT annunciator Pressure altitude from P1 analogue altimeter at time of engagement will be held Alternatively, use KAS297 ALT SELECT and ARM functions 4.ALT HOLD level change In ALT mode, press & hold the VERTICAL TRIM switch on the mode controller to climb or descend ~600fpm and hold altitude at moment of switch release Or, disengage ALT mode, enter climb or descent using VERTICAL TRIM and capture new altitude manually or with ALT SELECT and ARM 5.GPS Roll Steer Operation The Roll-Steer Selector/Annunciator left of the G600 toggles the autopilot’s HDG error source in HDG mode between the G600 heading bug and the roll steer output of the GDU620 when GPS1 or GPS2 source is displayed Roll-Steer mode is indicated by the GPSS symbol on the left edge of the G600 PFD 6.NAV or APPR mode operation Select Nav source on G600 using CDI key, set desired course with CRS key Press NAV or APPR mode to intercept course and observe ARM annunciator Note CPLD annunciator when course intercepted and tracking coupled 7.GS operation – only in APPR CPLD operation with BCK CRS mode OFF GS CPLD mode automatically engages intercepting a valid glideslope signal GS CPLD mode disengages when any other vertical mode is selected i.Autopilot operation is permitted up to Vmo (208 KIAS) ii.Do not use the autopilot below the following altitudes: Approach: 200ft AGL Climb: 500ft AGL Other: 1000ft AGL iii.Do not use the autopilot or yaw damper during take-off or landing EMERGENCY DISENGAGE OF AUTOPILOT AND ELEC TRIM 1.Control WheelHOLD FIRMLY 2. AP YD DISC/INTRPT buttonPRESS AND HOLD, re-trim manually 3.Avionics Master switchOFF, AP YD DISC/INTRPT button RELEASE 4.AP TRIM circuit breakerPULL 5.Avionics Master switchON ENGINE FAILURE 1.Disengage Autopilot, follow appropriate Emergency Procedure 2.Aileron and Rudder axes must be manually trimmed before Autopilot engagement in One Engine Inoperative flight

21 V1.12 – 9 Mar 2014 GENERAL INFORMATION NORMAL PROCEDURES EMERGENCY PROCEDURES OPERATING INFORMATION

22 V1.12 – 9 Mar 2014 EMERGENCY PROCEDURES 1 Emergency Airspeeds ENGINE FAILURE AFTER TAKE-OFF – insufficient runway Pitch UP > Power UP > Flap UP > Gear UP Maintain 100 KIAS and control yaw Identify failed engine – power lever IDLE Shutdown failed engine EMERGENCY ENGINE SHUTDOWN in the event of: Engine Failure in flight Engine Fire in flight Engine Torque increase – uncontrolled, in ground or flight Illumination of CHIP DETECT annunciator Affected Engine: 1.Condition LeverCUT-OFF 2.Propeller Lever FEATHER 3.Fuel Firewall ValveCLOSED 4.Secure inoperative engine: a.Bleed Air Valve AS REQUIRED b.Engine Auto IgnitionOFF c.Boost PumpOFF d.Fuel Transfer PumpOFF e.CrossfeedCLOSED f.GeneratorOFF g.Fuel Control HeatOFF h.Autofeather OFF i.Propeller Synch OFF 5.Electrical LoadMONITOR Engine Failure Air Minimum Control Speed (Vmca)………….. Intentional Single-Engine Speed (Vsse) Single-engine Best Angle-of-Climb (Vxse)……. Single-engine Best Rate-of-Climb (Vyse)… Maximum Maneuvering Speed (Va)………… Turbulent Air Penetration Maximum Range Glide Speed……...………. 90 KIAS 97 KIAS 100 KIAS 110 KIAS 170 KIAS 160 KIAS 100 KIAS

23 V1.12 – 9 Mar Power LeversIDLE 2.BrakesAs Required If insufficient runway remains for stopping: 3.Condition LeverCUT-OFF 4.Fuel Firewall ValveCLOSED 5.Master SwitchSTARTER ONLY 6.Boost PumpsOFF EMERGENCY PROCEDURES 2 Engine Fire on Ground Affected Engine: 1.Condition LeverCUT-OFF 2.Fuel Firewall ValveCLOSED 3.Starter SwitchSTARTER ONLY 4.Boost PumpOFF 5.Fuel Transfer PumpOFF 6.CrossfeedCLOSED Engine Failure During Ground Roll 1.Reduce power on operative engine as req’d to maintain control 2.Lower nose to accelerate above minimum control speed 3.Adjust power as required 4.Secure affected engine as per EMERGENCY ENGINE SHUTDOWN Engine Failure In-Flight below Vmca 90KIAS 1.Power LeverIDLE 2.PropellerDO NOT FEATHER 3.Condition LeverCUT-OFF 4.Conduct AIR START procedures – see EMERGENCY PROCEDURES 3 Flame-Out of Operating Engine during One-Engine Inoperative Flight

24 V1.12 – 9 Mar 2014 EMERGENCY PROCEDURES 3 Air Start – STARTER ASSIST 1.Electrical LoadREDUCE (eg. Radar, Anti Ice, Cabin Temp Mode OFF) 2.Power LeverIDLE 3.Condition Lever CUT-OFF 4.Fuel PanelCHECK a.Fuel Firewall ValveOPEN b.Boost PumpON c.Transfer PumpON d.CrossfeedAUTO 5.Start SwitchON (up) Check IGNITION light ON 6.Condition Lever LOW IDLE (8 seconds after start switch ON) 7.Start Switch OFF (Ng above 51%) 8.Generator RESET momentarily, then ON 9.PropellerAS REQUIRED 10.Power Lever AS REQUIRED 11.Fuel Control HeatON 12.Electrical Equipment AS REQUIRED Air Start – WINDMILLING ENGINE AND PROP 1.Electrical LoadREDUCE (eg. Radar, Anti Ice, Cabin Temp Mode OFF) 2.Power LeverIDLE 3.PropellerMAX RPM 4.Condition Lever CUT-OFF 5.Fuel PanelCHECK a.Fuel Firewall ValveOPEN b.Boost PumpON c.Transfer PumpON d.CrossfeedAUTO 5.Generator (Inop Engine)OFF 6.AirspeedABOVE 140 KIAS 7.AltitudeBELOW 20,000 ft 8.Auto-IgnitionARM 9.Condition LeverLOW IDLE (8 seconds after Auto-Ign ARM) 10.Power and Prop LeversAS REQUIRED (after ITT has peaked) 11.Auto-IgnitionOFF 12.Fuel Control HeatON 13.Electrical Equipment AS REQUIRED

25 V1.12 – 9 Mar 2014 EMERGENCY PROCEDURES 4 Smoke or Fire or Fumes Smoke and Fume elimination Attempt to Identify the source of smoke or fumes. Smoke associated with electrical failures is usually gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental system failures Is generally white in color, and much less irritating to the nose and eyes. ELECTRICAL SMOKE OR FIRE 1.OxygenControl handle ON, Masks ON 2.Cabin Temp Mode OFF 3.Vent BlowerAUTO 4.Avionics MasterOFF 5.Nonessential ElectricsOFF If smoke or fire ceases Individually restore avionics & electrics, isolate defective equipment If smoke or fire persists Cabin Pressure switchDUMP Land as soon as practical ENVIRONMENTAL SYSTEM SMOKE OR FUMES 1.OxygenControl handle ON, Masks ON 2.Cabin Temp Mode OFF 3.Vent BlowerHI 4.LH Bleed AirCLOSED If smoke decreases Continue operation with LH Bleed Air closed If smoke does not decrease LH Bleed AirOPEN RH Bleed AirCLOSED If smoke decreases, continue operation with RG Bleed Air Closed 1.Power LeversIDLE 2.Propeller ControlsMAX RPM 3.Wing FlapsAPPROACH 4.Landing GearEXTEND 5.Airspeed156KIAS maximum Emergency Descent

26 V1.12 – 9 Mar 2014 EMERGENCY PROCEDURES 5 Landing Emergencies ONE ENGINE INOPERATIVE LANDING When it is certain that the field can be reached: 1.Flaps APPROACH 2.Landing Gear DOWN 3.Propeller Controls FULL FORWARD 4.Airspeed110 KNOTS When It is certain there is no possibility of go-around: 5.FlapsDOWN 6.Airspeed100 KNOTS 7.Execute Normal Landing ONE ENGINE INOPERATIVE GO-AROUND 1.PowerMAXIMUM ALLOWABLE 2.FlapsUP 3.Landing GearUP 4.Airspeed107 KNOTS 1.Flaps UP 2.Landing Gear UP 3.Propeller ControlsFEATHERED 4.Airspeed150 KNOTS Glide (both engines inoperative) 1.AirspeedESTABLISH 120 KNOTS 2.Landing Gear Relay CB PULL (next to Gear handle, not on CB panel) 3.Landing Gear HandleDOWN 4.Emergency Engage Handle:  LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE 5.Extension Lever  PUMP up and down until the 3 green gear down lights are lit Retraction after practice manual extension ONLY: (i) Emergency Engage handle rotate counter clockwise and push down to stow (ii) Extension lever stow (iii) Gear CB in (iv) Gear handle Up Landing Gear Manual Extension

27 V1.12 – 9 Mar 2014 EMERGENCY PROCEDURES 6 Low Oil Pressure Oil Pressure values between 40 and 80 psi are undesirable: they should be tolerated only for the completion of the flight, and then only at a reduced power setting. Oil pressure values below 40 psi are unsafe; they require either that the engine be shut down, or !hat a landing be made as soon as possible, using the minimum power required to sustain flight. Fuel System Emergencies BOOST PUMP FAILURE 1.Inoperative Boost PumpOFF 2.Determine whether continuation of flight with Crossfeed open is possible (refer to Flight Manual) 3.To continue flight with Crossfeed closed, satisfactory operation may be obtained by reducing power, descending to a lower altitude, waiting for fuel to cool CROSSFEED (One Engine Inoperative operation) 1.Fuel Boost PumpsBoth ON 2.Transfer PumpsON 3.Crossfeed switchOPEN, Check FUEL CROSSFEED on 4.NON-FEEDING tank Fuel Boost Pump OFF and check non-feeding side FUEL PRESS unlit TO DISCONTINUE CROSSFEED 1.Fuel Boost PumpsBoth ON 2.Crossfeed switchCLOSED 3.Fuel Boost PumpOFF (inoperative engine only) NOTE: The Crossfeed system is designed solely for operation in the event of a Fuel Boost Pump failure or an Engine failure. The normal position of the Crossfeed switch with both engines running is AUTO with the FUEL CROSSFEED annunciator unlit 1.Attitude CONTROL MANUALLY 2.AP/Trim Disconnect SwitchDEPRESS FULLY 3.Manually re-trim airplane 4.ELEV TAB switch (pedestal)OFF Uncommanded Electric Pitch Trim operation

28 V1.12 – 9 Mar 2014 EMERGENCY PROCEDURES 7 Electrical System Failure GENERATOR INOPERATIVE ( DC GEN annunciator lit) 1.Starter switchCheck OFF 2.Generator switchRESET momentarily then ON If Generator will not reset 2.Generator SwitchOFF 3.Operating GeneratorDo not exceed Load of 1.0 EXCESSIVE LOADMETER INDICATION (over 1.0) 1.Battery SwitchOFF If Loadmeter still indicates above Non-essential ElectricsOFF If Loadmeter indicates 1.0 or below 3.Battery SwitchON CIRCUIT BREAKER TRIPPED  Non-essential CircuitDO NOT RESET IN FLIGHT  Essential CircuitRESET ONCE ONLY SUBPANEL FEEDER CIRCUIT BREAKER TRIPPED (fuel panel bus feeders and right circuit breaker panel bus feeders)  A short is indicated DO NOT RESET IN FLIGHT INVERTER INOPERATIVE ( INVERTER annunciator lit) 1.Select the other inverter AVIONICS POWER SWITCH FAILURE 1.Pull the Avionics Master CB (system defaults to powered) 1.Cabin Altitude controllerSET HIGHER If condition persists 2.Bleed Air valvesCLOSED 3.Cabin Pressure SwitchDUMP 4.Bleed Air valvesOPEN Pressurization System (differential pressure in red arc) 1.Emergency hatch coverOPEN 2.Release buttonPUSH (or pull hooks then push button) 3.PULL handle and PUSH out hatch Emergency Exit Hatch (third right cabin window) Inadvertent Spin Control wheel FWD, rudder OPPOSITE, power IDLE, aileron NEUTRAL

29 V1.12 – 9 Mar 2014 GENERAL INFORMATION NORMAL PROCEDURES EMERGENCY PROCEDURES OPERATING INFORMATION Mass and Balance Performance Operations

30 V1.12 – 9 Mar 2014 Mass and Balance 1 The following Loading definitions are used in this manual and associated materials: (including Flight Planning sheet, M&B Worksheet and RocketRoute.Com aircraft model) Loading definitions and notes “Nose Baggage” Max 350lbs Nose baggage area forward of avionics bay. Not used in normal operation. “Crew” Includes Pilot and Co-Pilot and items stowed in the cockpit area and cabinets Pilot mass is NOT included in Empty Mass of 6840lbs “Forward Pax” The forward pair of aft-facing seats in the main cabin “Aft Pax” The rear pair of forward-facing seats in the main cabin “Side Pax” The Side-Facing seat opposite the main cabin door “Aft Baggage” Max 350lbs The right-hand side area from the rear partition to the aft bulkhead Assume 20lbs for Life raft, External Covers & other items “Lav Pax” The aft-most belted seat, with a lavatory beneath the seat cushion Cabin Fuel tanks Nacelle tank 4 inter- connected Wing tanks Locker tank The 4 interconnected wing tanks are considered one single Wing tank for all operating purposes For fuel and mass planning, the Nacelle & Wing tanks are treated as the “Main tank” The “Locker tank” is a separate system, and its fuel must be transferred to the Main Tank The entire fuel system is symmetrical on the left and right sides of the aircraft Note: Fuel filling sequence There is no LH/RH imbalance limit whilst loading fuel. In flight, the limit is 200lbs. Note that fuel crews are unfamiliar with the rare C90 Locker tank installation. If required, verify the Locker tanks have been filled Main tank Fuel Capacity Pounds US galLitres Main Locker Total Pounds US galLitres Main Locker Total One Wing Both Wings

31 V1.12 – 9 Mar 2014 Mass and Balance 2 Mass, Balance and Loading Limits Mass lbs Centre of Gravity inches aft of datum Mass and Balance envelope and limit examples 3090 lbs fuel 2570 lbs fuel 2000 lbs fuel 1500 lbs fuel Fwd example 1: 2 Crew, 400lbs No other occupants No baggage Fwd example 2: 1 Crew, 200lbs No other occupants No baggage Aft example 1: 1 Crew,180lbs 2 Aft Pax, 400lbs Aft bags 50lbs Aft example 2: 1 Crew,200lbs No other occupants Aft bags 300lbs The CG limits are unlikely to be exceed with normal loading if the aircraft mass is below the MTOM limit. Therefore, as an alternative to calculating CG, the following criteria may be used 1.With no aft load and no forward baggage, a Crew mass of 400lbs or less will assure a CG within the forward limit at any fuel load. With 20lbs in the Aft baggage area, the Crew mass may be 450lbs. 2.With only a single 180lb crew member on board, a mass in the Aft baggage area of 300lbs or less will assure the CG remains within the aft limit These criteria are included in the Mass & Balance section of the Preflight Planning Sheet

32 V1.12 – 9 Mar 2014 Mass and Balance 3 Mass and Balance Worksheet Note: Main Fuel arm varies with tank contents, 150” is an approximation.

33 V1.12 – 9 Mar 2014 Mass and Balance 4 Mass and Volume unit conversion (6.7lbs/US Gallon 0.57litres/lb)

34 V1.12 – 9 Mar 2014 This page intentionally blank

35 V1.12 – 9 Mar 2014 GENERAL INFORMATION NORMAL PROCEDURES EMERGENCY PROCEDURES OPERATING INFORMATION Mass and Balance Performance Operations Performance data is drawn from the Raisbeck AFM Supplement, which includes the Blackhawk XP Engine modification and 10500lb MTOM STC and supersedes the original AFM The priority sequence for LJ-972’s Flight Manual is 1.Raisbeck AFMS content 2.Blackhawk AFMS content not available in the Raisbeck AFMS 3.Beechcraft AFM content The “G-VBCD Preflight Planning Sheet” is an acceptable means of planning for all operations conforming to the simplified criteria on that sheet. This section of the manual is for more detailed calculations and cross-checks

36 V1.12 – 9 Mar 2014 Take Off Distance – 0% Flaps – 2 Engines

37 V1.12 – 9 Mar 2014 Accelerate-STOP Distance

38 V1.12 – 9 Mar 2014 Accelerate-GO Distance

39 V1.12 – 9 Mar 2014 Climb - 2 Engines – Flap Up

40 V1.12 – 9 Mar 2014 Climb – One Engine Inoperative - Flap Up

41 V1.12 – 9 Mar 2014 Service Ceiling – One Engine Inoperative

42 V1.12 – 9 Mar 2014 Landing Distance: 100% Flap - No Prop Reverse

43 V1.12 – 9 Mar 2014 Cruise performance and fuel required Cruise Performance See also note on Cruise Performance on page “Operating Manual notes” Minimum Fuel Required (example cruise: 250KTAS, 250lbs/hr x2) See also note on Fuel Planning on page “Operating Manual notes” Distance nm (100nm alternate) Fuel lbs IFR VFR 3090 In normal operation, load 200lbs extra fuel above the minimum fuel required Guide to Minimum Fuel Required given distance and flight conditions ft lbs ft lbs ft lbs ft lbs ft lbs ft lbs

44 V1.12 – 9 Mar 2014 PERFORMANCE SUMMARY Departure runway performance (zero wind) Vr 95KIAS ZERO FLAP Feet Metres Take-Off to 50ft Accelerate-Stop Accelerate-Go OAT +25 C Elevation 2000 ft Take-off Mass lbs If actual take-off conditions are all equal to or better than this example, these performance numbers may be assumed. Otherwise, calculate actual performance SID climb performance Normal: 112KIAS OEI: 108KIAS Gradient Climb Two Engine 13% 1830 fpm Single Engine 3.4% 450 fpm OAT +15 C Elevation 6000 ft Mass lbs Illustrative climb rate and gradient at 6000’, ISA+12 and MTOM. If conditions are more demanding, calculate actual performance Service Ceiling – One Engine Inoperative Service Ceiling Single Engine 20,000’ MEA ft MEA -5C (ISA+20C) Mass lbs For OAT at MEA of ISA+20C or cooler, assume max OEI Service Ceiling of 20,000’ is available. For exceptional higher temperatures, calculate actual OEI Service Ceiling. Landing runway performance (zero wind) 100KIAS FULL FLAP Feet Metres Landing distance over 50’ obstacle Ground roll OAT +25 C Elevation 2000 ft Landing Mass 9700 lbs If actual landing conditions are all equal to or better than this example, these performance numbers may be assumed. Otherwise, calculate actual performance Missed Approach climb Normal: 112KIAS OEI: 108KIAS Gradient Climb Two Engine 16% 2150 fpm Single Engine 4.5% 580 fpm OAT +25 C Elevation 2000 ft Mass 9700 lbs Illustrative climb rate and gradient at 2000’, 25C and MLM. If conditions are more demanding, calculate actual performance

45 V1.12 – 9 Mar 2014 GENERAL INFORMATION NORMAL PROCEDURES EMERGENCY PROCEDURES OPERATING INFORMATION Mass and Balance Performance Operations

46 V1.12 – 9 Mar 2014 Planning and Operating Procedures Destination Forecast x VMC>= AOMBelow AOM Alternate Forecast VMC Acceptable In-flight only >= AOM Acceptable In-flight only Below AOM In-flight only Not acceptable Destination and Alternate weather All operations require Destination and an Alternate with forecasts at or above applicable minima In-flight, it is permitted, with caution, for only one of Destination or Alternate to be above minima SUMMARY TABLE Fuel requirements The summary table below details the fuel planning and fuel state recommended under this Manual. This is based on EASA OPS and is more demanding than the present UK ANO rules applicable PreflightEnroute 1. Taxi fuel Requiredn/a 2. Trip fuel Required 3. Contingency of 5% RequiredNot required 4. Alternate fuel RequiredSubject to judgement 5. Final reserve, 30min Required, further 200lbs desirable Aerodrome Operating Minima: Departure The minimum RVR for departure shall be the greater of 1.the UK statutory minimum of 150m, ref. ANO b 2.Any minima specified by the airport operator, eg. no lower than 250m RVR 3.The landing minima, unless a take-off alternate is available within 30mins flying time 4.If a One Engine Inoperative take-off path is not available from aerodrome elevation, 800m Aerodrome Operating Minima: Landing 1.The minima used shall be those published in the Jeppesen plates, taking into account - the operational status of lighting and RVR reporting - Approach Category B - LPV, LNAV/VNAV, ILS Cat I approvals as applicable 2.PEC shall not apply. Temperature corrections shall not apply above a sea level OAT of -5C. Below that, increase indicated DH 10% for every 20C below ISA. Note effect on terrain clearance of very cold conditions but DO NOT adjust procedure or ATC cleared altitudes without ATC agreement. 3.All non-precision approaches shall be flown using the CDFA method. The PIC may elect to add 50’ to a CDFA DA(H) in accordance with UK CAA recommendations, but this is not mandatory RVR 4.If single-pilot and for any procedure other than an autopilot-coupled ILS or LPV approach, use the higher of the calculated minimum RVR and 800m 5.In accordance with the “Approach Ban”, do not descend below 1000’ AAE or the equivalent of the Outer Marker position unless the RVR is at or above the applicable minima 6.It is recommended that, if RVR falls below minima after passing 1000’ AAE, the approach shall be discontinued immediately rather than continuing descent to DA(H) 7.Repeated approaches and missed approaches are at the pilot’s discretion. It is recommended that a diversion shall be executed after the second missed approach

47 V1.12 – 9 Mar 2014 Normal Instrument Approach Normal Instrument Approach Procedure (Precision or CDFA)

48 V1.12 – 9 Mar 2014 Single-Engine Instrument Approach Single-Engine Instrument Approach Procedure (Precision or CDFA)

49 V1.12 – 9 Mar 2014 Operating Manual notes The Blackhawk & Raisbeck FM Supplements corresponding to the PT6A-135A engine installation do not include cruise speed or fuel burn performance tables, and refer to the Beech factory tables (corresponding to the original PT6A-21 engines) with the comment that at comparable power settings, the PT6A-135As provide fuel flow and TAS which is at least as good. However, the -135As make significantly great power available at cruise altitudes and the Supplement comment is that “pilots should be aware that increased fuel consumption results when operating this airplane at power levels greater than achievable with the original engines” For practical purposes, the cruise performance data in the AFM is not meaningful, and the Cruise Performance table in this manual should be used instead. This has slightly and consistently conservative data relative to that observed in flight in G-VBCD in a variety of conditions. The usual method for mass & balance, range, payload and fuel planning is to use the G-VBCD aircraft model available under the operators’ login at and to have an electronic or paper version of the Flight Briefing pack available in-cockpit.This model is accurate for mass & balance, and the aircraft may be loaded to limits on this basis. The model is an approximation for range, payload and performance and in typical operation the minimum fuel loaded should exceed the minimum fuel required (as calculated by the model) by 200lbs total to allow for a margin in excess of the reserves and contingencies required under EU OPS and the UK ANO. The 200lbs extra fuel should also be loaded when using this manual for performance planning. If this extra load is not practical, additional caution must be taken, using in-flight performance monitoring, enroute fuel alternates and considering weather/traffic contingencies as appropriate No fuel totalizer is fitted to G-VBCD and the fuel state for planning purposes should be taken as the lower of the total indicated by the gauges and the departure fuel minus the estimated fuel burn. Prior to departure, and for loads other than full tanks visually inspected as such, in the event of a discrepancy between the fuel quantity indicated by the gauges and the fuel recorded in the tech log, use the lower of the two quantities Flights requiring fuel from the XLR Fuel Lockers must have an Enroute Fuel Alternate available in case the locker fuel transfer can not be accomplished Cold Start: the engines may be started at temperatures at or above -40C Fuel system icing inhibitor (PRIST) is NOT required except in extraordinarily cold circumstances There is no in-flight OAT minimum limit but note that Fuel temperature is assumed to be equal to OAT The AFM Limitations section page 2-6 charts minimum Oil Temperature required for a given OAT, to assure oil heating at the FCU will prevent fuel icing This limit may be simplified as MIN OIL TEMP IN POSITIVE DEGREES C = OAT IN NEGATIVE DEGREES C For example, at an OAT of -40C, minimum oil temp is +40C In practice, this limit is very unlikely to be exceeded This manual uses some numbers that have been rounded where this simplifies calculation and memory items with no material effect on operation. The instances of rounding are: AIRSPEEDS Vx rounded from 101KIAS to 100KIAS Vy rounded from 111KIAS to 110KIAS Va rounded from 169KIAS to 170KIAS Turbulent Air penetration speed from 161KIAS to 160KIAS MASS Aircraft Empty Mass rounded up from 6833lbs to 6840lbs Each Main Fuel Tank full load rounded down from 1286lbs to 1285lbs The net effect is to reduce full fuel payload by 5lbs and part fuel payload by 7lbs Rounding of numbers Cruise Performance Fuel Planning Cold Temperature operation

50 V1.12 – 9 Mar 2014


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