Date: 18 May 2022

Operations Manual Part B - GA8TC

Revision: 4
MAF International

0 Introduction

1 Limitations

2 Amplified Normal Procedures

Operations Manual Part B -
GA8TC 3 Expanded Pre-Flight and Flight
Checklist
MVHO.SOP.08
4 Abnormal and Emergency Procedures

5 Expanded Emergency Checklist

6 Performance

7 Flight Planning

8 Weight and Balance

MAF International (Aviation Services)

1A Water Street 9 Loading
PO Box 1099
Cairns QLD 4870 10 Configuration Deviation
Australia

11 Quick Reference Handbook

12 Operational Defect Procedure

Copy No...
13 Survival and Emergency Equipment

14 Passenger Briefing Procedures

15 Aircraft Systems

16 Initial System Setup and Settings

Operations Manual Part B - GA8TC

 Date: 14 June 2021

Revision: 3
MAF International

IMPORTANT NOTICE

This manual has been produced by, and is the property of, Mission Aviation Fellowship International (MAF), and
MAF has copyright in its contents. It may not be used, reproduced, transmitted, distributed, sold or published (in
whole or in part) in any way without the written consent of MAF.

MAF shall have no liability of any kind whatsoever as a result of use by any other person, firm, company or
organisation of this manual or any part of it, whether or not MAF has given permission for its use. Where MAF gives
such permission, it will always be on the basis that:

Use of the manual is at the user's sole risk;

MAF has no liability of any kind whatsoever arising from or in connection with the use of the manual by
the user, whether in negligence or in any other way whatsoever, and makes no warranty or
representation of any kind whatsoever as to or in connection with the contents of the manual, including
(without limitation) as to accuracy or fitness for any particular purpose or use;

The user will fully indemnify MAF and keep MAF indemnified against all claims of any kind whatsoever
which might be made at any time against MAF as a result of or in connection with the user's use of the
manual.

© Mission Aviation Fellowship International, August 2016. All rights reserved.

Operations Manual Part B - GA8TC

 Page: 0-1 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

0.1 Table of Contents

0 Introduction 0-1
0.1 Table of Contents 0-1

0.2 Foreword 0-8

0.3 Record of Revisions 0-9

0.4 Summary of Changes 0-10

0.5 List of Effective Pages 0-11

0.6 Distribution List 0-13

0.7 Manual Control and Arrangement 0-14

0.7.1 Manual Control 0-14

0.7.2 Manual Arrangement 0-14

0.8 Abbreviations 0-16

0.9 Glossary of Terms 0-19

0.10 General Information 0-20

0.10.1 Introduction 0-20

0.10.2 Approved Aircraft Flight Manual (AFM) 0-20

0.10.3 Standard Operating Procedures (SOP’s) 0-20

0.10.4 Quick Reference Handbook (QRH) 0-20

0.10.5 Operating Differences between Aircraft 0-21

0.10.6 Units of Measurement 0-21

1 Limitations 1-1
1.1 General 1-3

1.2 Crew Composition 1-3

1.3 Types of Operation 1-3

2 Amplified Normal Procedures 2-1

2.1 Operational Information 2-5

2.1.1 Standard Operating Chart 2-5

2.2 General Information 2-6

2.2.1 Stability during Loading 2-6

2.2.2 Manoeuvring the Aircraft on the Ground 2-6

Operations Manual Part B - GA8TC

 Page: 0-2 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

2.2.3 Lights 2-6

2.2.4 Aircraft Securing 2-7

2.3 Flight Check System FCS 2-8

2.3.1 Flight Check System Approval 2-8

2.3.2 FCS Overview 2-8

2.3.3 MAFI’s FCS Philosophy 2-8

2.3.4 FCS Quick Reference Handbook Colour Key 2-9

2.3.5 FCS Expanded Pre-flight and Flight Checklist 2-10

2.3.6 FCS Cockpit Flow Patterns 2-10

2.3.7 FCS Abbreviated Flight Checklist (AFC) 2-12

2.3.8 FCS Door Checklist 2-12

2.4 Pre-flight Inspection 2-13

2.5 Refuelling 2-13

2.6 Engine Start 2-13

2.7 Avionics & Instruments 2-14

2.7.1 General 2-14

2.7.2 Global Navigation Satellite System (GNSS) 2-14

2.7.3 Navigation Aids (Navaids) 2-14

2.7.4 Communication Radios 2-15

2.7.5 Barometric Altimeters 2-15

2.7.6 Automatic Flight Following (AFF) 2-15

2.7.7 Setting of Instruments and Indicators 2-16

2.8 Taxi and Instrument Check 2-17

2.8.1 Taxiing 2-17

2.8.2 Instrument Check 2-18

2.9 Systems Checks 2-19

2.9.1 Aircraft Systems Check 2-19

2.9.2 Engine Systems Check 2-19

2.9.3 Avionics Systems Checks 2-21

2.10 Standard Visual Circuit 2-21

Operations Manual Part B - GA8TC

 Page: 0-3 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

2.11 Pre-takeoff Briefing 2-22

2.11.1 General 2-22

2.11.2 Safe Abort Point 2-23

2.11.3 Acceleration Check Point 2-23

2.11.4 Take-off Power Check 2-24

2.11.5 Speed Reference Tables 2-25

2.12 Takeoff 2-26

2.12.1 Normal Takeoff 2-27

2.12.2 Short Field 2-27

2.12.3 Soft Field Takeoff 2-27

2.12.4 Cross-wind Takeoff 2-28

2.12.5 Flapless Takeoff 2-29

2.13 Climb 2-30

2.13.1 Climb Power Settings 2-30

2.13.2 Maximum Performance Climb 2-30

2.13.3 Climb Mixture Settings 2-30

2.14 Cruise 2-32

2.14.1 Cruise Power Settings 2-32

2.14.2 Cruise Mixture Settings 2-34

2.14.3 Range 2-36

2.14.4 Endurance 2-36

2.14.5 Precautionary Cruise 2-36

2.14.6 Terrain and Low Flying (500-1000 ft AGL) 2-36

2.15 Engine Condition Trend Monitoring 2-37

2.16 Descent 2-37

2.17 Holding 2-37

2.18 Airstrip Review and Approach Briefing 2-38

2.18.1 Committal Point 2-39

2.19 Visual Approach and Landings 2-39

2.19.1 Stabilised Approach Criteria 2-39

Operations Manual Part B - GA8TC

 Page: 0-4 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

2.19.2 Approach and Performance Considerations 2-39

2.19.3 Normal Landing 2-40

2.19.4 Short Field Landing 2-40

2.19.5 Soft Field Landing 2-41

2.19.6 Cross-wind Landing 2-41

2.19.7 Flapless Approach and Landing 2-41

2.19.8 Go-Around 2-42

2.20 Instrument Approach 2-42

2.21 After Landing 2-42

2.22 Shutdown and Parking 2-42

2.22.1 Parking and Security – During Operations 2-43

2.22.2 Aircraft Parking and Security – Extended Periods 2-43

2.23 Last Flight Inspection 2-44

3 Expanded Pre-Flight and Flight Checklist 3-1

3.1 Expanded Pre-Flight and Flight Checklist 3-3

3.2 Abbreviated Flight Checklist 3-3

3.3 Normal Procedures 3-3

4 Abnormal and Emergency Procedures 4-1

4.1 Handling Abnormal and Emergency Procedures 4-3

4.1.1 General 4-3

4.1.2 Problem-solving and Decision-making Under Pressure 4-3

4.2 Abnormal Procedures 4-4

4.2.1 Flight in Conditions of Reduced Visibility 4-4

4.2.2 Flight in Icing Conditions 4-4

4.2.3 Flight through Turbulence 4-4

4.2.4 Hot Weather Operations 4-4

4.2.5 Cold Weather Operations 4-4

4.2.6 Glide Approach 4-5

4.2.7 Air Drops 4-5

4.2.8 Training 4-5

Operations Manual Part B - GA8TC

 Page: 0-5 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

4.3 Emergency Procedures 4-6

4.3.1 Emergency Operational Speeds 4-6

4.3.2 Emergency Checklist 4-6

4.4 Engine Failure after Take-off / Turnbacks 4-7

4.5 Guidance for Managing In-flight Impact 4-8

4.6 Unintentional Flight into IMC 4-9

4.7 Forced Landing Procedure 4-10

4.7.1 Alphabet Checklist 4-10

4.7.2 Emergencies at Night and/or in IMC 4-11

4.8 Overweight Landings 4-11

4.9 Dangerous Goods Emergency Procedures 4-12

5 Expanded Emergency Checklist 5-1

5.1 Emergency Checklists 5-3

6 Performance 6-1
6.1 GA8TC Performance 6-3

6.2 GA8TC Correction Factors 6-4

6.2.1 Wind Correction Factors 6-4

6.2.2 Temperature Correction Factors 6-4

6.2.3 Surface Correction Factors 6-4

7 Flight Planning 7-1

7.1 General 7-3

7.2 Routes, Altitudes and Levels 7-3

7.3 Fuel Planning 7-3

7.4 Flight Log 7-4

8 Weight and Balance 8-1

8.1 General 8-3

8.1.1 Limitations 8-3

8.2 Loading Trim Sheets 8-5

9 Loading 9-1
9.1 Carriage of Passengers 9-3

Operations Manual Part B - GA8TC

 Page: 0-6 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

9.1.1 Use of Seatbelts 9-3

9.1.2 Carriage of Infants and Children 9-3

9.1.3 Carriage of a passenger on a stretcher (Medevac Flight) 9-4

9.2 Carriage of Cargo 9-5

9.2.1 Cargo Restraint 9-5

9.2.2 Cargo on Passenger Seats 9-7

9.2.3 Dangerous Goods 9-7

9.2.4 Carry-On Baggage 9-7

10 Configuration Deviation 10-1

10.1 Aircraft Operating Weight and Index 10-3

10.1.1 Australian Based Aircraft – Normal Configuration 10-3

10.1.2 Timor-Leste Based Aircraft – Normal Configuration 10-4

10.1.3 Timor-Leste Based Aircraft – Medevac Configuration 10-5

10.1.4 Timor-Leste Based Aircraft – Freighter Configuration 10-6

11 Quick Reference Handbook 11-1

11.1 Quick Reference Handbook 11-3

11.1.1 QRH Structure 11-3

11.1.2 Standard Operating Charts 11-3

12 Operational Defect Procedure 12-1

12.1 Operational Defect Procedure 12-3

13 Survival and Emergency Equipment 13-1

13.1 Survival and Emergency Equipment 13-3

13.1.1 First Aid Kit 13-3

13.1.2 Survival Kit 13-3

13.1.3 Water 13-3

13.1.4 Fire Extinguisher 13-3

13.1.5 Emergency Locator Transmitter 13-4

13.1.6 Lifejackets 13-4

14 Passenger Briefing Procedures 14-1

Operations Manual Part B - GA8TC

 Page: 0-7 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

14.1 Pre-Flight Briefing Procedures 14-3

14.2 Emergency Situation Passenger Briefing 14-3

14.3 Passenger Briefing Cards 14-3

15 Aircraft Systems 15-1

15.1 General 15-3

15.2 Wheels and Brakes 15-3

15.2.1 Brakes 15-3

15.2.2 Tyres and Pressures 15-3

15.2.3 Steering 15-3

15.3 Vortex Generator Kit 15-4

15.4 Aspen Evolution 15-4

15.5 Engine Monitoring System 15-5

15.6 Piston Engine Management SOPs (PEMSOPs) 15-5

15.7 Fuel System 15-6

15.7.1 Sump tank feed system 15-6

15.7.2 Vent system interference 15-6

15.7.3 Fuel vapour return line 15-6

15.7.4 Optical fuel sensors 15-6

15.7.5 Maximum tank level differential 15-6

15.8 Electrical System 15-7

15.8.1 Battery 15-7

15.8.2 Ground power receptacle 15-7

15.8.3 Bus master switches 15-7

15.8.4 Stall warning system 15-7

15.8.5 Circuit breakers 15-7

16 Initial System Setup and Settings 16-1

16.1 Aspen EFD 1000 Standard Settings 16-3

16.2 JPI EDM Range Standard Settings 16-4

Operations Manual Part B - GA8TC

 Page: 0-8 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

0.2 Foreword
This Manual is accepted by CASA and MAF International (Aviation Services), MAFI, shall provide
CASA with a copy of each revision as soon as practicable after its incorporation into the manual.

This manual, and the associated Quick Reference Handbook (QRH), contain information, procedures
and instructions designed to ensure the safe, legal, efficient and standardised operation of GA8TC
aircraft in MAFI operations. It is intended to be read and applied in conjunction with other relevant
parts of the MAFI Operations Manual, including:

Part A – General Operations

Route and Aerodrome Operations

Part D – Training and Checking

Flight Training Course Curriculum Manual

Dangerous Goods Manual

Regulations and orders published by the National Aviation Authority (NAA) shall be observed at all
times whether or not they are specifically referred to in this manual. If conflict exists between this
manual and the regulations or orders, this manual shall be regarded as secondary.

Suggestions for changes to this manual are welcome and should be directed to the Head of Flight
Operations.

Operations Manual Part B - GA8TC

 Page: 0-9 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

0.3 Record of Revisions

When a revision is issued the “Entered By” column shall be signed by the holder of this manual to
indicate that the revision has been inserted, read and understood.

Revision Number Revision Date Incorporated By

2 11 July 2018 MAF International
3 14 June 2021 MAF International
4 18 May 2022

Operations Manual Part B - GA8TC

 Page: 0-10 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

0.4 Summary of Changes

Note: The MAF internal document amendment tracking reference number is shown inside square
brackets.

Page Comment

0-9 Throughout - Changed charter and RPT terms to air transport or deleted as required. [22-165] Changed
'amendment' to 'revision'. [21-337]
0-9 0.3 Record of Revisions - Updated for Revision 4.

0-10 0.4 Summary of Changes - Added for Revision 4.

0-11 0.5 List of Effective Pages - Updated for Revision 4.

0-13 0.6 Distribution List - Removed Document Controller from list.

2-8 2.3.1 Flight Check System Approval - Reworded. [22-165]

15-4 15.4 Aspen Evolution - Changed CTM to Head of Crew Training. [22-165]

Operations Manual Part B - GA8TC

 Page: 0-11 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

0.5 List of Effective Pages

Chapter Page Revision Date Chapter Page Revision Date

4 18 May 2022 2 15 3 14 June 2021
3 14 June 2021 2 16 3 14 June 2021
0 1 3 14 June 2021 2 17 3 14 June 2021
0 2 3 14 June 2021 2 18 3 14 June 2021
0 3 3 14 June 2021 2 19 3 14 June 2021
0 4 3 14 June 2021 2 20 3 14 June 2021
0 5 3 14 June 2021 2 21 3 14 June 2021
0 6 3 14 June 2021 2 22 3 14 June 2021
0 7 3 14 June 2021 2 23 3 14 June 2021
0 8 4 18 May 2022 2 24 3 14 June 2021
0 9 4 18 May 2022 2 25 3 14 June 2021
0 10 4 18 May 2022 2 26 3 14 June 2021
0 11 4 18 May 2022 2 27 3 14 June 2021
0 12 4 18 May 2022 2 28 3 14 June 2021
0 13 4 18 May 2022 2 29 3 14 June 2021
0 14 4 18 May 2022 2 30 3 14 June 2021
0 15 4 18 May 2022 2 31 3 14 June 2021
0 16 3 14 June 2021 2 32 3 14 June 2021
0 17 4 18 May 2022 2 33 3 14 June 2021
0 18 4 18 May 2022 2 34 3 14 June 2021
0 19 3 14 June 2021 2 35 3 14 June 2021
0 20 3 14 June 2021 2 36 3 14 June 2021
0 21 3 14 June 2021 2 37 3 14 June 2021
0 22 3 14 June 2021 2 38 3 14 June 2021
1 1 3 14 June 2021 2 39 3 14 June 2021
1 2 3 14 June 2021 2 40 3 14 June 2021
1 3 4 18 May 2022 2 41 3 14 June 2021
1 4 3 14 June 2021 2 42 3 14 June 2021
2 1 3 14 June 2021 2 43 3 14 June 2021
2 2 3 14 June 2021 2 44 3 14 June 2021
2 3 3 14 June 2021 3 1 3 14 June 2021
2 4 3 14 June 2021 3 2 3 14 June 2021
2 5 3 14 June 2021 3 3 3 14 June 2021
2 6 3 14 June 2021 3 4 3 14 June 2021
2 7 3 14 June 2021 4 1 3 14 June 2021
2 8 4 18 May 2022 4 2 3 14 June 2021
2 9 3 14 June 2021 4 3 3 14 June 2021
2 10 3 14 June 2021 4 4 3 14 June 2021
2 11 3 14 June 2021 4 5 3 14 June 2021
2 12 3 14 June 2021 4 6 3 14 June 2021
2 13 3 14 June 2021 4 7 3 14 June 2021
2 14 3 14 June 2021 4 8 3 14 June 2021
(continued)

Operations Manual Part B - GA8TC

 Page: 0-12 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

Chapter Page Revision Date Chapter Page Revision Date

4 9 4 18 May 2022 10 3 3 14 June 2021
4 10 3 14 June 2021 10 4 3 14 June 2021
4 11 3 14 June 2021 10 5 3 14 June 2021
4 12 3 14 June 2021 10 6 3 14 June 2021
5 1 3 14 June 2021 11 1 3 14 June 2021
5 2 3 14 June 2021 11 2 3 14 June 2021
5 3 3 14 June 2021 11 3 3 14 June 2021
5 4 3 14 June 2021 11 4 3 14 June 2021
6 1 3 14 June 2021 12 1 3 14 June 2021
6 2 3 14 June 2021 12 2 3 14 June 2021
6 3 3 14 June 2021 12 3 3 14 June 2021
6 4 3 14 June 2021 12 4 3 14 June 2021
7 1 3 14 June 2021 13 1 3 14 June 2021
7 2 3 14 June 2021 13 2 3 14 June 2021
7 3 3 14 June 2021 13 3 3 14 June 2021
7 4 3 14 June 2021 13 4 3 14 June 2021
8 1 3 14 June 2021 14 1 3 14 June 2021
8 2 3 14 June 2021 14 2 3 14 June 2021
8 3 3 14 June 2021 14 3 3 14 June 2021
8 4 3 14 June 2021 14 4 3 14 June 2021
8 5 3 14 June 2021 15 1 3 14 June 2021
8 6 3 14 June 2021 15 2 3 14 June 2021
9 1 3 14 June 2021 15 3 3 14 June 2021
9 2 3 14 June 2021 15 4 4 18 May 2022
9 3 3 14 June 2021 15 5 3 14 June 2021
9 4 3 14 June 2021 15 6 3 14 June 2021
9 5 3 14 June 2021 15 7 3 14 June 2021
9 6 3 14 June 2021 15 8 3 14 June 2021
9 7 3 14 June 2021 16 1 3 14 June 2021
9 8 3 14 June 2021 16 2 3 14 June 2021
10 1 3 14 June 2021 16 3 3 14 June 2021
10 2 3 14 June 2021 16 4 3 14 June 2021

Operations Manual Part B - GA8TC

 Page: 0-13 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

0.6 Distribution List

Distribution List
Copy Holder Copy No.
Head of Flight Operations 01
Electronic Copies – Copy Holder
MAF Intranet
Manual Author
CASA
EFB Administrator

The Operations Manual is available to all Company pilots and Operations staff in electronic format via
the Company intranet. Additional copies may be distributed and controlled by the person responsible
for documentation control.

Operations Manual Part B - GA8TC

 Page: 0-14 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

0.7 Manual Control and Arrangement

0.7.1 Manual Control

a. The Manual Author for this manual is the MAF Fleet Training Captain (Single Engine Piston).

b. All changes must be approved by the Manual Author.

c. This Manual is accepted by CASA and MAFI shall provide CASA with a copy of each revision
as soon as practicable after its incorporation into the manual.

d. This manual is controlled by processes described in the Quality Manual Section 8 –

Document and Data Control.

e. Controlled hard copies of this manual will have an individual copy number on the front cover
(with coloured MAF logo) which correlates with the distribution list in Section 0.6 -
Distribution List.
f. Digital copies of this manual are labelled “MAF Electronic Copy”.

g. All revisions shall be forwarded to Manual holders for incorporation into their copy of the
manual.
h. All manual holders shall indicate receipt of revisions by returning the “Acknowledgement Slip”
to the Document Controller.

0.7.2 Manual Arrangement

a. This manual is divided into SECTIONS (Level 1) and APPENDICES where a section relates
to a topic within the manual and an appendix relates to a supplemental and information
provided with the manual.
b. The sections are further divided into sub-sections using the following logic:

1. 6. 5. 1.
Sub-section Level 4
Sub-section Level 3
Sub-section Level 2
Section Level 1

c. General text in paragraph form does not appear in the Table of Contents.

Operations Manual Part B - GA8TC

 Page: 0-15 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

d. This first section of the manual gives a standard introduction to the manual. The sub-sections
of this Section 0 are as follows:

i. Section 0 – Introduction
ii. 0.1 – Table of Contents

iii. 0.2 – Foreword

iv. 0.3 – Record of Revisions
v. 0.4 – Summary of Changes

vi. 0.5 - List of Effective Pages

vii. 0.6 - Distribution List

viii. 0.7 - Manual Control and Arrangement

ix. 0.8 - Abbreviations

x. 0.9 – Glossary of Terms

e. The editing practices used in this manual are as follows:

i. “Revision” is used to refer to changes made to pages which are then issued as
updates to the current version.
ii. All revisions shall be recorded on the Summary of Changes, Record of Revisions, in
the List of Effective Pages and annotated by a black vertical bar on the outside
margin adjacent to the amended text or diagram.

Operations Manual Part B - GA8TC

 Page: 0-16 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

0.8 Abbreviations
Abbreviation Definition
A/P Auto Pilot
AAI Assigned Altitude Indicator
ACP Acceleration Check Point
AFC Abbreviated Flight Checklist
AFF Automated Flight Following
AFM Aircraft Flight Manual
AGL Above Ground Level
AHRS Attitude Heading Reference System
AI Attitude Indicator
AMSL Above Mean Sea Level
AOW Aircraft Operational Weight
APE Aero Acoustics Payload Extender
ASI Airspeed Indicator
ATC Air Traffic Control
ATL Aircraft Technical Log
ATOP Alternate Takeoff Power
ATS Air Traffic Services
AUW All Up Weight
CAO Civil Aviation Orders
CAR Civil Aviation Regulations
CASA Civil Aviation Safety Authority
CASR Civil Aviation Safety Regulations
CB Circuit Breaker
CG Centre of Gravity
CHT Cylinder Head Temperature
DFR Daily Flight Record
DG Dangerous Goods
DH Decision Height
DI Direction Indicator
EFB Electronic Flight Bag
EFIS Electronic Flight Indication Systems
EGT Exhaust Gas Temperature
ELT Emergency Locator Transmitter
EMS Engine Monitoring System
EPA Environmental Protection Agency
EPL Emergency Power Lever
FL Flight Level
FOM Flight Operations Manager
GA8 GippsAero GA8 Airvan and derivatives
GNSS Global Navigation Satellite System
GPS Global Positioning System
HF High Frequency - Radio
IAP Instrument Approach Procedure
IATA International Air Transport Association

(continued)

Operations Manual Part B - GA8TC

 Page: 0-17 ​

0 - Introduction Date: 18 May 2022

Revision: 4
MAF International

Abbreviation Definition
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
IMC Instrument Meteorological Conditions
LAHSO Land and Hold Short Operations
LDA Landing Distance Available
LDR Landing Distance Required
LM Load Manifest
LOP Lean of Peak [EGT]
LPH Litres Per Hour
LSA Lowest Safe Altitude
LSALT Lowest Safe Altitude
MAF. MAF International
MC Maintenance Controller
MDH Minimum Decision Height
MEL Minimum Equipment List
MLW Maximum Landing Weight
MR Maintenance Release
MTOW Maximum Takeoff Weight
NAA National Aviation Authority
NEF Non-essential Equipment and Furnishings
NG Ng - Engine Compressor Speed % RPM
NM nm - Nautical Mile
NP Np - Propeller RPM
NPA Non Precision Approach
OAT Outside Air Temperature
OBS Omni Bearing Selector
OCH Obstacle Clearance Height
OM Operations Manager
OM. Operations Manual
PA Precision Approach
PFD Primary Flight Display
PIC Pilot in Command
PLB Personal Location Beacon
PPH pph - Pound Per Hour
PSI psi - Pounds Per Square Inch
PT Procedure Turn
QNH Barometric Pressure at Sea Level
QRH Quick Reference Handbook
QTS Qts - Quarts
ROD Rate of Descent
ROP Rich of Peak [EGT]
RPM Revolutions per minute
SAP Safe Abort Point
SOP Standard Operating Procedures
TAS Traffic Advisory System
TCP Training & Checking Pilot

(continued)

Operations Manual Part B - GA8TC

 Page: 0-18 ​

0 - Introduction Date: 18 May 2022

MAF International Revision: 4

Abbreviation Definition
TIT Turbine Inlet Temperature
TOD Top of Descent
TODA Takeoff Distance Available
TODR Takeoff Distance Required
TORA Takeoff Runway Available
TORR Takeoff Runway Required
TQ Tq - Engine Torque
VA Va - Manoeuvring Speed
VAPP VApp - Final Approach Speed
VFE Vfe - Maximum Flap Extension Speed
VFR Visual Flight Rules
VG Vg - Best Glide airspeed
VG. Vortex Generator
VMC Visual Meteorological Conditions
VMO Vmo - Maximum Operating Speed
VOC Voc - Safe Obstacle Climb Speed
VR Vr - Rotation airspeed
VREF Vref - Reference Landing Approach Speed
VSI Vertical Speed Indicator
VTOSS Vtoss - Take-off Safety Speed
VX Vx - Best Angle of Climb Speed
VY Vy - Best Rate of Climb Speed
WF Wf - Engine Fuel Flow lbs/hr

NM NP NG PPH PSI VAPP VFE VMO VY VX WF

AGL AI AHRS AMSL AOW A/P APE ATS CAO CAR CASA CASR CB CG DH DG DFR EFB EFIS EGT ELT EPA EPL F
VSI AAI ACP AFF ASI ATC ATL AUW CHT DI EMS LSALT LOP MLW ROD ROP TCP TIT TORA
TORR VG. MAF. ATOP GA8 C

Operations Manual Part B - GA8TC

 Page: 0-19 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

0.9 Glossary of Terms

Term Meaning
Altitude Height above mean seal level (AMSL) when in flight
Can or May Used to indicate discretion by the responsible person.
Company Pilot Any pilot engaged in commercial operations under the authorisation of
the MAF International Air Operator's Certificate is deemed to be a
company pilot and is bound by the Company's Operations Manual.
The Company Any reference in this manual to the Company refers to MAF International
(Aviation Services).
Elevation Height above mean seal level (AMSL) when in contact with the ground
Flight Sector The section of a flight between take-off and landing.
Flight Time The total time from the moment an aircraft first moves for the purpose of
flight until the moment it finally comes to rest at the end of the flight. Pilots
may, however, use the aircraft hours, taken to record maintenance
release time and add 6 min (0.1 hr) for each landing.
Note: Flight time as here defined is synonymous with the term “block to
block” time or “chock to chock” time in general usage which is measured
from the time an aircraft first moves for the purpose of the flight until it
finally stops at the end of the flight.
Incident An occurrence, other than an accident, associated with the operation of
an aircraft which affects or could affect the safety of an operation.
Must or Shall Used to indicate a mandatory requirement
National Aviation Any reference in this manual to the National Aviation Authority means the
Authority Civil Aviation Safety Authority of Australia (CASA Australia), except in
relation to operations outside Australian territories, in which case it may
refer to CASA Australia and/or the local regulating authority.
Should Used to indicate a highly recommended policy, procedure, or practice.
Any person not using these shall show that the deviation will not
compromise safety.

Operations Manual Part B - GA8TC

 Page: 0-20 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

0.10 General Information

0.10.1 Introduction
This manual contains information and instructions pertaining to the operation of GippsAero
GA8-TC 320 (GA8TC) aircraft in MAFI operations.

0.10.2 Approved Aircraft Flight Manual (AFM)

The AFM must be carried in the aircraft during all operations. This manual should be read in
conjunction with the AFM, and is intended to provide more detailed and specific information for the
use of GA8TC aircraft in MAFI operations. Aircraft must be operated in accordance with the approved
data and limitations contained in the AFM, including approved supplements, at all times. If conflict
exists between the data in this manual and the AFM, this manual shall be regarded as secondary.

For equipment not included in the AFM or its supplements, such as the GPS, refer to the relevant
Operators Handbook provided by the equipment manufacturer

0.10.3 Standard Operating Procedures (SOP’s)

Standard Operating Procedures (SOPs) form the basis for standardising operations of the GA8
aircraft within MAFI.

The Operations Manual Part B published in two volumes – the Standard Operating Procedures and
Quick Reference Handbook - is the primary reference which describes these operations.
Compliance with these standardised procedures will ensure that an appropriate level of safety and
service is maintained throughout MAFI’s flight operations.

However, SOPs cannot be produced for all operating scenarios, or for rapidly changing environments,
therefore the Pilot in Command is authorised to adapt and deviate from standard operating
procedures in order to maintain an appropriate level of safety in the prevailing conditions.

The PIC should conduct a mental threat and error assessment before deviating from SOPs so that
potential risks have been identified and, where possible, mitigated

0.10.4 Quick Reference Handbook (QRH)

For ease of reference, the Company provides a document known as the QRH which contains:

a. FCS Emergency Checklists

b. FCS Pre-Flight and In Flight Checklists

c. FCS Normal Operational Procedures

d. FCS Abbreviated Flight Checklist (AFC)

e. FCS Door Checklist

f. Piston Engine Management SOPs

The QRH forms part of the aircraft’s Flight Check System and must be carried on all flights, refer to
section 2.3 - Flight Check System FCS.

Operations Manual Part B - GA8TC

 Page: 0-21 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

0.10.5 Operating Differences between Aircraft

Differences which affect the operational performance of the aircraft shall be noted in this manual and the
associated Quick Reference Handbook.

Company aircraft may be fitted with an optional cargo pod fitted to the underside of the fuselage. The
cargo pod amends the best glide airspeed for emergency operations.

Two versions of the Speed Reference Table (see section 2.11.5 - Speed Reference Tables) have
been produced, one with and one without the pod, to reflect the different glide airspeeds.

Items of equipment which may be carried on the aircraft, depending on the type of operation and
aircraft configuration, and have been included in procedures and checklists are denoted with an
asterisk *.

0.10.6 Units of Measurement

The company policy is stated in Operations Manual Part A section 0.12 – Units of Measurement.

Operations Manual Part B - GA8TC

 Page: 0-22 ​

0 - Introduction Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 1-1 ​

1 - Limitations Date: 14 June 2021

Revision: 3
MAF International

1 Limitations 1-1
1.1 General 1-3

1.2 Crew Composition 1-3

1.3 Types of Operation 1-3

Operations Manual Part B - GA8TC

 Page: 1-2 ​

1 - Limitations Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 1-3 ​

1 - Limitations Date: 18 May 2022

Revision: 4
MAF International

1.1 General
Aircraft must be operated in accordance with the approved data and limitations contained in the AFM,
including approved supplements, at all times. If conflict exists between the data in this manual and
the AFM, this manual shall be regarded as secondary.

1.2 Crew Composition

The normal operating crew for a GA8TC consists of one pilot. The pilot normally occupies the left
hand control seat.

Two pilots may be assigned when a flight will involve training or checking. Refer to OM-D for the
duties, responsibilities and authority of pilots during training and checking operations.

A pilot who holds an MAFI training or checking authorisation may operate a GA8TC aircraft from the
right hand control seat to maintain currency if:

a. The left hand control seat is occupied by another company pilot authorised to act as PIC of
GA8TC aircraft, or
b. There are no passengers carried on the flight.

1.3 Types of Operation

Company GA8TC aircraft are approved for Day VFR, Night VFR and IFR operations subject to:

a. The required equipment being installed and serviceable, and

b. The aircraft being maintained and released to service in the appropriate category, as
indicated on the Aircraft Technical Log or Maintenance Release.

Air transport operations in Company GA8TC aircraft are only permitted by day and under the VFR.

Aerial Work and Private Operations in GA8TC aircraft may be conducted at night and/or under the
IFR with the permission of the Head of Flight Operations or delegate.

Operations Manual Part B - GA8TC

 Page: 1-4 ​

1 - Limitations Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 2-1 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2 Amplified Normal Procedures 2-1

2.1 Operational Information 2-5

2.1.1 Standard Operating Chart 2-5

2.2 General Information 2-6

2.2.1 Stability during Loading 2-6

2.2.2 Manoeuvring the Aircraft on the Ground 2-6

2.2.3 Lights 2-6

2.2.3.1 Pulsating Lights 2-6

2.2.4 Aircraft Securing 2-7

2.3 Flight Check System FCS 2-8

2.3.1 Flight Check System Approval 2-8

2.3.2 FCS Overview 2-8

2.3.3 MAFI’s FCS Philosophy 2-8

2.3.3.1 Procedures and Flow Patterns 2-9

2.3.4 FCS Quick Reference Handbook Colour Key 2-9

2.3.5 FCS Expanded Pre-flight and Flight Checklist 2-10

2.3.6 FCS Cockpit Flow Patterns 2-10

2.3.7 FCS Abbreviated Flight Checklist (AFC) 2-12

2.3.8 FCS Door Checklist 2-12

2.4 Pre-flight Inspection 2-13

2.5 Refuelling 2-13

2.6 Engine Start 2-13

2.7 Avionics & Instruments 2-14

2.7.1 General 2-14

2.7.2 Global Navigation Satellite System (GNSS) 2-14

2.7.3 Navigation Aids (Navaids) 2-14

2.7.4 Communication Radios 2-15

2.7.5 Barometric Altimeters 2-15

2.7.6 Automatic Flight Following (AFF) 2-15

2.7.7 Setting of Instruments and Indicators 2-16

Operations Manual Part B - GA8TC

 Page: 2-2 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.8 Taxi and Instrument Check 2-17

2.8.1 Taxiing 2-17

2.8.2 Instrument Check 2-18

2.9 Systems Checks 2-19

2.9.1 Aircraft Systems Check 2-19

2.9.2 Engine Systems Check 2-19

2.9.2.1 Comprehensive Check 2-20

2.9.2.2 Magneto Check 2-20

2.9.2.3 Excessive RPM Drop 2-20

2.9.2.4 Insufficient RPM Drop 2-21

2.9.3 Avionics Systems Checks 2-21

2.10 Standard Visual Circuit 2-21

2.11 Pre-takeoff Briefing 2-22

2.11.1 General 2-22

2.11.2 Safe Abort Point 2-23

2.11.3 Acceleration Check Point 2-23

2.11.4 Take-off Power Check 2-24

2.11.5 Speed Reference Tables 2-25

2.12 Takeoff 2-26

2.12.1 Normal Takeoff 2-27

2.12.2 Short Field 2-27

2.12.3 Soft Field Takeoff 2-27

2.12.4 Cross-wind Takeoff 2-28

2.12.5 Flapless Takeoff 2-29

2.13 Climb 2-30

2.13.1 Climb Power Settings 2-30

2.13.2 Maximum Performance Climb 2-30

2.13.3 Climb Mixture Settings 2-30

2.13.3.1 85% Climb Power and below 2-31

2.13.3.2 Maximum available climb power 2-31

Operations Manual Part B - GA8TC

 Page: 2-3 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.13.3.3 Reserved 2-31

2.13.3.4 Rough-running engine 2-31

2.14 Cruise 2-32

2.14.1 Cruise Power Settings 2-32

2.14.2 Cruise Mixture Settings 2-34

2.14.2.1 Cruise leaning procedure 2-35

2.14.3 Range 2-36

2.14.4 Endurance 2-36

2.14.5 Precautionary Cruise 2-36

2.14.6 Terrain and Low Flying (500-1000 ft AGL) 2-36

2.15 Engine Condition Trend Monitoring 2-37

2.16 Descent 2-37

2.17 Holding 2-37

2.18 Airstrip Review and Approach Briefing 2-38

2.18.1 Committal Point 2-39

2.19 Visual Approach and Landings 2-39

2.19.1 Stabilised Approach Criteria 2-39

2.19.2 Approach and Performance Considerations 2-39

2.19.2.1 Approach Speed 2-40

2.19.2.2 Landing Performance 2-40

2.19.3 Normal Landing 2-40

2.19.4 Short Field Landing 2-40

2.19.5 Soft Field Landing 2-41

2.19.6 Cross-wind Landing 2-41

2.19.7 Flapless Approach and Landing 2-41

2.19.8 Go-Around 2-42

2.20 Instrument Approach 2-42

2.21 After Landing 2-42

2.22 Shutdown and Parking 2-42

2.22.1 Parking and Security – During Operations 2-43

2.22.2 Aircraft Parking and Security – Extended Periods 2-43

Operations Manual Part B - GA8TC

 Page: 2-4 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 2-5 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.1 Operational Information

Only selected data is given below. For complete information refer to the GA8TC AFM and associated
Increased Gross Weight and Cargo Pod AFMS.

2.1.1 Standard Operating Chart

Operations Manual Part B - GA8TC

 Page: 2-6 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.2 General Information

2.2.1 Stability during Loading
The aircraft is normally stable during passenger and freight loading and unloading operations
therefore the use of a tail stand is not required. However, the pilot should consider the risk of
overbalance when handling unusual loads.

2.2.2 Manoeuvring the Aircraft on the Ground

When the aircraft is to be manoeuvred manually on the ground, a tow bar should always be used. At
any time the aircraft is manoeuvred manually on a significant slope, the aircraft brakes should be
guarded.

2.2.3 Lights
The GA8TC has strobing recognition lights fitted which should be activated from before engine start
to after engine shutdown. They may remain switched on after shutdown to provide an external
indication that the master switch has been left on.

However, at night when operating on the apron, the navigation position lights may be used in place of
the strobe lights.

For the use of landing lights refer to the Operations Manual Part A section 12.2.2 – Use of Landing
Lights.

2.2.3.1 Pulsating Lights

The landing lights and taxi lights may be fitted with a pulsating function to improve conspicuity to
other traffic, both on the runway and when airborne. Pulsating lights also lower the risk of bird-strikes.
However, the effect is significantly lessened when used at the same time as co-located static lights,
such as the taxi lights. Along with strobing recognition lights, the effect could be distracting and
disorientating at night or when entering IMC.

The AeroLED pulsating system utilises LED lamp units with an expected service life greater than
20,000 hours. The pulsating function may therefore be permanently active during the flight.

The following procedures are recommended for normal operations:

a. Pulsating lights may be used at all times the pilot deems their use increases safety.
b. Steady taxi lights should be used as required during the taxi phase.

c. During the “Runway Items”, taxi lights should be turned off and the pulsating lights should be
turned on, unless conditions warrant otherwise, e.g., at night or entering IMC soon after
departure.
d. Pulsating lights may be turned off at Top of Climb or left on for the remainder of the flight.

e. Pulsating lights should be turned on again at Top of Descent and turned off after landing as
part of the “After Landing” checks. Steady taxi lights should be used as required during the
taxi phase.

Operations Manual Part B - GA8TC

 Page: 2-7 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.2.4 Aircraft Securing

For short stops, the aircraft should be chocked, controls secured and the aircraft positioned into wind.
Refer to Section 2.22 - Shutdown and Parking for further requirements on securing the aircraft.

Operations Manual Part B - GA8TC

 Page: 2-8 ​

2 - Amplified Normal Procedures Date: 18 May 2022

Revision: 4
MAF International

2.3 Flight Check System FCS

2.3.1 Flight Check System Approval
The MAFI GA8TC flight check system does not require CASA approval.

2.3.2 FCS Overview

The MAFI Flight Check system has been written to reflect MAF’s operational environment,
requirements, standard operating procedures (SOPs) and cockpit philosophy. The FCS includes
terminology common to MAF’s global operation and this is necessary to facilitate shared
understanding and application across all of MAF’s operating programmes.

All components of the FCS as specified in this Operations Manual Part B or the accompanying QRH
are predicated by the letters FCS to indicate applicability.

2.3.3 MAFI’s FCS Philosophy

One of the most effective methods of integrating checklist sequences into single crew operations is
the cockpit flow pattern. Using this method, the required tasks are performed by the pilot following a
set flow pattern and then a checklist is used to confirm that critical elements of the flow pattern have
been correctly completed.

The Company has created flow patterns and common mnemonics to bring a consistent methodology
that easily transfers between different aircraft.

The Expanded Checklist is used to learn flow patterns and memorised procedures, see the table
below. Once the pilot has become proficient in recalling and applying these sequences, the
Abbreviated Flight Checklist (AFC) can then be used to confirm the critical items.

The Door Checklist is a confirmation tool to ensure ground-based activities have been completed
before entering the cockpit or after parking the aircraft.

Operations Manual Part B - GA8TC

 Page: 2-9 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.3.3.1 Procedures and Flow Patterns

Some checklist sequences have been designated as ‘procedures’ when the sequence does not fit
into a cockpit flow pattern, e.g. Before Start and Systems Check.

Checklist Function Learn Perform Confirm

Operational Phase Expanded Memorised Flow AFC or QRH Door
Checklist Procedure Pattern Checklist
Pre-Flight Inspection ✓ ✓
Walk Around ✓ ✓ ✓
Before Start ✓ ✓ ✓
Engine Start ✓ ✓
After Start ✓ ✓ ✓
Taxi ✓ ✓
Run Up (all flights) ✓ ✓
Systems Check (first flight) ✓ ✓ ✓
Runway & Line Up ✓ ✓ ✓
After Takeoff ✓ ✓ ✓
Climb^ ✓ ✓ ✓
Cruise^ ✓ ✓ ✓*
Descent^ ✓ ✓ ✓
Pre-landing ✓ ✓ ✓
Final ✓ ✓
Stop & Go (training) ✓ ✓
After Landing ✓ ✓
Pre-Shutdown ✓ ✓ ✓
Shutdown ✓ ✓ ✓
After Last Flight ✓ ✓ ✓

^ For each new segment

When checklist flows and procedures contain critical items to the continued safe operation of the
aircraft, they shall be confirmed by a ‘check stage’.

Checklist procedures and other reference material that will be used by the pilot during flight
operations can be found in the GA8TC Quick Reference Handbook (QRH), MTLO.QRH.08.

2.3.4 FCS Quick Reference Handbook Colour Key

The following colours are used in the QRH to denote the type of checklist.
1 Emergency drill; boxed actions recalled from memory
2 Emergency or abnormal procedure; actioned from QRH
3 Memorised flow or procedure; confirmed with AFC
4 Memorised flow or procedure; unconfirmed

Operations Manual Part B - GA8TC

 Page: 2-10 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.3.5 FCS Expanded Pre-flight and Flight Checklist

The Expanded Checklist comprehensively describes the actions and checks which should be carried
out during normal flight operations. It is the primary reference for learning the cockpit flows and
procedures, and periodic use of the Expanded Checklist will refresh and reinforce the memorised
sequences and detail.

Pilots who have not completed a training event or check flight in the type using the cockpit flow
system, or who have lost proficiency, should refer to the Expanded Checklist until confidence in the
recall of flow and procedural sequences has been established. Pilots may choose to refer to the
Expanded Checklist at other times.

Aircraft should be stationary when using the Expanded Checklist to perform the Run Up and Runway
Items check.

The format and content of the Expanded Checklist can be found in the Company QRH.

2.3.6 FCS Cockpit Flow Patterns

The theme used follows the structure FUEL – FLAP – FLOW, with the individual cockpit areas generally swept
as follows:

Centre console Upwards from floor to parking brake

Engine instruments Left to right from ignition switch to MAP / fuel pressure gauge
NAV / COM equipment Top to bottom
Flight instruments Right to left, then via the suction gauge* to the annunciators
Overhead electrical panel Circuit breakers, then switches

Consistent use of the flow patterns should ensure that all items are correctly actioned in the
appropriate sequence. The AFC contains the confirmation steps to assure correct configuration of
critical items before progressing to the next phase.

Cockpit flow patterns have been developed for the following phases:

Ground phases Airborne phases

Pre-Flight Inspection After Take-off
Engine start Climb
After start Cruise
Runway & Line Up Descent
After Landing Pre-Landing

Operations Manual Part B - GA8TC

 Page: 2-11 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

Each flow pattern follows the same basic pathway around the cockpit although not all segments are
required for each phase. This common flow pattern is described below.

The procedures below do not form a coherent cockpit flow and their specific sequences shall be
learnt from the Expanded Checklist and memorised:

Ground phases Airborne phases

Before start Final
Taxi
Run Up
Systems Check
Pre-shutdown
Engine Shutdown
Between Flights

Operations Manual Part B - GA8TC

 Page: 2-12 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.3.7 FCS Abbreviated Flight Checklist (AFC)

The Abbreviated Flight Checklist is used to confirm correct completion of the memorised checklist
flows and procedures:

Operational phase Perform confirmation

Before Start before preparing the engine for start up
After Start before taxi phase
Run Up before Runway Items phase
Systems Check (1st Flight) before Runway Items phase
Runway Items before take-off roll
After Take-off after established outbound
Climb during an extended climb and any subsequent climb
Cruise during each cruise segment
Descent during each descent segment
Pre-landing before established at a standard Final position
Pre-shutdown before Engine Shutdown phase
Shutdown before exiting cockpit

It is a “Read and Verify” checklist, whereby the pilot having performed the required actions from
memory, should then read the AFC phase check to confirm all actions have been completed. This
confirmation should take place soon after completing the associated sequence, at a point when
interruption is unlikely, and workload capacity allows. These check stages are identified by orange
title headers in the AFC and the shading highlights the specific items to be confirmed.

Other memorised sequences (flows and procedures), not requiring confirmation, are identified by blue
title headers. They are presented on the AFC to provide a prompt to the pilot.

The content of the AFC is shown in the QRH.

2.3.8 FCS Door Checklist

The Door Checklist is a laminated checklist located on the inside surface of the pilot’s cockpit door.
Prior to every flight, the pilot shall perform a final clockwise walk around. During this walk around the
pilot shall ensure all items are stowed (e.g. covers and chocks) and the cabin doors are closed. The
pilot shall then consult the Door Checklist before cockpit entry to confirm that all items have been
completed and that the aircraft is ready for departure.

While checking “landing gear and chocks”, besides a brief check of the landing gear and tyres, the
pilot shall also ensure that any tow bar and chocks are removed.

Prior to securing the pilot’s cockpit door after the last flight of the day, the pilot shall consult the Door
Checklist to confirm that all of the Last Flight inspection items have been completed, and the aircraft
has been adequately secured.

The format and content of the Door Checklist can be found in QRH.

Operations Manual Part B - GA8TC

 Page: 2-13 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.4 Pre-flight Inspection

Before the first flight of the day a full and thorough inspection shall be carried out in accordance with
the Pre-flight Expanded Checklist found in the QRH. Pilots must carry out each component of the pre-
flight inspection methodically and consistently so that no item is missed.

Once pilots become familiar with the pre-flight inspection procedures, weekly revision and cross
checking with the expanded checklist should occur to ensure that no items are missed.

The list below highlights the major components of the Pre-flight Inspection:
General condition, doors unlocked, covers removed,
Aircraft overview
windshield clean.
Fuel, drains and oil Levels and quality
Documentation, cabin, flight controls, avionics, electrics
Cabin inspection
and lights
Engine and airframe inspection Security, damage, operation

Before each flight, a walk-around check shall take place in accordance with the Door Checklist, and
confirmed before entering the cockpit.

2.5 Refuelling
Refuelling of the GA8TC, including procedures for electrical bonding, shall be carried out in
accordance with the procedures outlined in Section 10.2.7 – Fuel Usage Records of Operations
Manual Part A (MVHO.GEN).

The GA8TC has a maximum fuel tank level differential of 100 litres. It is not possible to manually
select the feed tank, therefore refuelling should maintain a reasonable balance between the two wing
tanks and provide usable fuel in both.

The fuel tank dipstick may be calibrated individually for each wing tank.

2.6 Engine Start

The Before Start confirmation should be completed before commencing the Engine Start procedure.
A careful look out in front and behind the aircraft shall be carried out before each start.

After start, the engine instruments should be scanned to ensure that all systems are operating
correctly, specifically:
Voltmeter and Ammeter Regulating and charging
Oil pressure Normal for engine temperature within 30
seconds of start
Fuel pressure Stable in the gauge green arc, fuel pump
switched OFF if smooth running is possible.
Suction* Normal for idle RPM

At elevations above 5000 ft, and if extended ground operations are anticipated at any elevation, the
mixture should be leaned aggressively. When doing so, the mixture should be leaned as far as
possible whilst still maintaining smooth running.

Once the engine is running and stabilised, the After Start checklist flow may be commenced.

Operations Manual Part B - GA8TC

 Page: 2-14 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.7 Avionics & Instruments

2.7.1 General
All Avionics equipment should be checked and tested before flight. The avionics check and set up
instruction are described by the Expanded Checklist and should be reviewed by the Company-
standard mnemonic G-N-R-G-A-S.
Initialised and self-test completed
G – GPS Database(s) confirmed current (for VFR & IFR operations)
Waypoint or destination selected
Departure Navaids tuned, identified and tested
N – Navaids
OBS / HSI* source selected and no CDI flag
Correct squawk code and mode set
R – Radar Transponder
Tested as required
AI Erect, and no flag present (elec)
G - Gyros DI Aligned, and no flag present (elec)
TC No flag present
EMS Initialised and fuel entered.
AFF Initialised
A – Automation
EFB* Initialised, remaining charge sufficient
EFIS* AHRS alignment completed
Tracks GPS and OBS* set to flight plan
S – Setup (STAR) Altitudes Altimeter subscale and AAI set
Radios Frequencies, MIC and volume set

At the completion of the After Start configuration, the critical items should be confirmed.

2.7.2 Global Navigation Satellite System (GNSS)

MAFI GA8TC aircraft are fitted with GNSS instrumentation in the form of GPS receivers.

The company policy for use of these receivers in IFR operations is described in the Operations
Manual Part A, MVHO.GEN, section 12.1.4 – Use of GNSS.

2.7.3 Navigation Aids (Navaids)

Although the GA8TC aircraft normally operate under VFR only, pilots may make use of ground based
navigation facilities.

The Company policy for use of navigation aids is described in the Operations Manual Part A,
MVHO.GEN, section 12.1.3 – Navigation Aids.

Operations Manual Part B - GA8TC

 Page: 2-15 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.7.4 Communication Radios

Company GA8 aircraft are normally fitted with two VHF and one HF communication radios.

The Company policy for use of communication radios is described in the Operations Manual Part A,
section 12.3 – Communications.

2.7.5 Barometric Altimeters

Before flight, if a current QNH is available, a ground check of the altimeter shall be made to ensure
that the maximum tolerance for VFR flight of 100 ft is not exceeded. For IFR flight at least one
altimeter shall not exceed a tolerance of 60 ft.

During flight pilots should set the QNH, as available:

Flight at or below 10 000 ft Altimeter Setting

Before Take off Local QNH
Climb Local QNH
Cruise Local QNH*
Descent Local QNH*
Approach and Landing Local QNH

* Area QNH may be used when beyond 100 nm of a local QNH.

Definitions for local and area QNH are contained in AIP ENR 1.7.

2.7.6 Automatic Flight Following (AFF)

Automated flight following equipment is normally installed in MAFI aircraft.

The Company policy for use of AFF equipment is described in the Operations Manual Part A, section
12.5 – Automated Flight Following.

The v2track AFF system starts automatically when the aircraft’s battery switch is turned ON. Pilots
shall visually confirm serviceability of the equipment following the first start of the day. The emergency
alert function of an AFF unit shall be used in accordance with the QRH, should be activated during
any emergency situation that would require a distress call, and may be activated in any other situation
at the pilot’s discretion.

Operations Manual Part B - GA8TC

 Page: 2-16 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.7.7 Setting of Instruments and Indicators

Flight instruments should normally be set as follows:

a. OBS to required track. (Departure track set prior to take-off.)

b. Heading bug to required heading. (Runway heading set prior to take-off, except when
departure instructions include a particular heading.)

c. Assigned Altitude Indicator / EFIS altitude bug:

i. In controlled airspace, set the assigned altitude

ii. For climb and cruise OCTA, set planned cruising level

iii. When entering CTA on climb, set the lower limit of controlled airspace until an
airways clearance has been obtained

iv. Descending OCTA in VMC, set circuit or desired altitude

v. Descending on an Instrument Approach, set to the altitude of the next descent step,
MSA, MDH, or DH as appropriate.

Operations Manual Part B - GA8TC

 Page: 2-17 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.8 Taxi and Instrument Check

During taxi, the brakes, steering and instruments shall be checked for normal operation.

The Engine Run Up procedure and first-flight Systems Check should be completed in the location that
best mitigates the environmental threats. It is recommended that the first Engine Run Up of the day is
completed whilst stationary, to allow time to monitor the EMS and instruments carefully and without
distraction.

Task scheduling and ‘head-down’ time should be managed to avoid performing checklist items at
times when situational awareness may be compromised.

2.8.1 Taxiing
Aspen equipped aircraft should remain stationary after start until attitude and heading information is
displayed, indicating that the AHRS alignment process is complete.

Taxiing should be accomplished using the minimum engine power and braking required. Avoid the
simultaneous use of brakes and power. Taxiing over loose gravel or stones should be done at low
engine RPM to minimise propeller damage.

A brake check should be performed at an appropriate point, and taxi speeds kept to a fast walking
pace when viewed from the cockpit. An expedited taxi may take place on the runway when necessary
to fit with traffic flow.

Operations Manual Part B - GA8TC

 Page: 2-18 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

Care should be exercised in strong winds, particularly in quartering tail wind conditions. As with any
high wing configuration aircraft, appropriate elevator and aileron control positions are essential during
taxiing operations, particularly during strong tail wind conditions. The diagram above gives guidance.

On soft or uneven surfaces the aircraft shall be taxied slowly with the control column fully back.
Shallow drains or depressions should be crossed at an angle to avoid the possibility of a propeller
strike.

Positive control is available to the pilot when taxiing the GA8TC due to the direct linkage type
nosewheel steering. Nosewheel steering should only be attempted when the aircraft is moving –
applying excessive force to the steering system (i.e. via the rudder) while the aircraft is stationary may
result in damage to the system.

Exercise caution when manoeuvring with wingtips close to other aircraft or objects, as the shape of
the wingtip may cause the pilot to misjudge its full width.

2.8.2 Instrument Check

During the taxi phase when the aircraft is making a turn to the left and right the gyro and compass
instruments should be checked to ensure that they are functioning correctly before take-off.

The GPS track and ground speed indications should also be cross-checked.

Operations Manual Part B - GA8TC

 Page: 2-19 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.9 Systems Checks

2.9.1 Aircraft Systems Check
The following is a list of Aircraft System checks and when they are required to be carried out.

Check Requirement
Cabin, harnesses & safety equipment First Flight of the Day
Fuel Drains First Flight and after Refuelling
Engine Oil First Flight & after Last Flight
External Aircraft Inspection First Flight
Final Aircraft Walk Around Each Flight
Brakes, Steering & Instrument Check Each Flight
Systems Check Each Flight
Magneto Check Each Flight
Runway Items Each Flight
After Take-off Check Each Flight
Climb & Cruise Checks Each Climb & Cruise segment
Descent Check Each Descent segment
Pre-Landing and Finals Check Each Flight
Pre-shutdown and Shutdown Each Flight
Last Flight Inspection Last Flight

Note: The pilot should remain aware of the engine oil level throughout the day.

2.9.2 Engine Systems Check

For general instructions on piston engine management refer to the PEMSOPs in the QRH.

Before the first flight of the day, a comprehensive check of the engine systems shall be carried out in
accordance with the expanded checklist. To give proper attention to the systems check, the aircraft
should normally be stationary and clear of loose debris to minimise the possibility of propeller
damage. When operating on loose surfaces, power should be applied in a manner that minimises
damage to the propeller, e.g. conduct the engine run up whilst taxiing.

The Engine Run Up procedure describes the minimum performance checks to complete before a
subsequent take-off. The pilot should consider additional engine and system checks as required to
mitigate the risks of the next flight operation. This may include repeating the entire System Check
procedure.

Operations Manual Part B - GA8TC

 Page: 2-20 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.9.2.1 Comprehensive Check

The first flight engine systems check covers the normal pre-flight engine run up plus the propeller
speed governor and engine driven fuel pump (EDFP) checks:

a. a. The propeller pitch control should be cycled no more than three times with the engine set
at 1500 RPM, with no more than a 500 RPM drop permitted. This proves the governing
system is serviceable and ensures that warm, low viscosity engine oil will be present
throughout the system. There is no requirement to cycle the propeller pitch on subsequent
flights.

b. The engine driven fuel pump (EDFP) is susceptible to wear, therefore a minimum fuel
pressure check shall be performed with the throttle at idle (500-800 RPM) and the electric
fuel pump switched off. The flight shall not proceed if the fuel pressure is below the red-line
of 12 psi. An observed daily trend towards the red-line pressure should be reported to the
Maintenance Controller as this suggests that the pump will soon become unserviceable.

2.9.2.2 Magneto Check

A check of individual magneto and ignition system performance shall be performed after each engine
start for the purpose of a flight. The oil pressure shall be monitored carefully as the RPM is increased
towards 2100 RPM. The engine is sufficiently warmed for the Run Up check when the oil pressure
remains below the red line pressure. This can normally be assured if the oil temperature has reached
a minimum of 50°C on the EMS display.

The maximum permitted drop running on one magneto is 175 RPM and the maximum difference
between magnetos is 50 RPM. These tolerances confirm correct timing, redundancy in the ignition
system and the absence of a fouled or defective spark plug.

With reference to the EMS display, the cylinder EGTs should rise uniformly when operating on one
magneto, and then fall back to their original level when BOTH magnetos are selected. This behaviour
is most simply observed by setting the EDM-800 display mode to ‘Normalised’ when the EGTs have
stabilised at 2100 RPM before the magneto checks, and then resetting the regular display mode after
they are completed.

The magneto selector shall be confirmed as reset to BOTH before take-off.

The EDM-800 should be set to display fuel flow before take-off is commenced.

2.9.2.3 Excessive RPM Drop

Should an excessive RPM drop occur while checking the magnetos combined with roughness and an
observed fall in one or more cylinder EGTs, plug fouling may be the cause. If this is suspected, set
2500 RPM and lean the mixture steadily until the EGTs rise and peak, and a slight drop in RPM is
seen. Observe the EMS for the problem cylinder EGT bars to rise; wait up to about 20 secs.

A second attempt to clear the problem may be carried out at 2700 RPM.

Enrichen the mixture and reset 2100 RPM to repeat the magneto checks. A persistent RPM/EGT drop
may indicate a defective plug or lead fouling, rather than carbon fouling, which needs further
investigation.

On loose surfaces, the clearing of a fouled plug should be performed whilst taxiing to minimise the
possibility of damage to the propeller.

Operations Manual Part B - GA8TC

 Page: 2-21 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.9.2.4 Insufficient RPM Drop

If both magnetos show an unusually small but similar RPM drop on single operation, the timing of
both magnetos may be incorrect. If one magneto has an unusually small RPM drop, then only that
magneto may be mistimed.

An insufficient RPM drop should be investigated before flight.

2.9.3 Avionics Systems Checks

The Aspen EFD 1000 unit contains a back-up battery which is charged when the unit is powered by
the aircraft electrical system. The charge status of the battery shall be checked during the avionics
set up on the first flight of the day, and completion confirmed during the Systems Check review.
The detail of the check is described in the QRH and EFD 1000 operating manual.

The GPS receiver performs a self-test on start up. The pilot shall review and accept the messages
displayed.

For use as a primary means of navigation, the GPS navigation database shall be current in
accordance with the requirements of the Operations Manual Part A section 12.1.4.4 – GNSS
Settings.

Before taxi on the first flight of each day the pilot should make check calls to verify the serviceability
of the radios, see Operations Manual Part A section 12.3.5 – Pre-Flight Check.

2.10 Standard Visual Circuit

Note: For weight-indexed take-off and approach speeds refer to the appropriate speed reference
table in the Quick Reference Handbook.

Operations Manual Part B - GA8TC

 Page: 2-22 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.11 Pre-takeoff Briefing

2.11.1 General
Prior to each departure the pilot shall conduct a self-brief, reviewing the runway and conditions,
intended take-off and departure procedure and considering abnormal and emergency scenarios.

The runway and conditions shall be reviewed using the “WindLASSO” mnemonic:

WIND wind direction and strength, gusts, etc.

Length take-off distance available for the intended operation
Altitude elevation of airstrip, cross-checked to altimeter
airstrip surface type and characteristics (e.g. grass, gravel, soft,
Surface
slippery)
Slope slope of the overall runway, and any variations
any obstacles which may impinge on or affect the take-off and
Obstructions
departure path

The take-off briefing should include:

The type of take-off to be made (static, rolling, normal, soft field, etc.)

Rotate and take-off airspeeds (VR and VTOSS ), initial climb airspeed

Nomination of a Safe Abort Point, and Acceleration Check Point

Actions in the event of a rejected take-off

Actions in the event of an engine failure or other abnormal operations after the Safe Abort
Point. Consideration should be given to the prevailing wind, the possibility of landing on
the runway remaining, the forced landing sites available, the direction of any turn and the
turn back height.

Normal operations - departure turn, track and altitude.

Example:

Taking off on runway 27, with a light crosswind from the left, 700 metres available is sufficient
for this weight. Elevation is sea level, dry gravel surface, slightly downhill. Obstacles are the
trees in the departure area.

I will use a short field take-off, rotating at 55 kt, initial climb at 68 kt.

Safe Abort Point will be abeam the parking bay; unless ops are normal, I will abort; ‘Throttle
idle, maximum braking, flaps up as required’.

Engine failure after the parking bay; ‘Pitch down for 80 kt, turning left for the river. Above 300
feet confirm mixture rich, fuel and pump on, magnetos both. No response; distress call, ELT and
passenger briefing if time, mixture, fuel, ignition and masters off, door latched open, flap as
required.

Normal operations will be a left turn at 500 feet, tracking 045, climbing to 3500 feet.

Operations Manual Part B - GA8TC

 Page: 2-23 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.11.2 Safe Abort Point

For each take-off a Safe Abort Point along the runway shall be selected. Its purpose is to provide the
pilot with a final decision point to abort the take-off, from which the aircraft should still be able to stop
on the runway with margin remaining.
Note: It is still possible to abort a take-off beyond the SAP, but the aircraft will almost certainly
overrun the runway – there will be no margin.
For a firm, dry and level runway the SAP will be less than halfway along the runway length - for long
runways this could be when already airborne.

The SAP should be adjusted accordingly to maintain an appropriate margin:

a. When taking off on a runway that is soft, wet or sloped,

b. Where the runway surface is less than ideal for braking,

c. Where environmental conditions predict a tailwind, windshear, etc.,
d. When lack of pilot currency or recency is a factor.

In certain conditions, e.g. steep or slippery downslopes, the SAP may be the brakes release point at
the start of the take-off roll.

2.11.3 Acceleration Check Point

For each take-off an Acceleration Check Point should be nominated. This provides a decision point
during the take-off roll to confirm the acceleration of the aircraft is adequate for the take-off to
continue. It is not to be confused with the Safe Abort Point.

The ACP is a tool to confirm that the surface conditions have been correctly assessed, that the
correct technique is being used for those surface conditions, and that there is no gross error in the
take-off weight calculation.

The pilot should estimate the likely point on the runway where the aircraft will become airborne
(TORR). The ACP position is nominated as half of this estimated length. The ACP guide distances
below should be adjusted for surface conditions, slope and wind On a marginal length airstrip, the
ACP should be no further than one third of the take-off distance available (TODA).

During the take-off roll the aircraft should achieve 70% of VR by the ACP. If performance is inadequate
at the ACP then the take-off roll should be aborted, or action taken in accordance with the pre take-off
safety brief.
Take-off Weight 70% of VR by ACP ACP = 50% TORR^
Sea Level 3000 ft AMSL
1905 kg 43 KIAS 230 m 300 m
1800 kg 42 KIAS 205 m 265 m
1700 kg 41 KIAS 180 m 235 m
1600 kg 40 KIAS 155 m 200 m
1500 kg 39 KIAS 135 m 175 m
1400 kg 38 KIAS 115 m 150 m
1300 kg 37 KIAS 100 m 130 m

^ Distance calculated for performance at 30°C, on level short dry grass, and increases by 10% per 1000 ft increase in elevation.

Operations Manual Part B - GA8TC

 Page: 2-24 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

When the airstrip characteristics require an early SAP, the ACP may possibly be beyond the SAP. In
this situation, surface condition should be assessed by other means, and, when practical, an engine
performance check at full power should be performed prior to brakes release.

2.11.4 Take-off Power Check

On every take-off, the engine performance shall be assessed with Take-off Power set. If the pilot has
concern about the engine performance, and the SAP has not been passed, the take-off shall be
aborted for an investigation of the problem.

The Take-off Power Check should confirm that the following engine parameters are normal for take-
off with Take-off Power set in the ambient conditions:

a. Oil temperature and oil pressure,

b. Fuel flow
c. CHT and EGT trends
d. RPM

e. Manifold pressure
f. Fuel pressure

Most of the above parameters are readily presented or alerted on the engine monitoring system,
therefore, a glance at the EMS may be included in the decision to continue past the SAP.

A static check is recommended on the first take-off of the day to allow an unhurried scan of the
parameters and allow engine temperatures to respond. However, if during a static check the aircraft
begins to slide with indications and trends appearing normal, the brakes should be released and the
take-off commenced.

Operations Manual Part B - GA8TC

 Page: 2-25 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.11.5 Speed Reference Tables

The speed reference table contains the normal operation airspeeds for rotation (VR), take-off (VTOSS)
and final approach (VREF). The manoeuvring speed (VA), flap-retracted and full-flap glide speeds (VG)
are also shown. The flap setting is indicated by the number suffix, where required.

Only aircraft modified for Increased Gross Weight take-off may use the 1905 kg performance data.
Airspeeds for an emergency overweight landing are shown in brackets and are not for use in normal
operations.

To aid nomination of the Acceleration Check Point, the guide distance in metres (ACP) has been
shown against take-off weight. The guide distance should be adjusted in accordance with section
2.11.3 - Acceleration Check Point.

The appropriate speed reference table shall be displayed in a suitable position such that it can be
easily read by the pilot.

Operations Manual Part B - GA8TC

 Page: 2-26 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.12 Takeoff
Refer to the Standard Visual Circuit, section 2.10 - Standard Visual Circuit, for a diagrammatic
representation of standard take-off and circuit operations in the GA8TC.

The Runway Items flow shall be confirmed before commencing the take-off roll. During pilot training
and checking events, the alternative Stop & Go flow may be used by the pilot for each subsequent
take-off, and verified by the TCP.

Take-off should not be commenced in Aspen equipped aircraft until the EFD1000 initialisation has
been completed, including air data computer and GPS functions.

Mixture shall be full rich for take-off at all elevations.

On runways that are sealed or well grassed, a full power check may be carried out prior to brakes
release. If during this check the aircraft begins to slide, release the brakes and commence the take-
off.

When taking off from loose surfaces, damage to the propeller will be minimised if take-off power is
smoothly applied with the aircraft in motion, and once aligned with the runway centre-line.

When power is applied for take-off, right rudder will be required to keep the aircraft on the centre-line.
Rotation should be gentle to limit the yaw force experienced.

Refer to the QRH Speed Reference Table for weight-indexed VR and VTOSS airspeeds. The power
settings used for take-off are:
GA8TC Setting Notes
Mixture full rich, at or above 5000 ft
Normal Take-off 38” MAP, 2500 RPM
pressure altitude
Mixture full rich, limited to below 5000
Alternate Take-off 40” MAP, 2500 RPM
ft pressure altitude

Pilots shall be ready to abort immediately should any critical abnormality occur before reaching the
nominated Safe Abort Point, or the aircraft fails to achieve satisfactory performance by the
Acceleration Check Point.

After clearing any immediate obstacles, accelerate to VY for initial climb and smoothly retract the flaps
after passing 71 KIAS. If a maximum angle climb is required, slowly retract the flaps whilst raising the
nose to capture VX.

Initial climb is conducted with flaps up and take-off power maintained to at least a height of 500 ft
AGL.

The After Take-off checklist flow should be performed after the aircraft is configured for the initial
climb and then confirmed when established outbound, as workload capacity permits.

Operations Manual Part B - GA8TC

 Page: 2-27 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.12.1 Normal Takeoff

The normal take-off method described in the AFM describes a short-field technique using a flap
setting of 14°. The short-field technique to be used in Company operations, based on flight trials, is
described below.
Note: Rotation is commenced 5 kt before the AFM scheduled rotation speed to avoid overshooting
the required Take-off Safety Speed (VTOSS ) and also allows for the gentler rotation action to
improve directional control. There is no loss of take-off performance compared to the AFM
technique and leads to improved controllability.

2.12.2 Short Field

To achieve the published take-off performance, VR 14 and VTOSS 14 speeds for the actual take-off weight
should be used.

The elevator should be held neutral through the initial part of the take-off roll.

Commence a gentle rotation at VR 14 and maintain sufficient elevator backpressure to hold the nose-
wheel slightly off the ground. The aircraft will normally become airborne at 55-60 KIAS; then
accelerate to capture VTOSS and maintain this speed until clear of immediate obstacles.

At a safe height, momentarily touch the brakes to stop wheel spin.

2.12.3 Soft Field Takeoff

The GA8TC is capable of raising the nose and becoming airborne in ground effect at relatively low
speed but the rudder authority is often insufficient to correct the significant left-turning yaw created by
any of the following conditions:

a. Positive rotation
b. Asymmetric drag
c. Transverse slope
d. A crosswind component

A careful assessment of the combination effect of these factors should be made before attempting a
soft-field take-off from a marginal length airstrip.

The nose-gear is sufficiently robust such that the nose-wheel can remain in contact with the ground
during the ground roll to assist with directional control. The elevator is initially used to reduce the load
on the nose-gear. If directional control is being lost, the loading on the nose-wheel should be
increased to regain steerage. An abort may also be appropriate if this remains a safer option in the
developing situation.

Apply full back elevator control input from the beginning of the take-off roll. As soon as the nose is felt
to rise, reduce the elevator back pressure to maintain the nose-wheel just on the runway surface
through to the natural transition into the air, or when normal rotation speed is achieved.

Rotate gently and adjust the pitch to the attitude seen for VY. The aircraft will climb away and
accelerate to Take-off Safety Speed by 50 feet AGL.

Operations Manual Part B - GA8TC

 Page: 2-28 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

Significant or full right rudder movement may be required to maintain directional control even in
normal conditions, and to retain some margin in a significant cross-wind, the nose-wheel should
remain on the surface until at least 50 KIAS.

For a given aircraft weight, an aft CG position will maximise the effectiveness of this technique.
Caution: Use of this soft field take-off technique on firm runway surfaces will increase the take-off
roll. Soft, wet or boggy surfaces will significantly increase the take-off roll which is partly
mitigated by the use of the soft-field technique. Ensure that the take-off distance available
or calculated take-off weight is appropriate for the conditions; refer to section 6.2 - GA8TC
Correction Factors for correction factors.

2.12.4 Cross-wind Takeoff

A cross-wind component acting on the large keel surfaces rear of the main wheels creates a strong
yawing moment. The GA8TC has direct linkages from the rudder pedals to the nose-wheel steering
which assists maintaining directional control during the take-off roll, providing the nose-wheel has
sufficient load to be effective.

The take-off roll should commence with full aileron into wind and be progressively reduced. The nose-
wheel should remain in contact with runway surface throughout.

Rotation speed should be increased by 5 kt over the Reference Table speed. The take-off distance
required will increase, and could be substantial in combination with a soft surface.

The capacity at low airspeed to maintain directional control in adverse cross-wind conditions is
limited; therefore the combined effect of a transverse slope, surface drag and cross-wind component
should be evaluated. A reduced cross-wind limit should be considered if these other factors are
significant, in conjunction with a take-off weight reduction if the airstrip length is marginal.

Operations Manual Part B - GA8TC

 Page: 2-29 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.12.5 Flapless Takeoff

Standard take-off procedure is to use a 14° flap setting, which reduces the take-off run, improves the
initial obstacle clearance and better configures the aircraft for a sudden engine failure. Taking-off
without flaps set will extend by 10% the take-off distance required to reach 50 ft AGL.

The performance charts for the aircraft should be consulted, but minimum factored take-off distances
without flap are presented below for 500 ft and 2500 ft:
MTOW 1905 kg: Minimum TODA without flap at 500 ft, level short dry grass
Wind / Temp 30°C 35°C 40°C
TW 10 kt 1560 m 1570 m 1610 m
TW 5 kt 1240 m 1255 m 1295 m
Nil Wind 960 m 975 m 1010 m
HW 5 kt 900 m 920 m 940 m
HW 10 kt 835 m 855 m 880 m

MTOW 1905 kg: Minimum TODA without flap at 2500 ft, level short dry grass
Wind / Temp 30°C 35°C 40°C
TW 10 kt 1805 m 1900 m 1970 m
TW 5 kt 1445 m 1535 m 1560 m
Nil Wind 1120 m 1160 m 1200 m
HW 5 kt 1040 m 1095 m 1115 m
HW 10 kt 970 m 1020 m 1050 m

A take-off without flap may be beneficial in the presence of the following conditions:

a. The aircraft is loaded above the standard MTOW, if permitted;

b. When humidity and density altitude are significantly higher than usual;
c. Additional airspeed margin is considered necessary for take-off through turbulence or in
strong, gusty crosswinds;

d. The configuration and additional airspeed will provide performance in the initial climb out that
best mitigates and balances the primary assessed threats.

If the pilot elects to take-off without flaps set, the pilot shall first ensure that sufficient margin exists for
take-off length and obstacle clearance in the climb out in the prevailing conditions.

To confirm that sufficient take-off distance is available, the performance chart TODR (with flap) at the
take-off weight shall be increased by 10%, and then factored by 1.15 and compared to the published
TODA for the runway. If the runway has a published take-off weight limit below MTOW, then the
weight limit may be multiplied by 0.95 to determine the flapless take-off weight limit in Company
standard conditions.
Note: These adjustments for flapless performance are extracted from the AFM and UK CAA AIC
127/2006 (Pink 110) Take-Off, Climb and Landing Performance of Light Aeroplanes.
VR 0 and VTOSS 0 airspeeds published in the AFM for the actual take-off weight should be used. The
estimated ACP distance should also be increased by 10%.

The elevator should be held neutral until the aircraft is rotated, and then smoothly set to give the pitch
attitude seen for VY. This will achieve acceleration to the Take-off Safety Speed by 50 feet AGL.

Operations Manual Part B - GA8TC

 Page: 2-30 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.13 Climb
Initial climb is conducted with flaps up and Take-off Power set to at least 500 ft AGL.
Note: The failure to retract flap after take-off, e.g. through distraction, may not have an obvious
effect on aircraft attitude or performance. Pilots should be disciplined to recheck the flap
position as UP during the After Take-off flow to avoid a potential flap over-speed situation
when entering the cruise.
Normal climb speed is between VY and 90 kt, according to terrain, weather, loading and operating
temperatures. If a steeper climb gradient is required, VX or an intermediate speed may be used,
provided engine temperatures are monitored closely.

The After Take-off checklist ensures that the initial climb configuration has been set. The Climb
checklist should be used as required during extended climbs, or after commencing a climb to another
cruising level.

When cruise is planned above the altitude limit of a CTAF, a position report should be broadcast on
the Area frequency before passing that altitude.

2.13.1 Climb Power Settings

Normal climb power for the GA8TC is 30” MAP, 2500 RPM, with cowl flap open.

2.13.2 Maximum Performance Climb

For a maximum performance climb use VY appropriate to the aircraft take-off weight and set
maximum continuous power.

During prolonged high power climbs, temperatures and pressures should be closely monitored.

2.13.3 Climb Mixture Settings

During climb, the engine is operating at high power with reduced airflow through the cowl. Leaning
during the climb is performed with caution so that the engine remains within its operating parameters.
Leaning shall not be performed above 85% power, i.e. with manifold pressure set above 32” and 2500
RPM.

GA8TC (TIO-540) 85% power or less Max. available power

RPM 2500
38” ≥ 5000 ft
Manifold 32” or less
40” < 5000 ft
Leaning method Lean 85-95 LPH Set FULL RICH
TIT red-line limit 899°C
CHT normal operating limit 204°C
CHT temporary exceedance 224°C
CHT red-line limit 260°C
Oil temperature limit 118°C
CAUTION WHEN LEANING ABOVE 75% POWER
Engine damage and premature engine wear may occur
if temperatures exceed the above limits.

Operations Manual Part B - GA8TC

 Page: 2-31 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.13.3.1 85% Climb Power and below

Once established at the desired climb power and airspeed, monitor TIT and CHTs and lean
conservatively to maintain parameters below their normal operating limits. CHTs are most likely to be
limiting in the climb.

Fuel flow may need to be increased with altitude above 8000 ft due to the reducing cooling effect of
lower density ambient air.

If temperatures are trending to exceed limits, consider increasing airspeed to balance fuel
consumption with climb performance, or use maximum available power with full rich mixture to
expedite the climb phase.

2.13.3.2 Maximum available climb power

If an abnormal situation during the climb demands maximum available power (full throttle, 2700 RPM)
the mixture should be promptly returned to full RICH, and then only leaned to achieve smooth running
if at high altitudes.

CHTs should be monitored to ensure the maximum operating limit of 238°C is not exceeded.

2.13.3.3 Reserved

2.13.3.4 Rough-running engine

Over-rich rough-running is unlikely to occur below the critical altitude (12 000 ft) due to the density
normalisation function of the turbocharger.

If rough-running is encountered during climb to very high altitude, lean only sufficient to obtain
smoothness, and monitor engine temperatures carefully.

Operations Manual Part B - GA8TC

 Page: 2-32 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.14 Cruise
At cruise altitude and airspeed, cruise power should be set, leaning the mixture to maintain the
cylinder head temperatures in the normal operating range (green arc), and not to exceed 204°C.
The Cruise checklist flow should then be performed and confirmed. The Cruise checklist should be
completed for each new cruising level, and periodically repeated on longer sectors.

The fuel state shall be monitored in accordance with Operations Manual Part A section 10.2.2 – In
Flight Re-planning, and an appropriate Top of Descent point should be nominated.

If a significant fuel differential between the tanks is developing that cannot be explained by an
inadvertent wing-low attitude (imbalanced flight) then the fuel in the fuller tank should be considered
as potentially unusable, and the flight replanned as required to assure a landing with an appropriate
fuel margin remaining.

When approaching a frequency boundary both frequencies should be monitored and a position report
should be broadcast on both frequencies.

2.14.1 Cruise Power Settings

Standard MAFI cruise power settings for the aircraft are:
Aircraft Power Normal cruise: 65% Fast cruise / new engine: 75%
GA8TC
26” MAP, 2300 RPM 28” MAP, 2500 RPM
(TIO-540)

In certain loading and altitude combinations, the aircraft handling may be improved by the use of a
higher power setting than Normal Cruise.

The use of 75% power for cruise in GA8 aircraft may result in a relatively high cruise airspeed,
particularly when operating at light weights. Pilots shall exercise caution when operating in turbulence
or in proximity to weather or terrain, and reduce speed accordingly.

To allow the pilot some flexibility in setting cruise power to suit the circumstances, the following table
may be used as a selection guide:
Typical Cruise Standard Guide Fuel Flow Mixture
Application Power MAP / RPM No.2 LPH3 Setting4
Max Range 45% 20 / 2100 41 45 Peak
Holding 55% 22 / 2300 45 55 Peak
Normal cruise 65% 26 / 2300 49 65 RoP 15°C
Above 6000 ft 70% 26 / 2500 51 70 RoP 30°C

Performance1 75% 28 / 2500 53 78 RoP 70°C

1 Also new engine power, 2 Guide No. = MAP+RPM/100, 3 Approximate, 4 EDM LeanFind mode.

Operations Manual Part B - GA8TC

 Page: 2-33 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

The following table lists the standard combination for a power setting and typical application, with the
approximate fuel flow in the correctly leaned condition. Other combinations of MAP and RPM may
also be used.

The Guide Number concept is a means to determine a combination of manifold pressure and RPM to
give a desired percentage power setting. The Guide Number (e.g. 49 for 65% power) is the sum of
the manifold pressure (e.g. 26”) and the first two digits of the RPM (e.g. 2300). 25” MAP with 2400
RPM also has a Guide Number of 49 and is therefore also equivalent to 65% power.

In general, a higher RPM at high cruise power results in lower cylinder head temperatures. RPM and
manifold pressure should be adjusted from the standard settings if noticeable vibration harmonics
develop at that RPM.
Example: An unpleasant harmonic develops at 65% cruise power at 24”/2300 RPM that can be
eliminated by setting 2350 RPM; using the Guide Number of 49 for 65% power, the
manifold pressure is adjusted to 25.5” to restore the desired power.

The recommended range of combinations is shown below, with the standard combinations
highlighted.
TIO-540 Guide Cruise RPM range
Application No. 2000 2100 2200 2300 2400 2500
Max Range 41 21” 20” 19” 18” 17” 16”
Holding 45 25” 24” 23” 22” 21” 20”
Cruise below 5000 ft 49 - 28” 27” 26” 25” 24”
Cruise above 5000 ft 51 - - 29” 28” 27” 26”
Performance 53 - - - 30” 29” 28”
Guide No. = MAP + RPM/100. Equal Guide No. settings give equal performance.

The Guide Number can also be useful to simplify power setting changes when workload is high, e.g.
inspecting an airstrip. A suitable RPM is set for the range of manoeuvres intended, e.g. 2500 RPM,
and then using the Guide Number for the desired purpose, e.g. 45 for holding, the throttle setting is
determined; 45 - 25 = 20”.

Note: Although fuel flow data is based on approved data and operational experience, engines do
vary in fuel usage and pilots must lean the engine fuel mixture correctly using EGT and TIT
data, validating the leaned setting with the published typical fuel flows. The pilot is
ultimately responsible for managing the engine parameters and en-route fuel requirements
accordingly. Fuel planning data is shown in section 7.3 - Fuel Planning.

Operations Manual Part B - GA8TC

 Page: 2-34 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.14.2 Cruise Mixture Settings

The mixture should be leaned when cruise power has been set to either optimise the power produced
(Best Power) or fuel consumption (Economy). At the higher cruise power settings, the engine
temperatures can exceed normal and maximum operating limits when leaned for economy. Adjusting
the cowl flap should be delayed until leaning operations are complete and temperatures have
stabilised.

The EDM LeanFind function (Rich of Peak) is the preferred cruise leaning method because it ensures
that the leanest cylinder is used as the peak reference, and mixture may be set closer to the peak.
However, this precise mixture control requires careful attention and can be time consuming.
On shorter sectors, or when workload dictates, pilots should coarse lean the mixture using a
combination of known fuel flow and the analogue TIT gauge. The analogue TIT gauge displays the
combined exhaust gas temperature of all six cylinders; the TIT peak does not necessarily coincide
with the peak of the leanest cylinder, therefore leaning using the TIT gauge alone requires a greater
margin from the TIT peak than when monitoring individual cylinders for the first to peak.
Caution: When leaning by either method, the TIT maximum limit is critical to safe and
reliable operation of the turbocharger. The EDM alarm is set just below the red-line
limit of 899°C. Immediately enrichen the mixture if the alarm activates or the gauge
indication shows a red-line (1650°F) exceedance.
If the TIT limit is consistently reached before an EGT or TIT peak, enrichen the mixture to stabilise the
TIT at 815°C ± 15°C, or consider a lower power setting.

Due to the thermal inertia of the cylinder head, CHTs will stabilise after the initial leaning process is
complete. Although the red-line CHT limit is 260°C, extended operation above 204°C can lead to
premature wear and damage to the exhaust valves. Brief exceedances up to 224°C are acceptable
during leaning but cowl flap, mixture and possibly power setting should be adjusted to stabilise the
highest CHT no higher than 204°C.

Oil temperature should also be monitored and maintained within the recommended range of 74-
104°C. Oil flow provides some cooling effect to cylinder heads and the turbocharger, therefore
elevated TIT and CHTs will also raise the oil temperature.

Best Power Economy Best Economy

Leaning method
(Up to 75% power) (65% power or less) (45-55% power)
EDM ‘LeanFind’ 70°C rich of peak EGT 15-30°C rich of peak EGT Peak EGT
5 div rich of 65% power
TIT Gauge 2 div rich of peak TIT Peak TIT
peak TIT

Note: The TIT gauge indicates 25°F per division. The Best Power mixture setting using the TIT
gauge alone requires the peak TIT at 65% power to be known.

Using either leaning method, any change in altitude or power setting requires the EGT peak to be
confirmed and rich of peak mixture reset.

On longer sectors pilots should set the EDM display to “Normalise Mode”, which gives a more
accurate indication of changes in the cylinder EGT spread.

Operations Manual Part B - GA8TC

 Page: 2-35 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.14.2.1 Cruise leaning procedure

Both techniques use the following basic procedure; instructions for use of the EDM 800 Lean Find
function are contained in the PEMSOPs in the aircraft QRH.

a. Set cruise power and “pre-lean” to a fuel flow 5-10 LPH above the anticipated cruise fuel
flow.

b. Allow temperatures to stabilise.

c. Lean the mixture at a slow but steady rate. It may be helpful to use the fuel flow indication as
a reference during this process.
d. Note the peak EGT / TIT then slowly enrichen the mixture back through the peak until the
EGT / TIT is at least the required margin below the peak.

e. Verify MAP and RPM settings – adjust if required to avoid exceeding 75% power.

f. Cross-check the fuel flow for reasonableness, and repeat if necessary.

g. Review the displayed CHTs; enrichen slightly if any CHT exceeds 204°C.

Operations Manual Part B - GA8TC

 Page: 2-36 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.14.3 Range
Best range performance is obtained with power set at 45% (20” / 2100 RPM at 8000 ft) and leaned to
peak EGT/TIT.

The highest practical altitude with the most favourable wind should be selected for the furthest range
in the conditions.

2.14.4 Endurance
Best endurance performance is obtained with the minimum power set to maintain level flight and
leaned to peak EGT. The target airspeed will be about 5 kt below the best glide speed for the aircraft
weight. (It is equal to the airspeed that gives the lowest rate of descent when gliding, known as the
minimum sink rate airspeed.)

At any power setting, the calculated endurance to zero fuel on board can be found on the EMS, but
maximum endurance will correspond to minimum indicated fuel flow.

Flight should continue at the lowest appropriate altitude to obtain the longest endurance.

2.14.5 Precautionary Cruise

The precautionary cruise configuration provides lower airspeed, reduced radius of turns, increased
stability and improved visibility over the aircraft nose. This configuration will aid workload
management and manoeuvring when time or space is limited.

Aircraft MAP RPM FLAP KIAS Fuel Flow

GA8TC 15-18” Hg 2300 14° 80 Leaned RoP

Set the manifold pressure to achieve approximately 80 KIAS.

The Cruise checklist flow should be performed and confirmed following any change of cruise
configuration.
Note: Prolonged flight in the precautionary cruise configuration may negatively impact on
planned fuel range and reserves.

2.14.6 Terrain and Low Flying (500-1000 ft AGL)

Terrain and low-flying may be a normal part of a route or necessary in response to prevailing weather,
airspace or traffic conditions.

Flight in close proximity to terrain and possible obstacles should trigger a risk assessment, e.g. using
the TWOPP tool or the Descent checklist. The precautionary cruise configuration should be adopted
when proceeding into a confined manoeuvring area.

The pilot should continually assess their escape options and identify a forced landing site in the event
of an engine malfunction.

Over water, low level routing shall remain within gliding distance of suitable landing areas.
Note: All occupants must wear seat belts for operations below 1000 ft AGL.

Operations Manual Part B - GA8TC

 Page: 2-37 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.15 Engine Condition Trend Monitoring

Reserved.

2.16 Descent
As the Top of Descent point is approached, the descent path should be planned to avoid terrain,
weather and conflict with other known other traffic. A position report and/or inbound call should be
broadcast before leaving the cruising level. When above the altitude limit of a CTAF, this may require
broadcasts on both the Area frequency and destination aerodrome CTAF.

The Descent briefing should be performed prior to Top of Descent and may include an Instrument
Approach review and the Pre-landing airstrip review.

The descent airspeed should not exceed Vno, or Vfe if flap has been extended for the conditions.
With 75% cruise power still set for the descent, the aircraft may exceed Vno.

In descent through turbulent conditions, flap should be retracted to reduce transient wing loads, and
the airspeed maintained at or below the manoeuvring speed, Va. A higher descent rate at lower
power will minimise the time spent in a turbulent layer.

Adjust power as required to maintain an appropriate rate of descent between 500-1000 FPM.
Descent rates in excess of 1000 FPM should be avoided with passengers on board, and descent
rates should be moderated when a passenger is known to have a head cold or high sensitivity to
pressure changes.

Ensure the altimeter is set to the destination local QNH.

Display the cylinder head rate of cooling on the EMS. In normal operations, the pilot should avoid
abrupt large changes to the throttle and mixture settings during the descent so that temperature
changes are even.

At low airstrip elevation the mixture should be set to full rich prior to the final approach. At higher
airstrip elevation the mixture should be enrichened only for smooth engine operation, and to ensure
fuel flows and combustion temperatures (EGT and TIT) are consistent with the power settings being
used.

The Pre-Landing checklist flow should be completed as far as practical prior to commencing an
approach or entering the circuit area, with any deferred items completed before Final. The Pre-
landing confirmation should be completed before being established at a standard Final position.

2.17 Holding
A pilot may be required to hold by ATC, or the pilot may elect to hold to resolve a problem, sequence
with circuit traffic, or wait for weather conditions to improve.

For extended holding, where there is a need to conserve fuel, the holding configuration should be
adopted.
Aircraft MAP RPM FLAP KIAS Fuel Flow
Approx. 45 LPH
GA8TC 22” Hg 2300 Up ~ 90 Leaned for Peak
EGT/TIT1
1 Whichever peaks first either using EDM LeanFind or analogue gauges

Operations Manual Part B - GA8TC

 Page: 2-38 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.18 Airstrip Review and Approach Briefing

During the descent and prior to commencing an approach the pilot shall conduct a self-brief,
reviewing the landing area and conditions, intended approach and landing procedure, and
considering abnormal and emergency scenarios.

Landing area and conditions shall be reviewed using the “WindLASSO” mnemonic:
WIND wind direction and strength, gusts etc.
Length landing distance available for the intended operation
Altitude elevation of airstrip (specifically touchdown area, if known)
Surface airstrip surface type and characteristics (e.g. grass, gravel, soft, slippery)
Slope slope of the overall runway, and of the touchdown area
Obstructions any obstacles which may impinge on or affect the approach or go-around paths

The approach and landing briefing must include:

a. Expected circuit entry procedure

b. The type of landing to be made (e.g. short field, flapless)

c. Airspeeds for base and final
d. Nomination of a committal point, and criteria for continuing beyond that point

e. Actions in the event of a go-around, prior to the committal point

Example:

Wind – 10 to 15 kts headwind on 13, slightly from the left

Length – 830 metres, sufficient for a full load
Altitude – 30 feet, circuit height 1000 feet
Surface – gravel, rough at the SE end
Slope – 3% up for landing then slightly downhill
Obstacles – no significant obstacles

I am planning to join on crosswind at 1000 feet for a short field approach and landing Runway
13.

Approach speeds will be 90 knots on base and 80 knots on final.

Committal point will be the top of the rise; unless I am down and braking by that point I will go
around with full power, flaps 20°, 83* kts, and climbing straight ahead

Operations Manual Part B - GA8TC

 Page: 2-39 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.18.1 Committal Point

For every landing a Committal Point shall be nominated. This may be an airborne point on the
approach path, or a point along the runway.

A go-critical point is the final safe point to initiate a go-around with margin over obstacles and terrain.
A stop-critical point is the final safe point to touchdown and start braking to a full stop, with margin
remaining at the end of the runway.

The Committal Point should be adjusted accordingly to maintain an appropriate margin:

a. When landing on a runway that is soft, wet or sloped,

b. Where the runway surface is less than ideal for braking,

c. Where environmental conditions predict a tailwind, windshear, etc.,

d. When a higher than normal approach speed is flown, e.g. on flapless approach
e. When lack of pilot currency or recency is a factor.

2.19 Visual Approach and Landings

2.19.1 Stabilised Approach Criteria
MAF considers that stabilised approaches are essential for achieving safe, consistent landings. A go-
around should be initiated if the aircraft is not established on a stabilised approach by 300 ft above
the runway, or by an airborne Committal Point on Final, whichever is reached earlier.

A stabilised approach is defined as:

a. The aircraft is established in the landing configuration

b. All Pre-landing checks are complete
c. The aircraft is established within 10° of the runway centre-line or normal final approach path

d. Airspeed is established at VAPP (+5 / -0 kt in smooth air)

e. Rate of descent is stable and not exceeding 600 FPM

f. Engine power is above idle.

2.19.2 Approach and Performance Considerations

Pilots should carefully assess landing and airstrip conditions prior to attempting each approach, and
select an appropriate approach speed according to conditions and aircraft weight. The nominated
approach speed should be achieved by 300 ft above the landing threshold.

Operations Manual Part B - GA8TC

 Page: 2-40 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.19.2.1 Approach Speed

Weight-indexed approach speeds, VREF, are published in the Speed Reference Table to be used for
steady approach conditions into short strips with a touchdown area up-slope up to 5%. VAPP is VREF
adjusted for environmental conditions, slope and configuration.

For operations in gusty conditions, the approach speed may be increased by adding 50% of the gust
speed. If wind shear is also expected, an additional increase in approach speed should be
considered.

Approaches to steep airstrips may be made at a higher airspeed to allow for the increased flare
required. Normal Company procedure is to add one knot to the approach speed for each percentage
of touch down area slope in excess of 7%; e.g. for an 10% touchdown area, add 3 kt to the
appropriate short field approach speed for the aircraft weight.

At large licensed aerodromes where fewer threats are present, pilots may nominate and fly a higher
final approach speed, and/or use reduced flap, see section 2.19.7 - Flapless Approach and
Landing.

2.19.2.2 Landing Performance

Landing distances and published airstrip landing weights are predicated on approach speeds of
1.3 x VS0 and standard conditions, see section 6.1 - GA8 Performance; the use of adjusted approach
speeds up to that value should not cause the aircraft to exceed the published landing performance
data.

If a higher than normal approach speed is selected for any reason, or if adverse landing conditions
exist (e.g. tailwind, slippery surface), allowance shall be made for the greater distance required to
bring the aircraft to a stop. If the pilot is in any doubt that the landing distance available is adequate
for landing under the prevailing conditions, a landing shall not be attempted.

2.19.3 Normal Landing

As MAFI GA8TC operations are typically conducted at short and uncertified aerodromes, the
standard landing technique is a short field approach and landing. Alternative techniques are available
as exceptions to meet specific scenarios, and are described in subsequent sections.

The Pre-landing confirmation should be completed before being established at a standard Final
position. Once a stabilised approach has been achieved, the Final Check should be completed not
later than 200 ft above the threshold level.

2.19.4 Short Field Landing

The STOL approach speed should be used with full flap (38°) to obtain a touchdown just beyond the
aiming point.

It is important in achieving an accurate approach that the aircraft is established at VAPP without delay
after turning Final. Ensuring that the turn on to Final occurs at approximately 500 ft above threshold
elevation, and reducing the airspeed to VAPP + 5 kt during the turn on to Final, will assist with this.
Power may need to be increased during this turn but should be promptly reduced as the wings are
levelled.

On entering ground effect at approximately 50 ft, and no later than the flare, the throttle should be
smoothly closed to idle. The approach attitude should be maintained until adjusted for the flare.

Operations Manual Part B - GA8TC

 Page: 2-41 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

Timely and appropriate use of power should be exercised to maintain the desired flight path and
airspeed. High approach speeds and/or profiles may be difficult to correct if not addressed
immediately, and will result in increased landing distances due to the GA8TC aircraft’s inherent
tendency to float. If maximum braking effectiveness is required, the wing flaps should be retracted
and elevator back pressure applied after the wheels are on the ground.
Note: Landing distance information is determined using AFM performance data; the landing
procedure described in this section does not adversely alter the landing distance required.
The approach speeds are calculated at 1.2 x VS0. Landing performance data contained in
the AFM establishes landing distances on the basis of approach speeds of 1.3 x VS0.
Experience has shown that approaches to land in GA8TC aircraft based on 1.2 x VS0 can
be made with a higher degree of accuracy, whilst maintaining a safe margin over the stall.

2.19.5 Soft Field Landing

This technique applies to soft and rough fields. The aircraft should be flown as per the short-field
technique to touchdown.

Touchdown gently on the main wheels and anticipate increased surface drag by maintaining the
nose-wheel above the surface. As airspeed decreases, the rudder effectiveness decreases, which
may require the nose-wheel to be lowered for improved directional control.

On soft surfaces, heavy braking should be avoided and the need for power to maintain forward
motion should be anticipated.

If the aircraft decelerates quickly with the application of power, immediately shutdown the engine to
avoid the possibility of a prop-strike.

2.19.6 Cross-wind Landing

Crosswind landing technique is conventional; use a wing low, crab, or a combination method of drift
correction. Avoid a prolonged hold off by allowing the aircraft to settle onto the runway in a slightly
nose high and wing low attitude, touching down on the into wind mainwheel first followed by the other
mainwheel and then nose gear in quick succession.

In strong and/or gusty cross-wind conditions it may be desirable to make the final approach at a
slightly higher than normal airspeed with partial or no flap selected.

2.19.7 Flapless Approach and Landing

Flapless approaches should be conducted using reference airspeeds of VREF + 20 kt on Base and
VREF + 10 kt on Final. Maintain at least VREF + 15 kt in the turn on to Final.

The reduction in drag should be offset by a lower power setting, earlier power reduction, and/or
slightly longer approach path. Avoid an excessive hold-off during the landing.

Performance data for flapless landings is not provided and the aircraft has a strong tendency to float
during the flare. A flapless landing shall only be performed using a runway with a landing distance
available of at least twice that required for a normal (full flap) approach on to that same runway.

If a pilot elects to use an intermediate flap setting for landing, the pilot shall determine a suitable
approach speed and consider the effect on the landing distance required.

Operations Manual Part B - GA8TC

 Page: 2-42 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.19.8 Go-Around
Following a decision to commence a go-around:

a. Confirm Propeller fine

b. Advance throttle smoothly and ease towards full power

(maximum 38” MAP at / above 5000 ft pressure altitude)

c. Advance Mixture smoothly to Full Rich

d. Raise flaps to 14°

e. Climb at 71 kt
f. Retract flap once all obstacles have been cleared, and accelerate as required
g. Follow pre-determined go-around path

Warning: Selecting full rich mixture during go-arounds at high density altitudes may result in over-rich
mixture, particularly in GA8-TC 320 aircraft operating at low power settings. This may delay or
prevent the normal production of full power.

The After Take-off checklist flow should be completed as for a take-off, however, the confirmation with
the AFC is not required if remaining in the circuit.

2.20 Instrument Approach

Reserved.

2.21 After Landing

When the aircraft has reduced to a slow taxi speed and workload capacity allows, the After Landing
checklist flow may be started before exiting the runway.

The mixture should be leaned to inhibit plug fouling and to help avoid backfiring during the engine
shutdown procedure.

The pilot should ensure that passengers keep their seat belts fastened until the aircraft engine has
been shutdown.

2.22 Shutdown and Parking

Consideration should be given to engine temperatures prior to engine shutdown. Standard company
approach techniques and typical taxi lengths usually provide ample engine cooling time. Additional
cooling time may be appropriate if high power has been used late in the approach or during taxi, or
with a short taxi distance. An extended stationary cool-down should not take place on a loose
surface.

The Pre-shutdown confirmation should be completed before the final magneto check to guard the
avionics and electrics from possible transient voltage damage.

The engine should be stabilised below 1000 RPM before conducting the magneto check; then move
the magneto switch smoothly to OFF and return it to BOTH, listening for a clear break in engine
operation. Attempting this check with higher RPM may result in backfiring.

The Shutdown confirmation should be performed after the engine has stopped and the final shutdown
actions have been completed.

Operations Manual Part B - GA8TC

 Page: 2-43 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.22.1 Parking and Security – During Operations

Anytime the aircraft is parked and left unattended during the course of operations, it should be
secured by:

a. Parking the aircraft into wind as far as practical

b. Setting the park brake

c. Installing wheel chocks

d. Installing the fuel shutoff handle lock

e. Securing the control column using the control lock provided or the pilot’s seat belt

f. Closing the cockpit doors; at the pilot’s discretion the main cabin door may be left open to
provide cabin ventilation.

2.22.2 Aircraft Parking and Security – Extended Periods

Use of available hangar facilities should be made for the protection of aircraft overnight and during
hazardous weather conditions.

Any time the aircraft is parked outside and left unattended for an extended period of time, overnight,
or during severe weather conditions, it shall be secured by:

a. Parking the aircraft into wind as far as practical

b. Setting the park brake
c. Installing wheel chocks

d. Installing the pitot cover (check the pitot tube temperature carefully)

e. Install engine cowling plugs (if required by local conditions)

f. Locking the fuel caps (if required by local conditions)

g. Locking the cargo pod doors (if required by local conditions)

h. Installing the fuel shutoff handle lock

i. Securing the control column using the control lock provided or the pilot’s seat belt
j. Closing all cockpit and cabin doors; installing locks if provided

k. Tying the aircraft down if possible; use ropes or chains from the wing tie-down rings and rope
from the tail tie-down point.

Operations Manual Part B - GA8TC

 Page: 2-44 ​

2 - Amplified Normal Procedures Date: 14 June 2021

Revision: 3
MAF International

2.23 Last Flight Inspection

After the last flight of the day, the pilot shall carry out the After Last Flight inspection described in the
Door Checklist.

After carrying out the actions described in section 2.22.2 - Aircraft Parking and Security –
Extended Periods above, the pilot should:

a. Check the engine oil level (if engine has cooled)

b. Dip and record the fuel tank levels

c. Check the propeller for nicks

d. Carry out a general final walk around checking the wing tips, tail, tyres and the condition of
the aircraft

e. Remove the EFBs, if carried

f. Complete the flight and aircraft records, and report any defects.

Oil streaks should be wiped off. If time permits, mud and dung splatter should be removed before it
dries as it may stain the paintwork.

Operations Manual Part B - GA8TC

 Page: 3-1 ​

3 - Expanded Pre-Flight and Flight Checklist Date: 14 June 2021

Revision: 3
MAF International

3 Expanded Pre-Flight and Flight Checklist 3-1

3.1 Expanded Pre-Flight and Flight Checklist 3-3

3.2 Abbreviated Flight Checklist 3-3

3.3 Normal Procedures 3-3

Operations Manual Part B - GA8TC

 Page: 3-2 ​

3 - Expanded Pre-Flight and Flight Checklist Date: 14 June 2021

Revision: 3
MAF International

Operations Manual Part B - GA8TC

 Page: 3-3 ​

3 - Expanded Pre-Flight and Flight Checklist Date: 14 June 2021

Revision: 3
MAF International

3.1 Expanded Pre-Flight and Flight Checklist

The Expanded Checklist describing pre-flight, flight and post-flight actions is published in the GA8TC
Quick Reference Handbook, MTLO.QRH.08.

3.2 Abbreviated Flight Checklist

The Abbreviated Flight Checklist is published in GA8TC Quick Reference Handbook, MTLO.QRH.08.

3.3 Normal Procedures

The Normal Procedures are published in GA8TC Quick Reference Handbook, MTLO.QRH.08.

Operations Manual Part B - GA8TC

 Page: 3-4 ​

3 - Expanded Pre-Flight and Flight Checklist Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 4-1 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4 Abnormal and Emergency Procedures 4-1

4.1 Handling Abnormal and Emergency Procedures 4-3

4.1.1 General 4-3

4.1.2 Problem-solving and Decision-making Under Pressure 4-3

4.2 Abnormal Procedures 4-4

4.2.1 Flight in Conditions of Reduced Visibility 4-4

4.2.2 Flight in Icing Conditions 4-4

4.2.3 Flight through Turbulence 4-4

4.2.4 Hot Weather Operations 4-4

4.2.5 Cold Weather Operations 4-4

4.2.6 Glide Approach 4-5

4.2.7 Air Drops 4-5

4.2.8 Training 4-5

4.3 Emergency Procedures 4-6

4.3.1 Emergency Operational Speeds 4-6

4.3.2 Emergency Checklist 4-6

4.4 Engine Failure after Take-off / Turnbacks 4-7

4.5 Guidance for Managing In-flight Impact 4-8

4.6 Unintentional Flight into IMC 4-9

4.7 Forced Landing Procedure 4-10

4.7.1 Alphabet Checklist 4-10

4.7.1.1 Further Considerations 4-11

4.7.2 Emergencies at Night and/or in IMC 4-11

4.8 Overweight Landings 4-11

4.9 Dangerous Goods Emergency Procedures 4-12

Operations Manual Part B - GA8TC

 Page: 4-2 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 4-3 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.1 Handling Abnormal and Emergency Procedures

4.1.1 General
General company policy and instructions for emergency situations are provided in Operations Manual
Part A (MVHO.GEN) Section 12.17 – Emergency Procedures.

During any abnormal or emergency situation, pilots should:

a. Monitor aircraft flight path.

b. Maintain situational awareness.
c. Time permitting, complete the applicable emergency checklist recall items.

d. Time permitting, refer to the applicable emergency checklist to:

i. Confirm that all recall items have been completed

ii. Complete all reference items

iii. Review any Notes, Warnings or Cautions.

e. Inform Air Traffic Control and Flight Following.

f. If dealing with a time consuming problem, put the aircraft in a safe position and altitude, and
monitor endurance and fuel consumption.
g. Seek advice if possible.
h. Make a plan of action.
i. Monitor progress and always try to keep your options open.

Company procedures for selected abnormal and emergency operations are described and amplified
in the following paragraphs.

4.1.2 Problem-solving and Decision-making Under Pressure

Task prioritisation is essential and should following the adage

Aviate – Navigate – Communicate

Not every abnormal situation or emergency will have a recall checklist or procedure to follow. In a
time-critical event, the first workable solution should be found and executed.

Mental capacity may increase once the aircraft is stabilised.

If time is available, and especially if external input is available, then the FORDEC mnemonic may be
used to process available information and select the optimum solution.
Facts Gather facts and assess their significance
Options Generate options available
Risk Consider the risks of the various options
Decide Evaluate the options and risks to make a decision
Execute Make a plan and implement it
Check Monitor progress, and repeat as necessary

Operations Manual Part B - GA8TC

 Page: 4-4 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.2 Abnormal Procedures

4.2.1 Flight in Conditions of Reduced Visibility
During flight in reduced visibility, it is recommended that the aircraft be flown in the precautionary
cruise configuration with flaps 14° and at the power setting required to maintain a speed of
approximately 80 knots.

4.2.2 Flight in Icing Conditions

Company GA8TC aircraft are not equipped with anti-icing or de-icing systems other than pitot heat,
and are not approved for flight into known icing conditions. Refer to the QRH for actions in the event
of an inadvertent icing encounter.

4.2.3 Flight through Turbulence

Pilots encountering moderate or severe turbulence should follow the general instructions found in
Operations Manual Part A section 12.6.4 – Turbulence and reduce airspeed to the manoeuvring
speed, Va, for the actual take-off weight.

4.2.4 Hot Weather Operations

Company SOPs reflect the fact that hot weather environments are considered normal for most MAFI
operations. Pilots should be aware of the limitations imposed by high temperatures on take-off, climb
and landing performance.

Close attention should be given to engine cylinder head and oil temperatures during extended periods
of ground running in hot weather. If possible the aircraft should be parked into wind to maximise the
available cooling. The use of the cabin vent fan during ground operations in hot weather is
encouraged to improve passenger comfort.

4.2.5 Cold Weather Operations

Pilots operating GA8TC aircraft in unusually cold environments should give extra consideration to the
following:

a. Ensure that all external surfaces are clear of ice, snow and frost prior to take-off.

b. Longer than normal engine warm up times may be required after start and before take-off.
c. An alternative grade of engine oil may be appropriate for extended operations in cold
environments; pilots should check with the Maintenance Controller and/or Head of Flight
Operations if such operations are planned.

Operations Manual Part B - GA8TC

 Page: 4-5 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.2.6 Glide Approach

The GA8TC aircraft has an inherent tendency to float in ground effect at the higher speeds used
during a glide approach. It is therefore essential at a height of approximately 50 feet AGL, as ground
effect is encountered, to transition from the selected glide approach speed to a speed approximately
5 kt slower.

The final approach should be made with full flap deployed.

Weight-indexed best glide speed (VG) and glide approach speed (VREF 38) are published in QRH in the
Speed Reference Table.

The GA8TC aircraft has relatively low drag even in the landing configuration, therefore the approach
speed should be carefully monitored during a glide approach. Excess speed is slow to bleed off and a
high approach speed will result in excessive float after the flare, consuming significant runway length.

Side-slipping is the appropriate method to steepen the descent profile, if required. This presents a
larger drag surface to the airflow which opposes a gain in airspeed with the lower nose attitude, and
is also effective at removing any excess speed gained during the approach.

The practice of glide approaches is designated as a hazardous activity and shall be performed in
accordance with the directions contained in Operations Manual Part D (MVHO.TRG) Section 7 –
Training and Checking Procedures.

The objective of a practice glide approach is primarily to develop good judgment during the glide
approach through to the flare, therefore the use of power to stabilise the actual landing does not
negate the value of this exercise. The pilot shall remain ready to add power to maintain safety and
margins, and also to make a timely command decision to initiate a go-around at any stage of the glide
approach before the committal point is reached.

4.2.7 Air Drops

Air drops are not authorised from Company GA8TC aircraft.

4.2.8 Training
Training operations shall be conducted in accordance with Operations Manual Part D, MVHO.TRG,
and Flight Training Course Curriculum Manual, MVHT.CUR.

Operations Manual Part B - GA8TC

 Page: 4-6 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.3 Emergency Procedures

4.3.1 Emergency Operational Speeds
A table of airspeeds for emergency operations is published in the QRH.

4.3.2 Emergency Checklist

In the event of an emergency, the aircraft should be operated in accordance with the Emergency
checklist in the QRH (MTLO.QRH.08). Pilots shall be familiar with the contents of this checklist.
Emergency drills are denoted with a red numbered box in the QRH.

Checklist items requiring prompt attention are known as Recall items. These items are emboldened,
and enclosed in a box on the Emergency Checklist and shall be carried out from memory.

All other items are known as Reference items and are completed by referring to the applicable
checklist. Certain emergency drills are followed by reference items, therefore the pilot should refer to
the QRH after the Recall items have been performed.

Reference checklists are denoted with a yellow numbered box in the QRH. These are intended to be
read and executed in response to the abnormal situation.

Operations Manual Part B - GA8TC

 Page: 4-7 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.4 Engine Failure after Take-off / Turnbacks

Company SOP requires the nomination of a Safe Abort Point as part of the pilot’s self-brief prior to
each take-off. This section relates to an engine failure after becoming airborne and after passing the
SAP.

In the event of an engine failure after take-off the pilot shall select a flight path and landing area with
consideration to the suitability of terrain, wind, populous areas, obstacles and aircraft height. An
engine failure at low level after take-off will commit the pilot to a landing area straight ahead of the
aircraft; as height increases so does the potential to manoeuvre to either side. The pilot’s highest
priority shall be to maintain control of the aircraft by maintaining a safe airspeed and by avoiding
excessive angles of bank and rates of descent. A landing or impact with the wings level and at the
minimum rate of descent and airspeed will maximise survivability for the occupants of the aircraft.

A turn-back to the departure runway following an engine failure is a high risk manoeuvre which has
proven statistically to have a low probability of success. Pilots should not consider a turn-back to be a
viable option other than in exceptional circumstances in accordance with the guidelines given below.

The height from which a successful turn back manoeuvre can be flown will depend on factors such as
distance from the aerodrome, aircraft weight and condition, wind direction and strength, pilot ability
and reaction time and the surrounding terrain. Each take-off is different and the advisability of
attempting a turn back should be carefully considered during the pre-take-off review.

Due to the risks involved, a landing back on the departure runway (or adjoining forced landing areas)
following an engine failure after take-off is not to be attempted unless:

a. Height is greater than 800 ft AGL

b. Airspeed is greater than 85 kt while in the turn
c. Headwind component for take-off is less than 20 knots

d. Angle of bank should not exceed 45° and turns shall be coordinated.

Operations Manual Part B - GA8TC

 Page: 4-8 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.5 Guidance for Managing In-flight Impact

In the event of an in-flight impact with any object, including terrain, birds, or wires, the pilot should
apply the In-Flight Impact checklist contained in the QRH. The table below gives further guidance on
the assessment and management of damage:

Adjust airspeed to reduce air loads and maintain safe control.

Aerofoil Damage
Assess for stall speed increase.
Consider flap setting and approach configuration trial at safe altitude to
assess aircraft controllability.

Airframe Damage Consider damage to pitot/static system, cross reference ASI with GPS,
consider alternate static
Consider loss of communications and navigation aids.
Do not engage autopilot if unable to ascertain damaged areas.
Consider wheel and undercarriage damage, brake function.

Propeller Damage Assess vibration. Set up for PFL, monitor and if excessive, reduce
power. Be prepared to shutddown the engine if necessary.
Consider damage/blockages to engine oil, air cooling and induction
Engine Damage
systems.
Monitor instrumentation for signs of damage.
Consider maintaining engine control position and adjust only when
within glide profile.

Operations Manual Part B - GA8TC

 Page: 4-9 ​

4 - Abnormal and Emergency Procedures Date: 18 May 2022

Revision: 4
MAF International

4.6 Unintentional Flight into IMC

If a pilot on a VFR flight inadvertently enters cloud or encounters visibility less than VMC, an
immediate 180° turn should be flown on instruments to position the aircraft back into VMC as quickly
as possible. This turn should be made away from areas of known high ground.

If operating VFR and a pilot inadvertently enters less than VMC weather (and a 180 degree turn does
not seem feasible), the pilot shall declare an emergency to ATS and take all necessary steps to
maintain the safety of the flight:

a. Maintain control of the aircraft

b. Climb immediately to LSALT

c. Broadcast on the most appropriate frequency: position, altitude passing, target altitude and
heading
d. Squawk 7700

e. Divert to area known to have better weather.

Note: Flying in IMC during VFR operations is not considered a normal procedure.

If descent into cloud is unavoidable, i.e. following an engine failure, it is recommended that the pilot:

1. Lowers 14° flap

2. Reduces speed to 65 kt and trim to hold this speed
3. Tracks towards areas of lowest terrain or highest cloud base
4. Prepares the cabin for impact, including instructing passengers to sit upright.

Operations Manual Part B - GA8TC

 Page: 4-10 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.7 Forced Landing Procedure

The Company teaches a forced landing procedure based on a high key and low key technique.
Forced landing practice forms part of the regular pilot checking programme.

The Company has developed a mnemonic ABCDEFG, known as the Alphabet Checklist, to aid pilots
in managing a forced landing situation. Several emergency checklists are based on this simple tool.

4.7.1 Alphabet Checklist

This mnemonic can also assist the pilot in providing the framework for managing the tasks and
decisions that need to be made in other urgency situations where an immediate plan and response is
required. The mnemonic spells out the following actions:

Airspeed

Best Field

Cause

Distress call

Emergency brief

Final checks

Get out!
The following scenario highlights how the mnemonic could be used in a developing emergency
scenario e.g. a rough-running engine.
A – Airspeed. The airspeed through use of power and attitude should be set to provide a
margin and possibly reduce the vibration amplitude.
B – Best Field. Straight away the pilot should be considering that the engine could fail
unexpectedly and therefore priority should be given to selecting a best field
and planning the descent to the High and Low key points and circling over
the initial chosen landing area.
C – Cause. Once tracking towards the selected landing area, the pilot should start to
diagnose the fault and attempt to contain the problem.
D – Distress Call. The distress call should initially prompt pilots to make contact on the Area
frequency, and Company if time permits. The aircraft’s position, nature of
distress and pilot’s intentions should be transmitted. Pilots should use all
resources available to them and load-shed to others where possible.
E – Emergency Brief. The emergency brief should initially be used to inform the passengers of
the situation and what may occur. They should be instructed to prepare for
a possible forced landing and, if workload permits, be updated as the
situation develops or changes.
F – Final. The pilot should prepare the aircraft and passengers for landing. If the
landing will be made on an unprepared area or marginal runway, the
engine, fuel and electrical systems should be shutdown. The best landing
configuration for the circumstances should be selected.
G – Get out. The event has not concluded until the aircraft has been evacuated.

Operations Manual Part B - GA8TC

 Page: 4-11 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

4.7.1.1 Further Considerations

It is often a good idea to repeat the A-B-C-D-E-F-G mnemonic to see if any further updates should be
made e.g.

B – better landing area available

C – any further trend in aircraft or engine performance

D – update aircraft position, any new information to communicate

E – update passengers of emergency planning, developments etc.

If after monitoring the aircraft it shows some stability with its performance, then the pilot could
consider looking for a more suitable landing area. A nominated emergency off-field landing site
should be kept within gliding distance if the pilot decides that a diversion to a nearby airfield is
appropriate.

4.7.2 Emergencies at Night and/or in IMC

In the event of an engine failure at night and/or in IMC the pilot should first follow relevant emergency
procedures. The pilot should also consider the following guidance information:

A high priority is to manoeuvre the aircraft – as able – towards

a. Lower terrain
b. VMC
c. An airport.

The GPS should be used to improve situational awareness with considerations made to fly directly to
an airport or a landing site. Considering wind direction and strength, the pilot should then set the OBS
on arrival to align the aircraft with the intended landing direction.

If in IMC, every effort should be made to reach VMC prior to impact with terrain. If at night, the pilot
should make every effort to establish a standard glide approach profile when within 1500 ft AGL (Low
Key) of the expected terrain, with the aircraft in a secured condition, and to switch on the landing and
taxi lights. This profile should be flown until contact with the ground is made.

4.8 Overweight Landings

An emergency or precautionary landing in excess of the Maximum Landing Weight should only be
made in circumstances where continued flight is impossible, or where the pilot considers that
continued flight under the circumstances will incur a greater degree of risk than the overweight
landing.

Where the termination or diversion of a flight results in an aircraft arriving at the destination at a
weight greater than MLW, and holding is practicable without endangering the safety of the flight, pilot
or passengers, the pilot should hold until sufficient fuel has been consumed to avoid an overweight
landing.

An overweight landing may require a landing distance up to 10% greater than that required at MLW
The potential for structural damage during an overweight landing should be minimised by avoiding
rough or unsealed runways, and by minimising the sink rate at touchdown.

Operations Manual Part B - GA8TC

 Page: 4-12 ​

4 - Abnormal and Emergency Procedures Date: 14 June 2021

Revision: 3
MAF International

An approach to land in excess of MLW should be conducted at 73 kt (1.3VS). If an immediate landing

is required at an airstrip of marginal length, an approach speed of 67 kt (1.2VS) may be used.

Overweight landings shall be reported to the HFO and Maintenance Controller, and recorded on the
Aircraft Technical Log or Maintenance Release.

4.9 Dangerous Goods Emergency Procedures

In the event of an emergency or incident on board the aircraft involving dangerous goods e.g. a cabin
fire, pilots shall refer to the Emergency Response Drills, published in the QRH.

Further instructions on the reporting of DG incidents are published in the Operations Manual Part A,
(MVHO.GEN) section 6.5 – Reporting Requirements and 14.3.4 – Dangerous Goods Incidents.

Operations Manual Part B - GA8TC

 Page: 5-1 ​

5 - Expanded Emergency Checklist Date: 14 June 2021

Revision: 3
MAF International

5 Expanded Emergency Checklist 5-1

5.1 Emergency Checklists 5-3

Operations Manual Part B - GA8TC

 Page: 5-2 ​

5 - Expanded Emergency Checklist Date: 14 June 2021

Revision: 3
MAF International

Operations Manual Part B - GA8TC

 Page: 5-3 ​

5 - Expanded Emergency Checklist Date: 14 June 2021

Revision: 3
MAF International

5.1 Emergency Checklists

The Expanded Emergency Checklist describing actions in response to emergency and abnormal
operations is published in the GA8TC Quick Reference Handbook, MTLO.QRH.08.

Operations Manual Part B - GA8TC

 Page: 5-4 ​

5 - Expanded Emergency Checklist Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 6-1 ​

6 - Performance Date: 14 June 2021

Revision: 3
MAF International

6 Performance 6-1
6.1 GA8TC Performance 6-3

6.2 GA8TC Correction Factors 6-4

6.2.1 Wind Correction Factors 6-4

6.2.2 Temperature Correction Factors 6-4

6.2.3 Surface Correction Factors 6-4

Operations Manual Part B - GA8TC

 Page: 6-2 ​

6 - Performance Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 6-3 ​

6 - Performance Date: 14 June 2021

Revision: 3
MAF International

6.1 GA8TC Performance

Company standard conditions for calculating take-off and landing performance are as follows: nil
wind, 30°C (ISA+15°C), short dry grass.

Take-off and landing performance data for individual runways under standard conditions is provided in
the Company Route and Aerodrome Guide.

For calculating landing and take-off performance the following diagram describes the relationship
between the distance available and the distance required. LDA and TODA shall exceed LDR and
TODR each by a factor of 1.15. Landing and take-off performance is based on a 50 ft screen height.

If conditions are more adverse than standard, pilots shall apply an additional correction factor or
factors to the published data to determine the maximum permissible weight for the particular
operation, see section 6.2 - GA8TC Correction Factors below.

These factors may also be used to adjust the permissible weight for take-off or landing if conditions
are more favourable than standard.

For operations on other runways, at locations where the effective runway length has been temporarily
reduced, or if the combination of non-standard conditions makes the use of correction factors
impractical, the pilot shall check take-off and landing performance using approved performance
charts or tables.

Approved take-off and landing distance charts may be found in Section 5 of the AFM and/or AFM
Supplements. Charts are supplied for the Standard MTOW, and when modified, also the Increased
MTOW variant.

Take-off and landing distance data published by the Manufacturer is unfactored. It is Company policy
that this data shall be manually factored to satisfy the requirements of CAO 20.7.4 before use, i.e. a
factor of 1.15 shall be applied to any TODR/LDR distances established by these charts to obtain data
that is acceptable for use in MAFI operations.

Operations Manual Part B - GA8TC

 Page: 6-4 ​

6 - Performance Date: 14 June 2021

Revision: 3
MAF International

6.2 GA8TC Correction Factors

Correction factors are provided for when wind, temperature and surface deviate from Company
standard conditions.

These factors have been derived from approved performance charts and/or data, and provide for the
worst case scenario within the Company’s scope of operations.

Correction factors may be cumulative, and more than one factor may need to be applied, e.g. hot,
windy conditions may require the application of wind and temperature factors.

6.2.1 Wind Correction Factors

VARIATION CHANGE IN PERMISSIBLE WEIGHT (kg)
WIND GA8TC
TO Headwind per kts +10 kg
TO Tailwind per kts -40 kg
LD Headwind per kts +10 kg
LD Tailwind per kts -100 kg

6.2.2 Temperature Correction Factors

VARIATION CHANGE IN PERMISSIBLE WEIGHT (kg)
TEMP GA8TC
TO per °C above standard -10 kg
LD per °C above standard -15 kg

6.2.3 Surface Correction Factors

VARIATION CHANGE IN PERMISSIBLE WEIGHT (kg)
SURFACE GA8TC
TO Long wet grass -190 kg

Long Wet Grass (LWG) penalties are designed to require an additional 25% more ground roll distance
or take-off weight reduced accordingly. LWG penalties should be applied by pilots when an
aerodrome take-off surface is soft and wet, or when required by the Aerodrome Diagram or Internal
NOTAM at specified locations.

These penalties are minimum penalties to be applied. Higher penalties may be required for very soft
surfaces that are still assessed as suitable for a take-off roll.

Operations Manual Part B - GA8TC

 Page: 7-1 ​

7 - Flight Planning Date: 14 June 2021

Revision: 3
MAF International

7 Flight Planning 7-1

7.1 General 7-3

7.2 Routes, Altitudes and Levels 7-3

7.3 Fuel Planning 7-3

7.4 Flight Log 7-4

Operations Manual Part B - GA8TC

 Page: 7-2 ​

7 - Flight Planning Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 7-3 ​

7 - Flight Planning Date: 14 June 2021

Revision: 3
MAF International

7.1 General
General instructions and procedures for flight planning are included in Operations Manual Part A,
section 10 – Flight Planning and Preparation. Information and considerations specific to
GA8TCaircraft are included in this section.

7.2 Routes, Altitudes and Levels

Details of route restrictions dictated by flight over water are contained in the Company Route and
Airstrip Guide.

See Operations Manual Part A section 10.1.10 – Flights over Water for company policy for flights
over water.

The following data is provided to assist pilots in estimating the glide range of GA8TC aircraft, e.g. in
determining overwater flight requirements. This data is more conservative than that supplied in the
AFM. It assumes a windmilling propeller and nil wind. Pilots should also consider the effect of the
prevailing wind and the height lost during any manoeuvring.
Flight Planning GA8TC
Glide Range 1.5 nm per 1000 ft

Company aircraft are not equipped with supplemental oxygen and shall not be planned to operate
above 10,000 ft AMSL.

7.3 Fuel Planning

Normal operations should be planned using the following flight planning data:

GA8TC (TIO-540)
Fuel Planning
Power Fuel Flow TAS
65% Power Cruise 26” MAP 2300 RPM 70LPH 115 kt
75% Power Cruise 28” MAP 2500 RPM 80 LPH 120 kt
Holding Configuration 22” MAP 2200 RPM 48 LPH 95 kt

Note: The fuel consumption rates provided here are “block” figures which include provision for
climb, cruise and descent. Actual fuel consumption rates during cruise flight should be lower.

The minimum fuel required for each flight is outlined in the Operations Manual Part A Section 10.2.1 –
Minimum Planning Requirements.

The PIC may elect to carry extra fuel to cover an expected contingency e.g. delays en-route, or the
Head of Flight Operations may require the PIC to carry extra fuel, e.g. due to limited operational
experience.

Operations Manual Part B - GA8TC

 Page: 7-4 ​

7 - Flight Planning Date: 14 June 2021

Revision: 3
MAF International

7.4 Flight Log

When in flight, pilots shall maintain a flight log to assist with navigation, fuel and flight management.
Refer to Operations Manual Part A section 12.1.5 – Flight Navigation Logs.

Operations Manual Part B - GA8TC

 Page: 8-1 ​

8 - Weight and Balance Date: 14 June 2021

Revision: 3
MAF International

8 Weight and Balance 8-1

8.1 General 8-3

8.1.1 Limitations 8-3

8.1.1.1 AUW Limitations 8-3

8.1.1.2 Centre of Gravity Limitations 8-3

8.1.1.3 Cargo Limitations 8-3

8.2 Loading Trim Sheets 8-5

Operations Manual Part B - GA8TC

 Page: 8-2 ​

8 - Weight and Balance Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 8-3 ​

8 - Weight and Balance Date: 14 June 2021

Revision: 3
MAF International

8.1 General
Company GA8TC aircraft must be loaded in accordance with the limitations and procedures
prescribed in the AFM. This section summarises the limitations relating to aircraft loading, and gives
instruction in the use of these procedures.

8.1.1 Limitations
8.1.1.1 AUW Limitations
Maximum Take-Off Weight (Increased) 1905 kg
Maximum Landing Weight (Increased) 1860 kg

8.1.1.2 Centre of Gravity Limitations

The manufacturer has specified CG limits for the GA8TC in Section 2 of the AFM, and represented
these limits graphically on the load trim sheets provided.

8.1.1.3 Cargo Limitations

Limitations for each available cargo compartment are summarised below. Additional limitations may
apply to the restraint of cargo; refer 9.2.1 - Cargo Restraint.

Operations Manual Part B - GA8TC

 Page: 8-4 ​

8 - Weight and Balance Date: 14 June 2021

Revision: 3
MAF International

Maximum Floor Loading

Area Maximum Load
Intensity
1A - Main Cabin 470 kg/m2
1B - Main Cabin 680 kg 1010 kg/m2
1C - Main Cabin 250 kg/m2
2 - Cabin Baggage Shelf 113 kg 225 kg/m2
3 - Aft Luggage Bin 22 kg 80 kg/m2
4A - Cargo Pod – Forward 120 kg 734 kg/m2
4B - Cargo Pod – Aft 100 kg 734 kg/m2
Cargo Pod - Total 200 kg 734 kg/m2

Note: Standard Company equipment must be included when considering the weight of cargo
carried in each compartment, e.g. first aid and survival kits, emergency water.

Operations Manual Part B - GA8TC

 Page: 8-5 ​

8 - Weight and Balance Date: 14 June 2021

Revision: 3
MAF International

8.2 Loading Trim Sheets

Loading Trim Sheets are produced for the GA8TC to assist the pilot in ensuring that the aircraft is
operated within limits. Numerous versions are produced, accommodating variables such as:

a. Optional cargo pod

b. Passenger or cargo configuration

c. Metric or imperial units

d. Standard or Increased MTOW

Pilots must ensure that they use the most appropriate loading trim sheet for their aircraft. A laminated
copy of the appropriate sheet is provided in each aircraft for day to day use.

Detailed instructions for the use of loading trim sheets are found in Section 6 of the AFM or relevant
AFM Supplement. If the aircraft take-off weight has been determined using a company load manifest,
it is acceptable to use the load trim sheet to determine CG position only.

Note that as the AOW and index include provision for a standard weight pilot and standard
equipment, no further allowance should be made for these items when completing the trim section of
the loading trim sheet. Allowance should be made for the removal of any standard equipment. E.g. If
seats have been removed, allowance should be made by moving “backwards” (i.e. left) along the
affected row(s).

Operations Manual Part B - GA8TC

 Page: 8-6 ​

8 - Weight and Balance Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 9-1 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

9 Loading 9-1
9.1 Carriage of Passengers 9-3

9.1.1 Use of Seatbelts 9-3

9.1.2 Carriage of Infants and Children 9-3

9.1.3 Carriage of a passenger on a stretcher (Medevac Flight) 9-4

9.1.3.1 Medevac Configuration 9-4

9.1.3.2 Medical Equipment carried on Medevac flights (NOT INCLUDED in 9.1.3.1) 9-4

9.2 Carriage of Cargo 9-5

9.2.1 Cargo Restraint 9-5

9.2.1.1 Cargo Restraint System Limitations 9-5

9.2.2 Cargo on Passenger Seats 9-7

9.2.3 Dangerous Goods 9-7

9.2.4 Carry-On Baggage 9-7

Operations Manual Part B - GA8TC

 Page: 9-2 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 9-3 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

9.1 Carriage of Passengers

9.1.1 Use of Seatbelts
GA8TC passenger seats are equipped with lap-sash style seatbelts. Pilots should be aware that
passengers may be unfamiliar with this type of restraint. Incorrect use of lap-sash restraints, including
the placement of the shoulder strap around the chest but beneath the arm, may result in an increased
risk of injury or death in any incident or accident.

Two children shall not occupy and share one seat when fitted with a lap-sash restraint.

Passenger briefings must include clear instruction in the correct use and adjustment of lap-sash seat
belts.

Pilots should, as far as practicable, visually confirm that all passengers’ seatbelts are fastened and
adjusted correctly prior to take-off and landing.

9.1.2 Carriage of Infants and Children

Instructions for the carriage of infants and children as excess passengers are included in Operations
Manual Part A section 11 – Ground Operations. Excess passengers are not permitted in a control
seat or in the seat which gives best access to an exit. The shaded seats in the diagram below
indicate which seats may be occupied by an adult nursing an infant.

Operations Manual Part B - GA8TC

 Page: 9-4 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

9.1.3 Carriage of a passenger on a stretcher (Medevac Flight)

When carrying a person on a stretcher in the MAFI “medevac” configuration, the pilot shall load the
aircraft according to the instructions in the Patient Restraint System Flight Manual Supplement.

Only one person may be carried on the stretcher whilst the aircraft is in the MAFI Medevac
Configuration.

Any items of baggage carried by the patient, or attending medical personnel which are not items of
equipment specified in para 9.1.3.1 - Medevac Configuration or 9.1.3.2 - Medical Equipment
carried on Medevac flights (NOT INCLUDED in 9.1.3.1) shall be treated as general baggage in
accordance with Section 9.2 - Carriage of Cargo of this manual, MVHO.GEN and MAFI Dangerous
Goods Manual. The items of general baggage referred to in this paragraph may be accessed during
flight, if required, but the items shall be returned to their secured location for take-off and landing.

When sick or injured passengers are carried in an aircraft, the pilot should handle these passengers
in accordance with MVHO.GEN Sect 11.3.6 – Carriage of Passengers with Special Needs to
minimise the risk of infection, or damage to the aircraft.

9.1.3.1 Medevac Configuration

The equipment included in the MAFI Medevac configuration are:

a. MAFI Patient Restraint Harness

b. overed Mattress
c. Stretcher

d. 1 “D Ring” tie-down inserted into a roof “oyster” receptacle to facilitate hanging IV drip bag(s).

The medevac configuration requires the three seats behind the pilot’s set in rows 2-4 to be removed.
These should either be stowed and secured in the aircraft, or removed from the aircraft. The weight
and index shall be adjusted in accordance with section 10.1 - Aircraft Operating Weight and Index.
The medevac equipment stated above typically weighs 8 kg.

9.1.3.2 Medical Equipment carried on Medevac flights (NOT INCLUDED in 9.1.3.1)

Medical Oxygen bottle in protective carry bag, secured behind the barrier net on the aft baggage
shelf, or behind the pilot’s seat in accordance with instructions in MAFI Cargo Restraint Straps Flight
Manual Supplement 0825-004, section 4.5 - Guidance for Managing In-flight Impact.

Operations Manual Part B - GA8TC

 Page: 9-5 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

9.2 Carriage of Cargo

Cargo may be carried in the cargo pod, cabin baggage shelf or in the aft luggage bin. Cargo may also
be carried on, or in the place of, row 2, 3 and 4 seats. Cargo must not be carried on a control seat.

Access to the cargo pod is through 2 doors on the left hand side and/or one door at the rear. Access
to the cabin baggage shelf and aft luggage bin are via the main cabin door. It may be necessary to
remove the left hand row 4 seat in order to move bulky items in or out of these areas.

9.2.1 Cargo Restraint

Cargo placed in the cargo pod does not require restraint. Prior to boarding the aircraft, however, the
pilot must ensure that the cargo pod doors are closed.

Cargo placed in any other compartment must be restrained in accordance with the manufacturer’s
cargo restraint system found in section 6 of the AFM or the Company supplemental system found in
AFM supplement number 0825-004 in section 9 of the AFM. This system includes four nets with
associated restraint straps, tie-down fittings and anchor points.

9.2.1.1 Cargo Restraint System Limitations

The load ratings below allow for the highly magnified dynamic loadings applied by inertia during a
sudden forward deceleration. Additional load restraint may be required to prevent upward and
rearward movement during normal flight and manoeuvres. Only one cargo strap should be attached
to each anchor plate.
Restraint System Maximum
Restrictions
Component Load
Vertical net as a barrier Requires 8 fittings correctly secured
680 kg
Throwover net Only 160 kg rating when used alone
Vertical net as throwover 160 kg 4 fittings installed in floor anchors
Requires 8 fittings correctly secured and aft luggage
Cabin baggage shelf net 91 kg
bin net installed
Correctly secured to prevent items on baggage shelf
Aft luggage bin net 22 kg
shifting aft into aft bin
Ancra fitting and base 40 kg At all load strain angles to base, 0-90°
Red/Grey cargo strap 50 kg Can restrain 80 kg per strap when looped back and
Blue cargo strap 100 kg secured by two separate Ancra fittings

Note: The AFM section 6.4.1 states a cabin baggage shelf net load rating of 113 kg, but supplied
nets are labelled with only 91 kg rated load. When required, the additional 22 kg of restraint
to match the shelf load limit can be achieved by attaching two diagonal red straps across the
front of the net from lower corner to the opposite sidewall anchor point.

Operations Manual Part B - GA8TC

 Page: 9-6 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

Caution: Ratchet-type adjustable straps can easily be over-tensioned and apply forces to the
anchor plates in excess of the rated capacity. Over-tensioning can also cause damage to
the load itself.

To achieve the rated restraint capacity of the main vertical net and cabin baggage shelf net, fittings on
each net must be secured in their appropriate anchor plates as presented in the AFM. The shelf net
shall be pulled taught through the use of the adjustable strap assemblies to ensure adequate
clearances for passengers seated in the rear row.

The above load ratings are only valid when the straps or net are directed forwards under the cargo, or
the angle to the floor is shallow. The actual load capacity of the fore and aft anchors in the forward
directions depends on the attachment or strap angle, see the table below.
Forward Restraint Capacity
Strap Angle to floor, θ
(40 kg x cos θ)
0° 40 kg
15° 38 kg
30° 35 kg
45° 28 kg
60° 20 kg
75° 10 kg
90° 0 kg

Example illustration: a single palletised load weighing 250 kg is loaded into cargo area 1A-1C, and
all passenger seats have been removed from their normal positions.

The front of the pallet remains clear of the crew seats by 100-200 mm to allow for stretching of the
restraint system during a sudden abnormal deceleration.

The vertical net is used as a throwover net, secured under the pallet using the four floor fittings and
the net is directed forwards under the pallet and then over the load. The opposite side of the net is
tensioned by four adjustable red cargo straps attached to the floor anchors at the rear of the cabin.

The inertial load can be assumed to be carried equally by both sides of the net; therefore each side
requires at least 125 kg of restraining capacity. The four net fittings are rated to a total of 160 kg
because the net is parallel to the floor. The four rear straps will provide the required restraint
capacity only if the strap angle to the floor is kept below 40°.

To limit upward and rearward movement in normal flight, additional straps are attached to the D-
rings on the vertical net and to floor anchors just behind the pallet and pulled tight.

Operations Manual Part B - GA8TC

 Page: 9-7 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

9.2.2 Cargo on Passenger Seats

Cargo may be carried on passenger seats under the following conditions:

a. It shall be restrained so as to prevent forwards, upwards or sideways movement.

b. Where a seat belt is to be used as a restraint, the article shall be sufficiently flexible to ensure
enough seat belt purchase to prevent it slipping out from under the belt, e.g. a mail bag or
swag.

c. Loading is restricted to one article per seat.

d. Handles or carry straps shall not be used as the sole means of restraint of an article.
e. The weight is not to exceed 77 kg per seat.

f. Cargo shall not be carried on a control seat.

9.2.3 Dangerous Goods

Dangerous goods which require segregation from passengers may only be carried in the cargo pod.

9.2.4 Carry-On Baggage

a. Items of hand luggage must not be placed beneath any occupied seat. Small items may be
stowed in the seat pockets. Large items, including laptop computers, etc., are best stowed on
the aft baggage shelf behind the barrier net.
b. When miscellaneous medical equipment, not requiring aircraft power, is to be carried and
used during flight it shall be treated as a Personal Electronic Device (PED) – refer to CASA
AWB 23-003.
c. If there is suspected or confirmed electromagnetic Interference (EMI), or any other safety risk
relating to the equipment, e.g. over-heating, emission of smoke, etc., the PIC shall direct that
the equipment is turned off and stowed.
d. During take-off, landing and other critical phases of flight the PIC shall ensure that the
equipment is stowed either:
1. Behind the barrier net on the aft baggage shelf, or;

2. Adequately restrained by the harness of a vacant passenger seat, or;

3. Restrained in accordance with the MAFI Cargo Restraint Straps Flight Manual
Supplement 0825-004.
e. The PIC shall ensure that during the pre-flight passenger safety briefing the accompanying
medical staff are made aware of the above requirements for the security and stowage of
cabin medical equipment.

f. A piece of medical equipment which is not in use for providing patient care can be
transported as cargo in accordance with section 9.2 - Carriage of Cargo and the Dangerous
Goods Manual.

Operations Manual Part B - GA8TC

 Page: 9-8 ​

9 - Loading Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 10-1 ​

10 - Configuration Deviation Date: 14 June 2021

Revision: 3
MAF International

10 Configuration Deviation 10-1

10.1 Aircraft Operating Weight and Index 10-3

10.1.1 Australian Based Aircraft – Normal Configuration 10-3

10.1.2 Timor-Leste Based Aircraft – Normal Configuration 10-4

10.1.3 Timor-Leste Based Aircraft – Medevac Configuration 10-5

10.1.4 Timor-Leste Based Aircraft – Freighter Configuration 10-6

Operations Manual Part B - GA8TC

 Page: 10-2 ​

10 - Configuration Deviation Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 10-3 ​

10 - Configuration Deviation Date: 14 June 2021

Revision: 3
MAF International

10.1 Aircraft Operating Weight and Index

An Aircraft Operating Weight (AOW) and a corresponding index are calculated for each Company
GA8TC aircraft, in the following standard configuration.

Items marked with an # are normally included in the Empty Weight Configuration as indicated on the
Load Data Sheet.

If the aircraft is operated with items from the standard configuration removed (e.g. seats), and/or
additional items of equipment added (e.g. cargo nets) then:

a. The aircraft operating weight must be adjusted accordingly,

b. Details of the changes and adjusted operating weight should be indicated on the load
manifest, and
c. Allowance for the removed and/or added items must be made when completing the Loading
Trim Sheet, see section 8.2 - Load Trim Sheet.

10.1.1 Australian Based Aircraft – Normal Configuration

Location for Index Calculation
Item Weight With cargo
Without cargo pod
pod
Empty aircraft, optional cargo pod, As per Load
unusable fuel, full oil. Data Sheet
2 crew seats# 9 kg each Installed Installed
6 passenger seats# 7 kg each Installed Installed
Cabin step# 2 kg Installed Installed
Fire extinguisher# 2 kg Installed Installed
First Aid Kit# 2 kg Aft luggage bin Aft luggage bin
Cabin shelf net 3 kg Installed Installed
Pilot and pilot equipment 96 kg Row 1 Row 1
Survival Kit 7 kg Aft luggage bin Aft luggage bin
Tool kit 2 kg Aft pod Aft luggage bin
Cargo restraint equipment
11 kg Aft luggage bin Aft luggage bin
(as per MAF AFMS)
Passenger scales 2 kg Aft pod Aft shelf
Wheel chocks 1 kg Row 1 Row 1

Operations Manual Part B - GA8TC

 Page: 10-4 ​

10 - Configuration Deviation Date: 14 June 2021

Revision: 3
MAF International

10.1.2 Timor-Leste Based Aircraft – Normal Configuration

Location for
Item Weight
Index Calculation
Empty aircraft, optional cargo pod,
As per Load Data Sheet
unusable fuel, full oil.
2 crew seats# 9 kg each Installed
6 passenger seats# 7 kg each Installed
Cabin step# 2 kg Installed
Fire extinguisher# 2 kg Installed
First Aid Kit# 2 kg Aft luggage bin
Cabin shelf net 3 kg Installed
Pilot and pilot equipment 96 kg Row 1
Survival Kit 7 kg Aft luggage bin
Pilot door pocket
Adult Lifejackets (one per seat) 0.5 kg each
Seat base pouch
Infant Lifejackets (2) 0.5 kg each
Tool kit 2 kg Forward pod in
Cargo restraint equipment plastic crate
11 kg
(as per MAF AFMS)
Stretcher kit - scoop 8 kg Aft luggage bin
Stretcher kit – mattress & harness 8 kg Aft pod
Passenger scales 2 kg Aft pod
Wheel chocks 1 kg Row 1

Operations Manual Part B - GA8TC

 Page: 10-5 ​

10 - Configuration Deviation Date: 14 June 2021

Revision: 3
MAF International

10.1.3 Timor-Leste Based Aircraft – Medevac Configuration

Location for
Item Weight
Index Calculation
Empty aircraft, optional cargo pod,
As per Load Data Sheet
unusable fuel, full oil.
2 crew seats# 9 kg each Installed
3 passenger seats# 7 kg each Row 2-4 RHS
Cabin step# 2 kg Installed
Fire extinguisher# 2 kg Installed
First Aid Kit# 2 kg Aft luggage bin
Cabin shelf net 3 kg Installed
Pilot and pilot equipment 96 kg Row 1
Survival Kit 7 kg Aft luggage bin
Pilot door pocket
Adult Lifejackets (one per seat) 0.5 kg each
Seat base pouch
Infant Lifejackets (2) 0.5 kg each
Tool kit 2 kg Forward pod in
Cargo restraint equipment plastic crate
11 kg
(as per MAF AFMS)
Stretcher kit - scoop 8 kg
Row 2-4 LHS
Stretcher kit – mattress & harness 8 kg
Passenger scales 2 kg Aft pod
Wheel chocks 1 kg Row 1

Operations Manual Part B - GA8TC

 Page: 10-6 ​

10 - Configuration Deviation Date: 14 June 2021

Revision: 3
MAF International

10.1.4 Timor-Leste Based Aircraft – Freighter Configuration

Location for
Item Weight
Index Calculation
Empty aircraft, optional cargo pod,
As per Load Data Sheet
unusable fuel, full oil.
2 crew seats# 9 kg each Installed
Passenger seats# 7 kg each Rows 2-4 removed
Cabin step# 2 kg Installed
Fire extinguisher# 2 kg Installed
First Aid Kit# 2 kg Aft luggage bin
Cabin shelf net 3 kg Installed
Pilot and pilot equipment 96 kg Row 1
Survival Kit 7 kg Aft luggage bin
Pilot door pocket
Adult Lifejackets (one per seat) 0.5 kg each
Seat base pouch
Tool kit 2 kg
Forward pod in
Cargo restraint equipment
8 kg plastic crate
(less cargo net)
Vertical cargo net 3 kg Installed Row 2
Throw-over net 6 kg Rows 2-4
Passenger scales 2 kg Aft pod
Wheel chocks 1 kg Row 1

The weight of any additional passenger seats carried shall be added to the operating weight and the
index adjusted for the location in which they are stowed, e.g. rear baggage shelf.

Operations Manual Part B - GA8TC

 Page: 11-1 ​

11 - Quick Reference Handbook Date: 14 June 2021

Revision: 3
MAF International

11 Quick Reference Handbook 11-1

11.1 Quick Reference Handbook 11-3

11.1.1 QRH Structure 11-3

11.1.2 Standard Operating Charts 11-3

Operations Manual Part B - GA8TC

 Page: 11-2 ​

11 - Quick Reference Handbook Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 11-3 ​

11 - Quick Reference Handbook Date: 14 June 2021

Revision: 3
MAF International

11.1 Quick Reference Handbook

The Quick Reference Handbook is a compilation of Standard Operating Procedures, Emergency
Procedures, Operational Checklists and other relevant information derived from the AFM.

The QRH is supplied in a tab-indexed folder to assist locating information.

Before operational flights, pilots shall first familiarise themselves with the QRH, and its use, especially
in the event of an emergency.

11.1.1 QRH Structure

Cover page with Section Index

Emergency Checklist Index

Handling Emergency Situations

Emergency Checklist

Airspeeds for Emergency Operations

Emergency Checklist

Expanded Flight Checklist

Standard Operating Chart

Pre-flight Inspection

Door Checklist

Before Flight

Airborne

After Landing

Training Manoeuvres

Normal Procedures Checklist

Piston Engine Management SOPs

Speed Reference Table

Abbreviated Flight Checklist

Placards for use in Aircraft

11.1.2 Standard Operating Charts

Standard operating charts are provided in the QRH for each variant, and are intended as a ready
reference for GA8TC operations. Unless otherwise indicated, the standard power settings, speeds
and fuel flows are based on the variant MTOW.

Individual aircraft performance may vary from these standard settings.

Operations Manual Part B - GA8TC

 Page: 11-4 ​

11 - Quick Reference Handbook Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 12-1 ​

12 - Operational Defect Procedure Date: 14 June 2021

Revision: 3
MAF International

12 Operational Defect Procedure 12-1

12.1 Operational Defect Procedure 12-3

Operations Manual Part B - GA8TC

 Page: 12-2 ​

12 - Operational Defect Procedure Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 12-3 ​

12 - Operational Defect Procedure Date: 14 June 2021

Revision: 3
MAF International

12.1 Operational Defect Procedure

The Company operational defect procedure is described in Operations Manual Part A section 13.2 –
Maintenance Release and Flight Log Procedures.

Use of the Minimum Equipment List is described in Operations Manual Part A section 13.7 – MEL.

Non-essential equipment and furnishings defect reporting is described within Operations Manual Part
A section 13.2.2 – Recording Defects.

Operations Manual Part B - GA8TC

 Page: 12-4 ​

12 - Operational Defect Procedure Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 13-1 ​

13 - Survival and Emergency Equipment Date: 14 June 2021

Revision: 3
MAF International

13 Survival and Emergency Equipment 13-1

13.1 Survival and Emergency Equipment 13-3

13.1.1 First Aid Kit 13-3

13.1.2 Survival Kit 13-3

13.1.3 Water 13-3

13.1.4 Fire Extinguisher 13-3

13.1.5 Emergency Locator Transmitter 13-4

13.1.6 Lifejackets 13-4

Operations Manual Part B - GA8TC

 Page: 13-2 ​

13 - Survival and Emergency Equipment Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 13-3 ​

13 - Survival and Emergency Equipment Date: 14 June 2021

Revision: 3
MAF International

13.1 Survival and Emergency Equipment

The following emergency equipment is carried on MAFI GA8TC aircraft:

13.1.1 First Aid Kit

Each GA8TC is equipped with one first aid kit, stowed in the aft luggage bin. On some aircraft the first
aid kit, in its box, may be stowed inside the survival kit case. These kits consist of a commercial first
aid kit with some additional items. The list of first aid kit contents can be found on Form MAE 12.5. A
current contents checklist copy is located in the kit itself.

First aid kits installed are inspected by engineering according to the aircraft system of maintenance,
or whenever the seal is broken. This seal is fitted after each kit regular inspection according to the
aircraft system of maintenance.

The first aid kit should be checked during the daily inspection to ensure that the seal is unbroken.

Kits which are damaged or have the seal broken are unserviceable and must be reported to the MC
(or delegate).

13.1.2 Survival Kit

Each GA8TC is equipped with one survival kit in a pelican or similar style case, stowed in the aft
luggage bin. The list of survival kit contents can be found on Form MAE 12.4. A current contents
checklist copy is located in the kit itself.

Survival kits installed are inspected by engineering according to the aircraft system of maintenance,
or whenever the seal is broken. This seal is fitted after each kit inspection. It is labelled with the date
at the time of inspection and the date when the next inspection is due.

The survival kit should be checked during the daily inspection to ensure that the seal is unbroken and
that the inspection date has not passed.

Kits which are damaged, expired, or have the seal broken, are unserviceable and must be reported to
the MC (or delegate).

13.1.3 Water
Emergency drinking water should be carried as directed by the Head of Flight Operations when
operating in remote arid areas. Emergency drinking water is additional to normal drinking water
carried by the pilot(s) and passengers.

The weight of any survival water carried is not included in the Operating Weight and Index.

13.1.4 Fire Extinguisher

Each GA8TC is equipped with one BCF fire extinguisher, located at floor level between the pilot and
co-pilot seats. The fire extinguisher is inspected regularly according to the aircraft system of
maintenance.

The fire extinguisher should be checked during the daily inspection to ensure that it is mounted
securely and has not been discharged.

Operations Manual Part B - GA8TC

 Page: 13-4 ​

13 - Survival and Emergency Equipment Date: 14 June 2021

Revision: 3
MAF International

13.1.5 Emergency Locator Transmitter

MAFI GA8TC standard equipment includes a fixed installation 406 MHz emergency locator
transmitter (ELT) located within the aft fuselage. The ELT is connected to an antenna on the top of the
aft fuselage, and to a remote switch/indicator module on the instrument panel. The ELT is a fixed unit
and is not intended to be removed from the aircraft in an emergency. Access to the ELT is normally
achieved by removing the row 4 seats and aft luggage bin, or through the under-rear-fuselage access
panel.

If activated, the transmitter will radiate an emergency signal with a discrete registration number.

The ELT may be activated in three ways:

a. Automatically when sufficient acceleration is experienced to trigger the unit’s internal G

switch,
b. Remotely by selecting the remote switch on the instrument panel to “ON”

c. Manually by accessing the ELT and turning the switch to “ON”.

Further information is provided in the AFM supplement.

Company aircraft with an unserviceable ELT, or with the ELT removed for maintenance, may be
operated in accordance with the provisions of the MEL. Where practicable, a portable ELT or PLB
should be carried on these flights.

New, leased or cross-hired aircraft, not equipped with a fixed ELT, may be operated:

a. On flights within 50 nm of the aerodrome of departure, or

b. With a portable ELT or PLB

with the approval of the HFO.

13.1.6 Lifejackets
Requirements for the carriage of lifejackets on particular flights are included in the Operations Manual
Part A, section 10.1.10.1 – Carriage and Use of Life Jackets.

Selected MAFI GA8TC aircraft may be equipped with one adult lifejacket per seat. Lifejackets for
passenger seats are located in vinyl pouches attached to the forward edge of each seat base. A flap
across the top of the pouch is secured with Velcro. The pilot’s lifejacket is stowed in the pilot’s door
pocket.

Additional lifejackets are provided for use by any infants or extra children carried, and shall be
distributed to the responsible adult passengers prior to flight.

If lifejackets are required for a particular flight in an aircraft not equipped with them as standard, the
PIC shall ensure that lifejackets are carried. One lifejacket shall be stowed in the seat pocket
immediately in front of each occupant in rows 2, 3 and 4, and in the front door pockets for the
occupants of row 1. Additional lifejackets shall be provided for use by any infants carried, and shall be
stowed securely in a location accessible to the responsible adult passenger.

Operations Manual Part B - GA8TC

 Page: 14-1 ​

14 - Passenger Briefing Procedures Date: 14 June 2021

Revision: 3
MAF International

14 Passenger Briefing Procedures 14-1

14.1 Pre-Flight Briefing Procedures 14-3

14.2 Emergency Situation Passenger Briefing 14-3

14.3 Passenger Briefing Cards 14-3

Operations Manual Part B - GA8TC

 Page: 14-2 ​

14 - Passenger Briefing Procedures Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 14-3 ​

14 - Passenger Briefing Procedures Date: 14 June 2021

Revision: 3
MAF International

14.1 Pre-Flight Briefing Procedures

Company requirements for briefing passengers are described in Operations Manual Part A section
11.7 – Briefing Procedures.

The pre-flight passenger briefing includes instructions for passengers on actions in the event of an
emergency. This includes information about emergency exits, emergency equipment, smoking
(including e-cigarettes or vaping devices) and seating positions.

During this briefing, pilots are to point out the briefing card and recommend it be studied carefully
prior to take-off. Passenger briefing cards are provided at all passenger seats to reinforce the pilot’s
pre-flight briefing.

14.2 Emergency Situation Passenger Briefing

In the event of an emergency the pilot should restate the instructions given in the pre-flight briefing,
and give specific further instructions appropriate to the situation, as time permits.

14.3 Passenger Briefing Cards

Passenger briefing cards are provided for each passenger, and are intended to illustrate and reinforce
the pre-flight passenger briefing. The current Passenger Briefing Card is Amendment published June
2020.

Briefing cards should be located in the seat pocket ahead of each seat in rows 2, 3 and 4, and in the
door pocket adjacent to the row 1 right hand seat.

[SAMPLE DOCUMENT]

Operations Manual Part B - GA8TC

 Page: 14-4 ​

14 - Passenger Briefing Procedures Date: 14 June 2021

Revision: 3
MAF International

Operations Manual Part B - GA8TC

 Page: 15-1 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

15 Aircraft Systems 15-1

15.1 General 15-3

15.2 Wheels and Brakes 15-3

15.2.1 Brakes 15-3

15.2.2 Tyres and Pressures 15-3

15.2.3 Steering 15-3

15.3 Vortex Generator Kit 15-4

15.4 Aspen Evolution 15-4

15.5 Engine Monitoring System 15-5

15.6 Piston Engine Management SOPs (PEMSOPs) 15-5

15.7 Fuel System 15-6

15.7.1 Sump tank feed system 15-6

15.7.2 Vent system interference 15-6

15.7.3 Fuel vapour return line 15-6

15.7.4 Optical fuel sensors 15-6

15.7.5 Maximum tank level differential 15-6

15.8 Electrical System 15-7

15.8.1 Battery 15-7

15.8.2 Ground power receptacle 15-7

15.8.3 Bus master switches 15-7

Operations Manual Part B - GA8TC

 Page: 15-2 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 15-3 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

15.1 General
This section should be read in conjunction with Section 7 of the AFM and relevant AFM Supplements.
It provides additional information about selected GA8TC systems and equipment applicable to
MAFI aircraft.

15.2 Wheels and Brakes

15.2.1 Brakes
Company GA8TC aircraft have been modified by relocating the brake calipers towards the forward
section of the main wheels. This modification is intended to reduce contamination of the brake system
by dirt or slush from airstrips. Operation of the brakes is unchanged.

The operation of the brakes in the GA8TC requires noticeably more pedal pressure than on some
comparable types (e.g. C206) to achieve an equivalent braking action.

15.2.2 Tyres and Pressures

Company GA8TC aircraft have been modified by the installation of a larger nose wheel. The larger
wheel provides greater protection when operating on rough or soft airstrips, and increases propeller
ground clearance. Operating procedures are unchanged.

Wheel Tyre Size Tyre Pressure

Main Wheel 8.50 x 6 27 psi
Nose Wheel (standard) 6.00 x 6 31 psi
Nose Wheel (optional) 8.00 x 6 31 psi

15.2.3 Steering
The nose wheel is directly linked to the rudder bar by push rods, giving positive steering control. The
nose wheel angle cannot be increased by differential braking, and braking in this way will apply an
undesirable side-loading to the nose gear assembly.

Operations Manual Part B - GA8TC

 Page: 15-4 ​

15 - Aircraft Systems Date: 18 May 2022

Revision: 4
MAF International

15.3 Vortex Generator Kit

Company GA8TC aircraft have been fitted with Micro AeroDynamics Micro Vortex Generators:
132 VGs full span along the wing upper surface and 72 VGs along the horizontal stabiliser lower
surface. They are mounted in pairs along the wings and stabiliser.

The Micro Vortex Generators are installed in a span-wise line aft of the leading edge of the aerofoil.
They control airflow over the surface of the aerofoil by creating vortices that energize the boundary
layer. This results in improved lifting performance and control authority at low airspeeds and high
angles of attack.

At the low angles of attack found during normal climb, cruise, powered descent and gliding, they have
negligible effect. At high angles of attack, the energised boundary layer delays separation from the
aerofoil, thus lowering the stall speed as seen in the table below.

Configuration Factory Micro VG kit Reduction with VG kit

Clean, flaps up 64 KIAS 61 KIAS 3 kt
Take-off, 14° 60 KIAS 57 KIAS 3 kt
Landing, 38° 57 KIAS 56 KIAS 1 kt

Based upon these reduced stall speeds and improved handling, reduced speeds for rotation, take-off
and powered approach have been calculated.

Emergency glide speeds and speeds for a glide approach remain unchanged.

The improved handling and reduced speeds provide increased margin during the critical phases of
flight without performance or payload penalty.

Care should be taken to avoid dislodging or damage to the Micro Vortex Generators, especially
during refuelling and cleaning operations.

15.4 Aspen Evolution

Company GA8TC aircraft are equipped with Aspen Avionics EFD1000 Electronic Flight Instrument
Systems.

The EFD1000 replaces the standard vacuum attitude indicator and direction indicator in the centre of
the pilot’s instrument panel. The vacuum system is therefore redundant and is removed from the
aircraft. The second pressure altimeter (RHS) and assigned altitude indicator may also be removed,
as their functions are provided by the EFD1000.

Power for normal operations is supplied to the EFD1000 from the left bus, via a dedicated “EFIS
Master” on the rear of the overhead panel. This EFIS Master is a 10 amp switch breaker.

Normal and emergency procedures for use of the EFD1000 are found in the AFM Supplement, and
have been incorporated into company SOPs and checklists.

Pilots shall not operate EFD1000 equipped aircraft until they have received training, demonstrated
competency, and been authorised by the Head of Crew Training.

Operations Manual Part B - GA8TC

 Page: 15-5 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

15.5 Engine Monitoring System

Company aircraft have been fitted with a J.P. Instruments EDM-350 or EDM-800/900 series engine
monitoring system. This system provides a valuable tool for monitoring engine health and
performance, engine management and troubleshooting.

The EMS is fitted to the right side of the pilot’s instrument panel; an upper position for the larger-
screen EDM-350 or a lower position for the EDM 800, whereas the larger EDM-930 unit is installed in
the avionics rack. Power is supplied from the left hand avionics bus, via a circuit breaker on the
overhead panel.

A brief description of the relevant EMS unit is provided in the AFM Supplement. Normal and
emergency procedures for use of the EMS unit have been incorporated into company SOPs and
checklists. Additional information is provided in the manufacturer’s Pilot’s Guide.

Company pilots receive specific training and are assessed in the use of this equipment. In particular
pilots should be familiar with the different modes of operation, and with the interpretation of alarms or
abnormal indications.

In the standard MAFI configuration the EDM-800/900 series long term volatile memory has the
capacity to store data from approximately 6 hours of operation, whereas the EDM-350 can store 100
hours. Data is recorded on a looping basis, with new data continuously over-writing the oldest data
anytime that the unit is operating. The analysis of this data is very useful in the investigation of many
occurrences and defects. It is important that data is downloaded promptly following any such
occurrence to avoid the loss of information; pilots should liaise with the MC or HFO to ensure that this
is completed.

Standard Company procedures for the use of the EMS include:

a. Use of the fuel quantity functions by:

i. Entering fuel quantities to the EDM unit after refuelling, and

ii. Cross-checking the fuel quantity against fuel dips.

b. Checking of individual cylinder EGT variations during magneto checks.
c. Monitoring of EGT, CHT, TIT and other engine parameters during climb, cruise and descent.

d. Use of the LeanFind function during cruise.

e. Use of the cylinder head rate of cooling display during descent and approach.

15.6 Piston Engine Management SOPs (PEMSOPs)

Pilots should operate the Lycoming TIO-540 engine as per the PEMSOPs section of the aircraft QRH.

Operations Manual Part B - GA8TC

 Page: 15-6 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

15.7 Fuel System

15.7.1 Sump tank feed system
The fuel system in the GA8TC is designed to feed from both wing tanks simultaneously in balanced
flight through a float-valve system fitted to the sump tank. This prevents cross-feeding between tanks
whilst avoiding the possibility of incorrect tank selection, or running a tank dry.

Should one tank level become significantly higher, the weight differential should cause that wing to be
slightly lower which will then predispose the sump tank to draw from the lower, fuller tank.
Intentionally raising the wing with the fuller tank, as might be done for a conventional fuel system, will
exacerbate the differential.

If the aircraft is flown out-of-balance for an extended period, fuel will be drawn unequally.

15.7.2 Vent system interference

The venting system is finely tuned to maintain a positive flow of fuel whilst allowing air to enter the
tanks to replace the fuel drawn, and vapour to be purged from the fuel lines.

A blockage to a vent port or a poor seal on a fuel cap can affect this delicate equilibrium such that fuel
may not be drawn from one tank. This will be seen as an increasing differential on the tank fuel
gauges. Fuel in the ‘choked’ tank may be unusable, therefore a landing should be made before the
fuel in the draining tank has reached a critically low level.

A careful check of the vent ports, fuel cap seals and security during the daily inspection will help to
avoid this situation.

Vent ports have been fitted with mesh and/or lock wire to deter insects from entering the tube.

15.7.3 Fuel vapour return line

Company GA8TC aircraft have been fitted with a vapour return line to permit a small bleed of fuel
from the inlet side of the Fuel Control Unit to pass back to the sump tank. This allows hot fuel and
vapour from the engine-driven fuel pump to be replaced by cooler fuel during priming and engine
starting.

The return line improves ‘hot-starting’ and should allow the electric pump to be switched off for
ground running.

15.7.4 Optical fuel sensors

These sensors are fitted in the wing tank feed lines to the sump tank, and also to the sump tank as a
level monitor.

An annunciator will illuminate if liquid is no longer present adjacent to the sensor head. The device
will not discriminate between fuel and any water contamination in the fuel system.

15.7.5 Maximum tank level differential

The Manufacturer has stated that 100 litres is the maximum permitted difference between wing tank
levels.

Operations Manual Part B - GA8TC

 Page: 15-7 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

15.8 Electrical System

15.8.1 Battery
The 12 volt battery is located under the pilot’s seat and has a rated capacity of 29 ampere hours. The
normal charge current in cruise flight is less than 1 amp. Prolonged overcharging will be detected by
a sulphurous smell and/or a continuing high charge rate indicated on the ammeter.

15.8.2 Ground power receptacle

The ground power receptacle is designed for a simple connection and disconnection procedure. The
pin arrangement in the connector protects the aircraft system against incorrect supply polarity and
over-voltage, e.g. connection of a 24 volt GPU. Once connected the GPU will charge the battery and
supply power to Bus 1 and Bus 2 services through normal operation of the Bus master switches.

15.8.3 Bus master switches

The two Bus master switches in the overhead panel control two solenoids located close to the floor
circuit breaker panel.

Bus 1 master switch controls the electrical supply to Bus 1.

Bus 2 master switch controls both the electrical supply to Bus 2 and the field circuit to the alternator.
Therefore, switching off Bus 2 master switch will inhibit battery charging.

15.8.4 Stall warning system

The stall warning system is directly connected to the battery through a 1 Amp circuit breaker and is
not inhibited when the Bus masters are switched are off.

Water entering the vane micro-switch, especially when washing the aircraft, may cause the stall
warning sounder to operate quietly until it dries out. If this occurs, the stall warning circuit breaker
should be pulled out to prevent the battery being drained overnight.

15.8.5 Circuit breakers

The electrical system installed within the GA8TC uses resettable circuit breakers to protect the
aircraft electrical wiring.

Whenever a circuit breaker has operated, the need for that electrical service to be restored should be
considered because a reset may reconnect a fault condition which could then lead to an electrical fire.
Resetting of tripped circuit breakers before flight should only be done after engineering consultation.
Circuit breakers shall not generally be reset in flight.

However, if the affected system is considered essential for continued safe flight, or specifically
required by an emergency checklist, the pilot may reset the circuit breaker once after allowing the
circuit breaker and wiring to cool.

The two Bus-main and Alternator-main circuit breakers (50, 70 & 100 amp) in the floor panel should
not be reset due the large current that could flow if a fault condition were still present.

Operations Manual Part B - GA8TC

 Page: 15-8 ​

15 - Aircraft Systems Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 16-1 ​

16 - Initial System Setup and Settings Date: 14 June 2021

Revision: 3
MAF International

16 Initial System Setup and Settings 16-1

16.1 Aspen EFD 1000 Standard Settings 16-3

16.2 JPI EDM Range Standard Settings 16-4

Operations Manual Part B - GA8TC

 Page: 16-2 ​

16 - Initial System Setup and Settings Date: 14 June 2021

Revision: 3
MAF International

This page is intentionally left blank.

Operations Manual Part B - GA8TC

 Page: 16-3 ​

16 - Initial System Setup and Settings Date: 14 June 2021

Revision: 3
MAF International

16.1 Aspen EFD 1000 Standard Settings

The following standard settings shall be used with EFD1000 equipment:
Parameter Setting Notes
V speed markers Off
Basemap declutter Pilot’s preference Recommend no declutter
Map range Pilot’s preference Recommend 20nm
HSI view (360° or 100° arc) Pilot’s preference Recommend practice with both views
Autocourse function On
Default nav source GPS 1 GPS 1 and GPS 2 set to auto crossfill

Operations Manual Part B - GA8TC

 Page: 16-4 ​

16 - Initial System Setup and Settings Date: 14 June 2021

Revision: 3
MAF International

16.2 JPI EDM Range Standard Settings

EDM-350 and EDM-800/900 equipment may be programmed by setting various parameters, and by
setting the limits for the “alarm” functions.

MAF Maintenance Notice 14-04 contains the current parameter and alarm settings for EDM-350 and
EDM-800 monitors installed in Company GA8 aircraft.

Operations Manual Part B - GA8TC