BN 2 Flight Manual PDF

BRITTEN-NORMAN
ISLANDER
A.R.B. APPROVED FLIGHT MANUAL FMI7
This manual has been prepared and published by Britten-Norman Limited and has
been allocated the reference number FM/7, which is referred to in Certificate of
Airworthiness Number ...••...•....••. in respect of the undermentionedaero-
plane. The content matter of this manual was approved by the Air Registration
Board on 15th January, 1970.
THIS AffiCRAFT MUST BE OPERATED IN

ACCORDANCE WITH THE LIMITATIONS IN
SECTION 2AND IN ANYRELEVANT
SUPPLEMENT IN SECTION 7
Model Designation
* [~:W""""-2A>T'11
I.BN-2A-1It\]N-2A-61 [BN-2A-z! t
IBN-2A-sl IBN-2A-91tIBN-2A-2I1(BN-2A-271t
Ci Constructor's Serial Number
·z Registration Marks
j
Co' Designed by and Constructed for :-
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BRITTEN-NORMAN (BEMBRIOOE) LIMITED

BEMBRIOOE AffiPORT,
BEMBRIOOE, IW, ENGLAND.
* Delete boxes which do not apply
I
Models identified t differ significantly from the other models and it is essential,
in their cases, to have the proper Supplementary information included in Sect-
ion 7 to permit operation.
15th Mar 73
Rev 4
BRITTEN - NORMAN
ISLANDER CAA APPROVED FLIGHT MANUAL
RECORD OF REVISIONS
Insertion Insertion Insert iol1

No date Signature No date Signature No date Signatu re
1 Incorporated in
thru PBNRe-print
11 April
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A description of thE' revision system used in this manual is given in
Notes to Users. Revisions must be incorporated consecutively and
in the approved manner.
Islander CAA Approved Flight Manual
FMI7
List of Effective Pages

List of effective pages for this Flight Manual for Islander Models: BN2A, BN2A-1, BN2A-6, BN2A-7, BN2A-8,
BN2A-9, BN2A-26 and BN2A-27.
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Preliminaries - Title Page 4 15th March 1973
Preliminaries - Record of Permanent Revisions
Preliminaries 1 List of Effective Pages 12 1st January 2003
Preliminaries 6 Revision Highlights 12 1st January 2003
Section 1 . Section 1 Divider Card - .

Section 1 1 General - Contents 10 19th March 1987
Section 1 2 - - 15th Jan 1970
Section 1 3 - 10 19th March 1987
Section 1 4 - 8 8th May 1980
Section 1 6 . 8 8th May 1980
Section 2 - Section 2 Divider Card - .

Section 2 1 Limitations - Contents 10 19th March 1987
Section 2 3a - 10 19th March 1987
Section 2 3b - 10 19th March 1987
1st January 2003

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Section 2 5 · 11 20th August 1991
Section 2 6 · 10 19th March 1987
Section 3 . Section 3 Divider Card · .

Section 3 1 Emergency Procedures· Contents 6 9th May 1977
Section 3 2 · 8 8th May 1980
Section 3 3 · 12 1st January 2003
Section 3 4 · 12 1st January 2003
Section 3 5 · · 15th Jan 1970
Section 3 8 · 10 19th March 1987 (

Section 3 8a · 6 9th May 1977
Section 3 8b · 6 9th May 1977
Section 3 10 · 6 9th May 1977
Section 4 . Section 4 Divider Card · .
Section 4 1 Normal Operating Procedures· Contents 10 19th March 1987
(
Preliminaries 1st January 2003
Page 2 Rev 12
Islander eM Approved Flight Manual
FM/7
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Section 4 9 10 19th March 1987
Section 5 - Section 5 Divider Card - -

Section 5 1 Performance - Contents - 15th Jan 1970
Section 5 3 - 7 4th July 1978
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I Section 5 9 - 4 15th March 1973
1st January 2003 Preliminaries

Rev 12 Page 3
FM/7
Section 6 Section 6 Divider Card
Section 6 1 Weight and Balance· Contents 4 15th March 1973

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Page 4 Rev 12
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Section 6 4 - 11 20th August 1991
Section 6 5 - 2 25th Sept 1970
Section 6 - Form No BN(B) 284 Weight and Centre 2 -

of GraVity Schedule
- Appendix 1 - Isiander Weight and Centre 4 March 1977

of GraVity Schedule Aircraft Equipment
List
Section 7 - Section 7 Divider Card - -

Section 7 - Record of Supplements - -

Rev 12 Page 5
FMf7
1 Revision 1 to this manual makes provision for the application of new model designations as a result of
normal design development and also introduces new stalling speed data in Section 4, consequent upon
the embodiment of one such product improvement modification.
2 Revision 2 to this manual makes the following changes:

Section 1
Editorial changes.
Section 2
a) Increased speed for flaps at 25 deg (T.O.) setting - from 88 kt to 114 kt.
b) Increased wing zero fuel weight and amplified information reiating to usable and unusable
fuel - from 5800 Ib to 6000 lb.
c) Inclusion of Mod NB/M/426 - increase of baggage compartment limit from 250 ib to 400 lb.
d) Increased maximum air temperature limit - from ISA +23 deg C to ISA +30 deg C.
Section 4
Magneto check "drop-off" amended from 125 rev/min to 175 rev/min.
Section 5
Maximum weight for altitude and temperature graph (fig 6) revised for ISA +30 deg limit.
Section 6
Table 1 amended to show revised usable oil and passenger weights.

Preliminaries
New Title Page introduced showing additional model designations. (
Section 2
Details for BN-2A-8 aircraft added under Weight and Balance.
Section 3
Minimum duration of battery corrected from 25 min to 20 min under Failure of both Generators.
Editorial amendment action after Failure of one engine during take-off.
Section 4
Crosswind amended from 26 kt to 30 kt under Take-off.
Under Stalling Speeds 0 deg flap reference amended to read UP.
Section 5
On top Position Error Correction graph 0 deg flap reference amended to read UP.
Editorial amendment to Introductory paragraph of Net Take-off flight path.
Section 6
Editorial amendments to Load Weights and Moment Limitations table.
(
Page 6 Rev 12
Islander CAA Approved FlIght Manual
FMI7
'Revision' ',Revisibn:Highlights ~" ,

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4 Revision 4 to this manual makes wide-ranging changes to accommodate relevant information for the
growing variety of aircraft Models. Opportunity Is also taken to include many corrections and clarifications
of a more general nature. These changes are summarized as follows:
Title Page
Changed to accommodate variants.
Section 1
Changes to Performance Criteria and inclusion of Copyright clause.
Section 2
Limitations re-issued compietely to accommodate editorial changes and Model variant informa
tion as indicated by marginai marks.
Section 4
a) Under Handling in Flight, corrections to reduced flying speed figures consequent upon
revised flap iimitation.
b) Under Airfieid Approach correction to circuit entry speed.
c) Stalling speed data completely revised for Model variant clarification.
Section 5
Performance data charts amended (as applicable) for Model variants as follows:
a) Position Error Corrections - Fig 4.
b) Variation of Take-off Safety Speeds - Fig 5.
c) Max Take-off and Landing WAT Chart - Fig 6.
d) Take-off Distance Required - Fig 7.
e) Editorial corrections in Net Take-off Flight Path introduction.
f) Net Take-off Flight Path I - Fig 9.
g) Net Take-off Flight Path II - Fig 10.
h) Net Take-off Flight Path III - Fig 11.
i) En-Route Performance Ceiling and Gross rate of Climb - Fig 12.
j) En-Route Net Gradient of Climb (one engine) - Fig 13.
k) En-Route Climb (one Engine) - Fig 15.
Section 6
Weight and Balance tables (Tables 2 and 5) and Weight and CG data revised to accommodate
Model variants.

Section 1
List of Effective Pages amended.
Section 2
Flight load factor for Model BN-2A-26 corrected from 3.41 g to 3.54 g.
Section 3
Action after double generator failure amended to make economies enabling compliance with
CAA Notice 82. Procedure for activating Emergency Locator Transmitter added.
Section 4
Detaiis concerning Emergency Locator Transmitter Systems and Testing Procedures added.
Section 5
Corrections made to mispiaced altitude scale vaiues at top LH side of Fig 13.
,
I

Rev 12 Page 7
FMI7
6 Section 1
List of Effective pages amended.
Section 2
Aircraft taxying iimitations included. Propeller model numbers revised and ciarified.
Section 3
Propeller feathering notes revised and expanded to included reference to minimum feathering
speeds. Inciusion of audio faiiure instructions.
Section 5
Performance graphs amended as follows:
Fig 2 Air Temperature conversion chart revised.
Fig 5 MPH values corrected, caption added.
7 Section 1
List of Effective pages amended.
Section 2
Propeller Models and Limits amended to include information on 78 in dia propellers to Mod NB
M/977. Correction to metric conversion of floor loading intensity value.
Section 5
Condition of Aeroplane text amended to include information on 78 in dia propellers to Mod NB
M/977. Take-off Run and Take-off Distance Required table text amended to inciude information
on 78 in dia propellers to Mod NB/M/977.
Section 6
Cabin dimensions and floor loading fig 2 amended to show NB/M/483 details and metric con- (
version of maximum load concentrations on cabin floor corrected. Table 2 col heading corrected
to read Stn 255.5.
8 Section 1
Take-off safety speed definition amended; minor amendment to 3-view illustration; change of
Company name; List of Effective Pages amended together with Associated Publications.
Section 2
Noise statement added; minor text amendments; power iimitations amended; oil grades and
fuel grades revised.
Section 3
Text under GENERAL at head of Section amended to include data for two power leveis.
Section 4
Minor amendments to pre-starting, checks after starting and pre take-off check procedures;
after take-off and handling in flight procedures amended to take account of two power levels.
Section 5
Fig 5 amended by substitution of "threshold" in place of "approach" in title of lower graph; text
for fig 12 revised to include information for two power levels consistent with noise abatement
procedure; addition of 6500 Ib datum to fig 12.
Section 6
Cargo restraint detaiis revised in fig 5.
(
Page 8 Rev 12
FM/7
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9 Section 1
List of Effective Pages amended,
Section 2
Inclusion of Noise Certification modification number (NB/M/1 090) under first heading, Explana
tion of effect of NB/M/1 090 under Power Plant heading, Minor editorial corrections and amend
ments of Maximum Air Temperature for Operation, from +30 deg C to +28 deg C,
10
Preliminaries
inciusion of List of Effective Pages and Revision Highlights as part of these,
Section 1
Minor editorial amendments.
Section 2
Inclusion of limits for Mod NB/M/1153 wing tip fuel tanks (when these are fitted) and amend-
ments to Usable Fuel Quantities. Resulting from Mod NB/M/1153, changes are also made to
the weights of Unusable Fuel - under Weight and Balance. Updating of Oil Grades/Specifica-
tions and general particulars. Minor editorial corrections to baggage bay load limit and state-
ments under Types of Operation.
Section 3
Inclusion of revised Fuel System Management procedures for wing tip fuel tanks to Mod NB/M
1153, when these are fitted. Updating of unfeather procedures to reflect current practice and
minor editorial amendments.
Section 4
Section reissued to promulgate information on Pre-Flight Inspection, Starting Procedures, Wing
Tip Fuel Tanks to Mod NB/M/1153, Take-off Procedures, Flight Handling Procedures, Landing
Procedures and Systems Management Procedures.
Section 5
Under the heading of Net Take-off Flight Path the details under Introduction and Presentation
have been clarified in line with current data in later flight manuals.
11 Preliminaries
List of Effective Pages amended, together with Revision Highlights.
Section 2
Under Weight and Balance heading the phraseology describing Maximum Take-off weights, for
the four Models mentioned, has been improved to clarify the situation.
Section 6
Reference to a single computer, for the purpose of calCUlating C of G positions, has been
deleted from the Note (at the top of page 4) in favour of a reference to Load and Trim Sheets
which are now standard. On the same page, para 4 has been deleted.
12 Preliminaries
List of Effective Pages and Revision Highlights completely revised.
Section 3
Failure of Both Generators. The Action procedure has been revised, to include the Inverters
circuit breaker in the list.

Rev 12 Page 9
FMI7
Intentionally Blank
(
Preliminaries 1sl January 2003
Page 10 Rev 12
Iolande< C AA _OIled Right Manual
FMI7
Section 1 GENERAL
CONTENTS
Page
Notes to Users 2
Performance Criteria 3
Associated Publications 5
Dimensions and Areas 5
Defini tions 6
ILLUSTRATION Fig
Dimensions and Areas 1
19th March 1987 Section 1

Rev 10 Page 1
Islander CAA approved Flight Manual
FM!7
NOTES TO USERS
General
It is the pilot's responsibility to be familiar, at all times, with the content matter
of this flight manual. information is contained in seven sections, viz :-
SECTION 1 GENERAL SECTION 4 NORMALOPERATING
SECTION 2 LIMITATIONS PROCEDURES
SECTION 3 EMERGENCY PROCEDURES SECTION 5 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE
SECTION 7 SUPPLEMENTS
information in this flight manual relates to an aeroplane typically equipped to trans-
port category certification s~andards. Section 7 is provided to accommodate sup-
plementary information on specialized equipment which may be installed in the
aeroplane and/or particular duties to which the aeroplane can be applied. Each
section contains a detailed list of contents. Whenever the Certificate of Air-
worthiness is required to be carried, this flight manual must also be aboard the
aeroplane as it is an essential part of the abovementioned certificate.
Revisions
Revisions to this manual will be issued by the aeroplane manufacturer whenever
necessary. These Revisions should, when received, be incorporated in the man-
ual as directed and the details recorded on the appropriate Revision Record Card.
Full details concerning the embodiment of each Revision, in this flight manual, are
published in a Revision Incorporation Notice attached to the front of every Revision.
The new or amended content of revised pages will be indicated by black vertical
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lines in the left hand margin, adjacent to the relevant text. In the event of com- J)
pletelyrevised pages being issued, the black line indication will not appear. Pro- ..,
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perlyapproved revisions, emanating from sources other than the aeroplane manu- m
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facturer, must be recorded on a separate revision record which should be provided
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for the purpose. If this is not done, the statement pertaining to certification at
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the front of this manual will be invalidated. Z
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Page identification :t>
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Each page of this manual bears a Section and Page number and also indicates the o
month of preparation. Due allowance is made in the page numbering sequence for
those pages which are left blank. A subsequent issue of any leaf will carry the
number of the Revision, under which it is issued, on each page. An approval
statement and a flight manual reference number is carried on each printed page.
Supplements
To cover the installation and use of optional modifications or specialized equip-
section 1 15th Jan 70

Page 2
IIlandor CAA ~ Right Manual
FMI7
ment, Supplements will be issued by the manufacturer, or by the approved

organisation responsible for the alterations. When such Supplements are
received they are to be inserted in Section 7 of this manual and their
incorporation endorsed on the Supplement Record Card immediately
following the index tab marker card for Section 7.
List of Effective Pages and Revision Highlights
So as to provide, at all times, a check on the completeness of this

manual, a list of effective pages, together with pages containing
highlights from the revisions, appears in Preliminaries. With each
Revision an amended list of effective pages, and new pages bearing
revision highlights, will be issued, thus ensuring a constant summary of
Sections 1 to 6 but excluding the Supplements contained in Section 7.
This is because of the situation described in the preceding paragraph
which relates to the varying sources of origin of Supplements.
Copyright
Copyright ~ in this publication subsists in the aircraft designers,

Pilatus Britten-Norman Limited, and no part of the material may be
reproduced for the purposes of commercial gain without their express
permission.
PERFORMANCE CRITERIA
Information in this manual relates to all Pilatus Britten-Norman

Islanders which have been authorized, by the relevant airworthiness
authority, to operate at increased gross weights of 6300 Ib (2858 kg)
and 6600 Ib (2994 kg) respectively. In some cases, however, there may
be certain qualifications to observe when interpreting the performance
information scheduled in Section 5. Should any doubt exist, refer to
the explanatory text, at the beginning of Section 5, for clarification.

Rev 10 Page 3
FM/7
6ft 8m. DlA

(2.04m)
49ft Om. -'

-------(14.92m)
4ft 9m. FLIGHT SURFACE

(1.45m) " AREAS
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(4.6am)
J Areas-Gross
Wing. Flaps.
Ailerons
SQUARE
FEET
325.00
SQUARE
METRES
30.20
13ft 3in.
(4.0Sm)
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71. 26 6.61
Elevator
Fin and
34.70 3.22
Rudder
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6ft 8m. J l l Jl
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____ 13ft 1. 2210. ~ AVERAGE GROUND LINE 1 DEG - ift fan. APPROX ..J
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Section 1 Fig 1 Dimensions and areas 8th May 1980
Page 4 Rev 8
Iolander CAA IIIlIl""I'ld Right Manual
FM!7
ASSOCIATED PUBLICATIONS
Useful publications relating to equipment are listed belo. for the

convenience of the user.
Islander Maintenance Manual
Lycoming Operator's Manual (Pt No 60297-10)

for 0-540 and 10-540 series Aircraft Engines
Islander Load & Trim Sheets (Form BNB172 and/or PBN36)
Hartzell Propeller O.ner's Manual

(FAA Approved Manual 115)
Graviner Fire Extinguisher Equipment Manual -

Data Sheet B2 and H4
Operating Instructions for

Navigation and Communications Installations,
as published by the relevant
equipment manufacturers
DIMENSIONS AND AREAS
A three-vie. illustration sho.ing the pertinent details of the aeroplane

appears in fig 1.

Rev 10 Page 5
FM/7
DEFINITIONS
The following terms are used in various sections of this manual.
Air. Temperature : Thetemperature ofthefree air near to, but uninfluenced

by the aeroplane. This temperature may be a reported, a forecast, or,
when permitted by the Air Navigation Regulations, a declared temperature
derived in accordance with an approved system.
Altitude : The altitude shown on the charts is pressure altitude
which is the expression of atmospheric pressure in terms of altitude above
mean sea level according to the interrelation of these factors in the Inter-
national Standard Atmosphere (I. S. A.). This may be obtained by setting
the sub-scale of an accurate pressure type altimeter at 1,013 millibars
(29.92 inches or 760 millimetres of mercury).
I.B. A. : International Standard Atmosphere which is the inter-

relationship of air temperature and pressure as shown in Section 5, fig 2.
Height : The vertical distance between the lowest part of the
aeroplane and the relevant datum.
Weight : The gross weight of the aeroplane, including fuel, oil,
equipment, crew and payload.
I. A. B. : Indicated Air Speed which is the reading obtained from
an instrument haVing no calibration error. Because the permitted tolerances
are small the Air Speed Indicator Reading (A.S.I.R.) may be taken as equal
to LA.S.
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E. A.S. EqUivalent Air Speed, which is the I.A.S. corrected for
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position errors. -i
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T.A.S. : True Air Speed of the aeroplane relevant to the un-
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disturbed air, which is the E. A. S. corrected for altitude and temperature. Z
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Take-off Safety Speed : The speed which must be obtained at, or before, the Cl
I take -off screen height of 50 feet is reached. r
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Section 1 8th May 1980

Page 6 Rev 8
IoIandor CAA ~ Right MaooaI
FM/7
Section 2 LIMITATIONS
CONTENTS
Page
Certification and use of aeroplane 2
Placards 2
Taxying 2
Manoeuvres 2
Flight Load Factors 2
Airspeed 2
Po",erPlant 3
Fuel and Oil 3b
Generator Load 4
Weight and Balance 5
Types of Operation 6
_~irTemperature 6
Number of Occupants 7
F:ight Cre", 7
Smoking 7
I
~ing Tip Fuel Tanks to ~od ~BI~!1153 I
Instrument Colour Markings 7
ILLl'STR.~TIONS Fig
CG Em-elope D~agrarr.for BN-2_~, BN-2A-6 and

BN-2A-8 Aeroplanes 1
CG Envelope Diagram for BN-2A-26 Aeroplanes 2
19th ~larch 1987 Section 2

Rev 10 Page 1
Islander CAA approved Fhght Manual
FM/7
CERTIFICATION AND USE OF AEROPLANE
This type of aeroplane is eligible for certification in the UK transport (passenger)
category. The aeroplane may, however, be restricted to some particular use, or
to some other category, and full particulars are contained in the relevant Certif-
icate of Airworthiness. Compliance with the British Civil Airworthiness Require-
ments (Section N-Noise) has been demonstrated ,at the maximum recommended
I normal climb power of 2500 rev /min and full throttle, and the necessary changes
have been introduced by Pilatus Britten-Norman Mod NB/M/l090.
PLACARDS
AII limitations marked with an asterisk are summarized on placards, visibly
displayed, or indicated by instrument colour coding.
TAXYING
The aircraft must not be taxied in wind speeds in excess of 55 kt.
MANOEUVRES
Aerobatic manoeuvres, except stalls, are prohibited.
FLIGHT LOAD FACTORS
With flaps up: Models BN-2A With flaps extended: All Models
BN-2A-6 +3.57 g
BN-2A-8 -1. 0 g -2.0g
With flaps up: Model BN-2A -26 +3.55g
-1. 0 g
AIRSPEED
V
The Never Exceed, or NE, speed is 177 kt (204 m. p. h.) lAS'
The Normal Operating Limit, or VNO, speed is 134 kt (154 m. p. h.) lAS'
This speed shall not normally be exceeded; the limitation is imposed to red-
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uce the possibility of excessive loads on the structure being caused by unex- -f
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pected gusts. If this speed is exceeded, it must be done with caution and o
on occasions when it is the pilot's opinion that appreciable atmospheric turb- Z
ulence is unlikely to be encountered. m
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The Manoeuvring Limit, or VA, speed is 107 kt (123 m. p. h.) lAS r-
Manoeuvres likely to involve full application of the primary flight controls 1>
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shall not be attempted at speeds in excess of this. Although the requirements o
to which the rudder is designed ensure that it can withstand steady application
of full movement at this speed, a ,·iolently checked manoeuvre might over-
stress it.
The maximum speed for extending the wing flaps through 25 deg to the T.O. po-
sition, and for flight with the flaps at this setting, is 114 kt (131 mph) lAS. The
Section 2 9th March 1981

Page 2 Rev 9
FM/7
flaps must not be lowered beyond the T .0. position at any speed in excess of
88 kt (101 mph) IAS. *
POWER PLANT
Engine model Lycoming o. 540-E4C5

Power
(a) Maximum take-off power and maximum continuous power are identical at
full throttle and 2700 rev/min. *
(b) For those aircraft with Mod NB/M/1090 embodied, in compliance with
BeAR Section N (Noise), the maximum recommended climb power for
normal conditions is 2500 rev/min and full throttle *
Note •••
Modification NB/M/1090 introduced revised engine tachometer
markings as part of the compliance with BCAR Section N (Noise)
and the green segments on the indicator dials were reduced to
the range of 1850 - 2500 rev/min.
o ( c) For maximum take-off, maximum continuous power, or any power greater

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<l: than 75 per cent, mixture must be fully rich as directed by the Lycoming
...J
l? Operator's Manual (Part No. 60297-10)
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f:
o Propeller models and limits
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f-
Z Pre-Mod NB/M/977: (a) Hartzell HC-C2YK-2B/C8477-4 or HC-C2YK-2B/
~ C8477A-4, or HC-C2YK-2C/C8477-4 or HC-2C
YK-2C/C8477A-4 or HC-C2YK-2CF/FC8477A-4.
(b) 80 in. diameter.
(C) Minimum pitch at 30 inch station: 13.0 degrees.
Rev 9 Page 3
FMI7
Post Mod NB/M/977: \d) Hartzell HC-C2YK-2B/C8477-6 or HC-C2YK-2B/

C8477A-6 or HC-C2YK-2C!C8477-6 or HC-2CYK-
2C/C8477A-6 or HC-C2YK-2CF/FC8477A-6.
(e) 78 in diameter.
(f) Minimum pitch at 30 inch station: 13.0 degrees.
Note ...
Minor variatio~ to the above type numbers may sometimes occur

as the result of Hartzell's product improvements but these ~ill
not affect the performance scheduled in Sect 5 of this manual.
For example propellers may be modified such that the letter U
is added to the type designation (ie. HC-C2YK-2CUF/FC8477A-4, or
HC-C2YK-2CCF/FC8477A-6).
Temperatures
~laximum permissible } ... (deg F) 300*

cylinder head temperatures { (deg C) 260
Maximum permissible oil temperatures depend on ambient temperatures and

grade of lubricating oi~ in use as under:-
Ambient temp. Oi 1 SAE grade ~1ax 0:..1 temp
Above 80 deg F (26.6 deg C) 60 } (deg F) 245*

Above 60 deg F (15.5 deg C) 40 or 50 (deg C) 118
30 deg F to 90 deg F 40 (deg r) 243*

i-1.1 deg C to 32.2 deg C) (deg C) 118
o deg F to 70 deg F
(-17.8 deg C to 21.1 deg C) 30,40 or
(deg F) 225
o deg F to 90 deg F (deg C) 107
I (-17.8 deg C to 32.2 deg C)
Belm, 10 deg F (deg F) 210

(-12.2 deg C) 30 or 20W-30 (deg C) 99
• These grades may be used at all temperatures Avco Lycoming

31 1014 (latest issue) refers

Page 3a Rev 10
Iolandor CAA ~ Right Manual
FMI7
Pressures
I Starting and warm up (lb/in2) 100 *

Oil Normal operating (lb/in2) 60 - 90 *
{ Idling minimum {lb/in2) 25
FUEL AND OIL
Fuel - General
Fuel grade 91/96 octane (minimum) Avgas IDOL or 100LL
UK specification D Eng RD 2485/Iss 5

US specification MIL-G-5572/F
Contents Indication - Pre Mod NB/M/240
Usable fuel 48.5 Imp gal per tank

(58 US gal; 220.5 litres)
Unusable fuel 7.5 Imp gal per tank
(9.0 US gal; 34.1 litres)
Note ...
The "unusable fuel" as quoted under this heading is the

ungauged quantity. The fuel remaining when the contents
indicators read zero is 7.5 Imp gal (34.1 litres) per tank
which, normally, cannot safely be used in flight because of the
difficulty in noting the time of zero reading. In the most
adverse attitudes of flight, engine failure from fuel
starvation is possible with less than 3.5 Imp gal (15.9
litres) in each tank. After the indicators reach zero,
however, 4 Imp gal (18.2 litres) of fuel in each tank are
available and may be taken into account when calculating
reserves. This note refers to aeroplanes ~ith circular
contents indicator dials.
Contents'Indication - Post Mod NB/M/240
When Mod NB/M/240 has been embodied, an improved contents indication

system, incorporating square-faced indicators having semi-circular
displays calibrated in US gallons, is installed. In aeroplanes with

Rev 10 Page 3b
_ CAA ~ Right Manual
FM/7
this system, the quantity of unusable fuel has been reduced while the
quantity of usable fuel has been increased. as stated below.
Usable fuel 65.0 US gal per tank

(245.4 litres)
Unusable fuel 3.5 US gal per tank
03.2 litres)
Additional Fuel with Wing Tip Fuel Tanks to Mod NB/M/1153
The following additional usable fuel is available when BN-2A Series

Islanders are equipped with wing tip fuel tanks, within the 49 ft wing
span, to Mod NB/M/1153:
LH tip tank 42.5 US gal (160.9 litres)

RH tip tank 42.5 US gal (160.9 litres)
Oil
Oil grade This varies according to ambient

conditions (Page 3a refers)
UK specification} first 50 hr engine life D Eng RD 2472A/0

US specification (straight mineral oil) { MIL-L-6082 Latest
Issue
UK specification}
US specification
subsequent hours
(ashless dispersant) { D Eng RD 2450
MIL-L-22851
Minimum safe oil level 2.3 US quarts

(2.2 litres)
GENERATOR LOAD
The generator load limit for an aeroplane in which one generator has
failed, is 50 amps. Battery charge rate current must be considered as
part of the above load.
CAUTION ...
Should a demand in excess of 50 amps be registered the battery
will be progressively discharged accordingly.

Page 4 Rev 10
Islander eM approved Flight Manual
FM/7
WEIGHT AND BALANCE
Weight
I Maximum lake-off weighl is:-

for BN-2/\-26 aeroplanes 6600 Ib (2994 kg)
for HN-2/\, HN-2/\-6 & BN-2/\-8 aeroplanes 6300 Ib (2858 kg)
Maximum landing weighl is:- (for all models) 6300 Ib (2858 kg)
Maximum wing 7.cro fucl weighl (ie. lotal weighlof
the aeroplane less the weighl of bOlh usable
and unusable fucl) is:-
for BN-2/\ and HN-2/\-6 Series aeroplanes 6000 Ib (2722 kg)
for BN-2/\-8 Series aeroplanes 6150 Ib (2795 kg)
for B]'I;-2/\ -26 Series aeroplanes 6300 Ib (2858 kg)
NOle...
Unusable fuel in Pre Mod NHIM/240 aeroplanes lotals 108 Ib (48.9 kg)
and in POSI Mod NBIM/240 aeroplanes the quanlity of unusable fuel
lotals 42 Ib (19 kg). When wing tip fuel lanks to Mod NBIMflI53 arc
installed there will be an additional 24 Ib (10.8 kg) of unusable fucl - 2
liS gal in each wmg tIp.
Centre of gravity datum
Coincidenl wilh leading edge (Sln 134.5).
Centre of gravity range
·Ihe aeroplane shall be so loaded that the centre of graVity always falls WIthin the hmlts shown
by fig 1 for BN-2/\, BN-2/\-6 and BN-2/\-8 aeroplanes, and fig 2 for BN-2/\-26 aeroplanes.
Loading
Subjecllo balance considerallons, the cabin loading hmlls shall be as follows:-
2
MaXImum cahill noor loadlllg intensllY 120 Ib/ft •
(586.00 kg/m2)
MaxImum baggage nom load",!!. mlenslly 120 Ib/ft2•
2
(586.00 kg/m )
20th August 1991 Section 2

Rev 11 Page 5
_ CAA ....,ed FI;gh1 Manual
F~l!7
Total load on the baggage floor must not exceed

(Pre-Mod NB/M/426) ... 250 Ib (113 kg)*
(Post-Mod NB/M/426) ." '100 Ib (181 kg)*
Notes ...
1. Under Mod NB/M/II83 an enlarged baggage compartment is

introduced which enables an extra 15 ft3 of baggage volume to
be carried although weight limitations remain unchanged. The
moment arm for this enlarged compartment is + 121 inches aft of
datum and co-incident with aircraft Stn 255.5.
2. rull particulars of loading recommendations and e.G.

computation ~ill be found in Section 6.
TYPES Or OPERATION
I Tile aproplane is approved fo~ flight in VrR (day) condi.tions. \1Ihen the
for the
r~quip~d equipment is installen the ~eroplane may he used
f'ol tnwing kinds of operation.
I VrR: Night
[FR: Day and night (dual generatin~ system Mod NB/M/017 and dual
vacuum system Mod NB/M/30)
Nlr.HT rLYING: Some ea~l.y p~oduction ae~oolanes, ~egiste~ed in the
UK, are equipped with low intensity navigation lamps, but night
flyirl~ is only permissible ~h~n ~t least one anti-~ollision bea~on
(Mod NB/M/019 or NB/M/0~4) is installed. These ae~oplanes can be
determined by reading thp navigation lamp Part Number which is as
follows:- 5C/888.
FLIGHTS [NTO lCTNG CONDITIONS: (refe~ to relevant Supplf'mentl.
AIR TEMPERATURE
Maximum air temperature fo~ ope~ation is lSA + 28 deg C. No minimum air

temperRture has been established.
Section 2 19th ~la~ch 1987

Pa:>;er, Rev 10
IoIonder CAA ~ Right Manual
FMI7
NUMBER OF OCCUPANTS
The total number of persons carried in the aeroplane shall not exceed
the number for which seats, equipped with safety belts, are provided
and, in any event, shall not exceed ten. Children under the age of
three, carried in the arms of passengers, are excluded from this count.
FLIGHT CREW
The minimum flight crew is one pilot. In certain aeroplanes with fully
individual sliding seats for pilot and adjacent crew member (Mod
NB/M/525) it is essential that the adjacent crew member's seat us locked
in the fully forward position for take-off. *
SMOKING
Smoking is prohibited during take-off and landing. *
WING TIP FUEL TANKS TO MOD NB/M/1153
Whether using tne automatic fuel transfer facilities. or transferring

fuel manually, a complete transfer of all the usable fuel can onl,Y be
achieved with the aeroplane in the cruise attitude.
INSTRUMENT COLOUR MARKINGS
When an instrument dial is marked in colours these have the fol~0wing

meanings:-
Red radial line Maximum or minimum values

Red segments Prohibited range
Yello.- segments Cautionary operation for short periods
Green segments Normal operating range
White segments Normal operating range with .-ing flaps
extended

Rev 10 Page 7
'\
FM/7 I
21.0 IN.
6300 LB MAX
6000
5500
III
.J
I
I- 5030 LB
5000
J:
"
w
~ "U
en Jl
en 4500 ~
0 m
o
It:
" Z
m
Z
Cl
4000 r
:t>
15 20 25 Z
o
17.0 IN. 25.6 IN.
CG POSITION AFTOF DATUM-INCHES
Section 2 Fig 1 C. G. envelope diagram for BN-2A, 15th Mar 73

BN-2A-6 and BN-2A-8 aeroplanes
Page 8 Rev 4
FM/7
7000
6500
6000
5500
en
...J
I
f- 5030 LB
:I: 5000
0 t.:l
z w
<!
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(')
z en
w en
z 0 4500
0::
0 t.:l
w
I-
Z
a:
CL
4000
15 20 25
17.0IN. 25.6 IN.
C G POSITION AFT OF DATUM-INCHES
15th Mar 73 Fig 2 C. G. envelope diagram for Section 2

BN-2A-26 aeroplanes
Rev 4 Page 9
FM/7
Section 3 EMERGENCY PROCEDURES
CONTENTS
ESSENTIAL CONSIDERATIONS Page

General 2
ELECTRICAL FAILURE
Failure of starboard generator ... 2
Failure of port generator 2
Failure of both generators 3
Failure of main busbar 4
Fai lure of battery 5
ACTION IN THE EVENT OF FIRE

General 6
Fire on the ground 6
Fire in the air 6
ENGINE FAILURE
Failure of one engine during take-off 7
Failure of one engine after take-off 7

o
z Handling on one engine 8
<l:
-l
CJ Critical engine 9
Z
w
Landing with one engine inoperative 9
~
o Landing with flaps up 9
w
I-
Z EMERGENCY EVACUATION OF AEROPLANE
a:: Operation of cabin doors ... 9
11.
Operation of cabin window exits ... 9
Activation of Emergency Locator Transmitter 10
AUDIO FAILURE
Failure of main amplifier 10
9th May 1977 Section 3
Rev 6 Page 1
FM/7
ESSENTIA L CONSIDERATrONS
GENERAL )
This section contains the necessary information to enable a pilot to recognise
and deal with all foreseeable conditions of emergency, as they may arise, indiv-
Idually or in combination. Although procedures and performance data are given
in this manual for both the aircraft manufacturer's recommended normal climb
power (2500 rev/min at full throttle) and maximum continuous power (2700 rev/
min at full throttle) the pilot must use the full maximum continuous power rating
of the engine(s) when safety considerations so dictate.
ELECTRICAL FAILURE
:-:ote...
Throughout the sequences under this heading the rere rences to overvolt warn-
ing lamps apply only to Pre-Mod NB/M/256 aeroplanes. Aeroplanes with Mod
NB/M/256 embodied are not fitted with overvolt warning lamps, although the
overvolt protection remains.
FAILt:RE OF STARBOARD GENERATOR

Indications
1. Starboard generator overvolt warning lamp - Lit
2. Starboard generator undervolt warning lamp - Lit
3. Ammeter (if selected to STBD GEN) - Pointer at zero, or in red sector
4. Starboard generator circuitbreaker - Tripped
Action
When anyone, or more, of the failure indications are present, the follOWing act-
ion must be taken. It should be noted, however, that the overvolt warning is the
only indication cancelled by the remedial action and that the generator is not re-
stored.
1. Starboard generator field 5witch - OFF
2. Starboard generator circuit breaker - Trip
Load shedding
No load shedding is necessary except at the pilot's discretion. If, however, a
heavy load is imposed on the busbar, [he port generator undervolt warning lamp
may light; thiS condition is correct provlded that the ammeter shows the port
generator to be still carrying load - indicated by the ammeter pointer within the
green sector when selected to PORT GEN.
FAILt:RE OF PORT GENERATOR
IndicatIOns
1. Port generat::lr overvolt warning lamp - Lit
Page 2 Rev 8
FMI7
2. Port generator undervolt waning lamp - Lit.
3. Ammeter (if selected to PORT GEN) - Pointer at zero or in red sector.
4. Port generator circuit breaker - Tripped.
Action:
When anyone, or more, of the failure indication are present, the following action must be taken. It
should be noted, the overvolt warning is the only indication cancelled and the generator is not
restored.
1. Port generator field switch - OFF.
2. Port generator circuit breaker - Trip.
Load Shedding
No load shedding is necessary except at the pilots discretion. If a heavy load is imposed on the bus-
bar, the starboard generator undervolt warning lamp may light. This condition is correct provided the
ammeter shows the starboard generator to be still carrying load - indicated by the ammeter pointer
within the green sector when selected to STBD GEN.
FAILURE OF BOTH GENERATORS
Indications:
1. Port generator overvolt warning lamp - Lit.
2. Starboard generator overvolt warning lamp - Lit.
3. Port generator undervolt warning lamp - Lit.
4. Starboard generator undervolt warning lamp - Lit.
5. Ammeter switch (if set to BAT) - Discharge (pointer in red sector).
6. Ammeter switch (if set to PORT GEN) - Pointer at zero or in red sector.
7. Ammeter switch (if set to STBD GEN) - Pointer at zero or in red sector.
8. Voltmeter - 24 volts or less.
9. Port generator circuit breaker - Tripped.
10. Starboard generator circuit breaker - Tripped.
Action:
Whenever indications 3 to 8 are present do the following steps. Indications 1, 2, 9 and 10 are addi-
tional indications in some fault conditions. It should be noted, the overvolt warnings are the only indi-
cation cancelled and the generators are not restored.
1. Port generator field switch - OFF.
2. Starboard generator field switch - OFF.
3. Port generator circuit breaker - Trip.
4. Starboard generator circuit breaker - Trip.
5. Ensure the battery master switch is ON.
1st January 2003 Section 3

Rev 12 Page 3
Islander eAA Approved Fltght Manual
FMI7
6. Check the circuit breakers for the following systems are engaged and the systems are operating or (
ready for use:
a. Flaps Limit to essential selections
b. Fuel contents indicators
c. Navigation lights If requi red
d. Engine instrument cluster
e. Map lights One only, if required
f. Landing lights One only, if required
g. Turn and bank indicator
h. Stall warning
i. Stall warning heat
j. Pitot head heat. If required
k. Magnesyn compass
I. Tachometer
m. Audio system
n. Radio Navaids One essential aid only
o. Radio Comms One essential VHF only, limit transmission time to less than 3
minutes total
p. Inverters If required - see below. (
Only required if an AC powered electrical Artificial Horizon is
installed without a standby vacuum driven Artificial Horizon.
7. All other electrical services - OFF and circuit breakers tripped.
FAILURE OF MAIN BUSBAR
Indications:
1. Emergency to Main busbar warning lamp - Lit.
2. Ammeter switch (if set to BAT) - Discharge (pointer in red sector).
3. Ammeter switch (if set to PORT GEN) - Pointer at zero (or full scale in green sector).
4. Ammeter switch (if set to STBD GEN) - Pointer at zero (or full scale in green sector).
5. Port generator undervolt warning lamp - Lit.
6. Starboard generator undervolt warning lamp - Lit.
7. Instruments and systems supplied from main busbar - De-energized.
Action:
All the indictions listed above will occur when this fault is present. All circuits associated with the
main busbar will be lost with the busbar itself. There is no action that can be taken, in the air, to
restore the main busbar in the
(
Section 3 1st January 2003
Page 4 Rev 12
B h~{
FM/7
unlikely event of such a f.ailure, but the following action must be taken immediately
and a landing must be made as soon as possible.
1. Port generator field switch - OFF
2. Starboard generator field switch - OFF
3. Port generator circuit breaker - Trip
4. Starboard generator circuit breaker - Trip
FAILURE OF BATTERY
Indications
1. Port generator undervolt warning lamp - Lit momentarily and then
extinguished
2. Starboard generator undervolt warning lamp - Lit momentarily and then
extinguished
3. Ammeter (if selected to BAT) - Pointer at zero
4 Ammeter (if selected to PORT GEN) - Pointer at zero
5. Ammeter (if selected to STBD GEN) - Pointer at zero
6. Instruments and systems - De-energized
Action
The above indications will all apply in the case of a battery failure, whether cue
to an earth fault or disconnection. The following remedial action must be taken
as promptly as possible.
1. Battery master switch - OFF
2. Ensure that both generator field switches (PORT GEN - STBD GEN) are
still selected ON
3. Pitot and stall warning heaters - OFF
0 4. Nav lights - OFF
Z 5. Landing lights - OFF
<l:
..J 6. Cabin lights - OFF
~
Z 7. Passenger notices (if fitted) - OFF
w
8. Rotating beacons (if fitted) - OFF
~ 9. Airframe de-icing (if fitted) - OFF
0 10. Propeller de-icing (if fitted) - OFF
w
fo- 11. Cabin heater (if fitted) - OFF
z Note ...
a:
0..
When the electrical loading on the main bus bar is reduced sufficiently
the generators, both port and starboard. will come back on line; this
will be indicated by the ammeter pointer registering in the green sec-
tor when selected to the appropriate generator, and the voltmeter re-
gistering between 27 and 29 volts. Care should be taken when switch-
ing on heavy loads because the generators are not completely stable
without the battery. Should the generators go off line during a re-
application of load, reduce the load until the generators are restored.
15th Jan 70 Section 3

Page 5
FMh
ACTION IN THE EVENT OF FIRE
GENER.\L
No integral fire detection or extinguishing systems, for the power plant or air-
frame zones, are installed in a basic aeroplane. A hand-operated fire extingui-
shunt bottle is, however, installed in a quick-release mounting beneath the pilot's
seat.
FIRE ON THE GROUND

Fire in the cabin
Deal with the fire immediately by using the fire extinguishant bottle. Although
the fumes given off after use are non-toxic the cabin should be well ventilated, by
opening all doors, when the fire has been extinguished.
Engine fire
Shut down the affected engine immediately and :-
1. Switch magnetos - OFF
2. Select battery master switch - OFF
3. Select fuel tanks - OFF
4. Deal with the fire by using the fire extinguishant bottle or any similar
ground appliance.
FIRE IN THE AIR

Fire in the cabm
-0
Deal with the fire immediately by using the fire extinguishant bottle. Although :D
the fumes given off after use are non-toxic the cabin should be well ventilated after ..,
Z
use by openmg the DV window panel and selecting the cabin ventilating blower ON, m
o
as soon as the fire has been completely extinguished.
Z
Engine fire m
Z
Gl
On the first indication of tire, the propeller of the affected engine must be feathered, r
in sequence with the following actions, immediately :- :l>
Z
1. Select mixture control lever - IDLE CUT-OFF o
2. Select propeller control lever - FEATHER
3. Select throttle control lever - CLOSED
4. Select appropriate fuel tank - OFF
5. Select appropriate magnetos - OFF
6 Select appropriate auxiliary fuel pumps switch - OFF
7. Select appropriate generator field switch - OFF
Section 3 15th Jan 70

Page 6
FM/7
WARNING ...
WHEN THE FmE HAS DIED AWAY, DO NOT ATTEMPT TO

RESTART THE AFFECTED ENGINE. IN THE CASE OF PER-
SISTENT FmE, A LANDING MUST BE MADE AT THE FIRST
AVAILABLE OPPORTUNITY.
ENGINE FAILURE
F AlLURE OF ONE ENGINE DURING TAKE-OFF
If an engine fails before take-off safety speed is reached, (this will vary accord-
ing to the weight at which the aeroplane is operating - Sect 5 refers) close the
throttles and decelerate to a stop.
FAILURE OF ONE ENGINE AFTER TAKE-0FF
Immediate action
In the event of an engine failing after take-off safety speed is reached, and whilst
the aeroplane is climbing, the following procedure must be effected :-
l. Ensure full take-off power is applied to both engines and that the'
mixture controls are selected fully RICH
2. Determine the inoperative engine
3. Select mixture control lever - IDLE CUT-OFF
4. Select propeller control lever - FEATHER
I 5.
6.
Ensure that the generator on the operative engine is selected ON
Allow the airspeed to build up to 65 kt (75 m. p. h. ) IAS
7. Select flaps UP and trim out the resultant stick force
0
Z 8. Adjust the rudder trim as necessary for the climb
~ 9. Select throttle control lever - CLOSED
...J
<.9 10. Select appropriate fuel tank - OFF
zw
11. Select appropriate magnetos - OFF
~ 12. Select appropriate auxiliary fuel pumps switch - OFF
0 13. Select appropriate generator field switch - OFF
w
f-
Z WARNING ...
II:
0.. IT IS ESSENTIAL TO RAISE THE FLAPS TO THE FULLY UP
POSITION TO ACHIEVE THE OPTIMUM CLIMB GRADIENT.
Note ...
Should an engine fail during normal level flight at a safe altitude, pro -
I cedure elements (6) through (8) will not be applicable although some re-
trimming may be necessary.
24th Mar 71 Section 3
Rev 3 Page 7
IoIander CAA ~ Right MaruII
FMI7
HANDLING ON ONE ENGINE
General
The aeroplane is perfectly docile on one engine and should maintain a

I height of 5200 ft at a gross ",eight of 6300 Ib (2858 kg) in ISA
conditions.
Fuel system management
Should an engine failure be experienced during the early part of a

flight the operative engine can be fed from the tank(s) on the opposite
side to improve the aircraft roll trim. This can be done b~' using the
"crossfeed" selection shown in Sect 4; when optional ",ing tip tanks to
Mod NB/M/1153 are fitted, their use in these circumstances "'ill not
differ from that detailed in Sect 4.
Feathering and unfeathering
The correct feathering procedures have been detailed in previous

paragraphs of this section and need not be repeated here, but the
unfeathering sequence is given hereunder.
1. Select appropriate fuel tank ON

2. Select appropriate left magneto s",itch ON
3. Select appropriate auxiliar~' fuel
pumps s",itch ON
4. Set appropriate throttle cever Approx ~ open
5. Set appropriate propeller cor.trol lever Cruise rev/min
6. Select mixture control lever RICH
7. Prime appropriate engine (bear in mind a 2 - 4 pumps
hot engine requires little or no priming) ",ith throttle
8. Select External Supplies s",itch EXTERNAL SUPPLY
9. Select engine starter s",itch Appropriate engine
10. When engine fires, select right magneto
s"'itch ON
11. Check engine temperatures ar.d pressures Satisfactor~'
12. Check setting of propelle~ control lever Cruise rev /min
13. As temperatures and pressures stabilize
increase throttle lever ~s necessar,'
14. Select auxiliary fuel pum~s s"'itches OFF
15. Select External Supplies s.etch OFF/STARTER ISOL
16. Select generator master s",itch ON (observe output)
17. Check vacuum gauge (if applicable) Satisfactor;-
Notes ...
1. Oil pressure is required for un feathering the propeller. This
is normally gained by the use of the electric starter. In
I aircraft ",ith Mod NB/M/055, or NB/M/694 embodied, an
unfeathering accumulator
Page 8 Rev 10
FM/7
installation assists the dynamic unfeathering action.

(2) Inadvertent feathering at low rotational speeds is prevented
by protective devices fitted to the propellers. Do not allo\\
the engine speed to decay below 1300 rev /min for aircraft
fitted with propellers Part No, containing the element 2B
(e. g. HC-2CYK-2B/C8477A-4j or below 700 rev/min for
aircraft fitted with propellers Part No, containing the
element 2C (e. g. HC-2CYK-2C/C8477A-4) before selectlng
feather, otherwise the propeller may not go into the feathered
condition.
o
z
<l:
...J
(J
Z
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~
o
w
f-
Z
II:
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Page 8a
FM/7
THIS PAGE LEFT BLANK INTENTIONALLY
jJ
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..,
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o
Z
m
Z
Gl
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»
z
o

Page 8b Rev 6
FM/7
CRITICAL ENGINE
Failure of the port engine has the most adverse effect on the handling and perfor-
mance characteristics of the aeroplane.
LANDING WITH O:-iE ENGINE INOPERATIVE

Make an initial approach at approximately 65 kt (75 m.p.h.) IAS with the flaps se-
lected to TAKE-OFF (25deg). Whencommittedfor landing, select FLAPS DOWK
(56 deg) and reduce speed over the threshold to a value compatible with the infor-
mation scheduled in Sect 5 and touch down normally.
LANDING WITH FLAPS UP

Make an approach at 65 kt (75 m.p.h.) IAS and a normal landing.
Note ...
The aeroplane will tend to float for some distance.
EMERGENCY EVACL'ATION OF AEROPLANE
OPERATION OF C ABI:-\ DOORS

All three cabin doors are placarded as emergency exits and should be opened in
the normal way as the first resort in making an exit from the cabin. In the c:.tse
of the pilot's door, however, the port engine magnetos should ltrst be switched
OFF. thus allowing the solenoid operated interlocking mechanism to be released.
o Should this action be overlooked, or if there is insuffiCient time available, the
z interlocking mechanism can be overridden by operating the red lock-release lever
<!
..J
(9
with one hand whilst operating the internal door handle with the other hand. In
Z aeroplanes with meL,1 doors (pre-I\lod 1\13/1\; /296) the lock release lever is Situ:l-
w
ted in the pilot's door but in aeroplanes with glass reinforced polyester (g r pi doors
z
to Mod N131M1296 standard the lock release lever is just to the rear of the pilot's
o
w door aperture, in the cabin side wall.
f-
Z Note ..
a:
(L
Some early production aeroplanes do not embody the Interlocking
mechanism described above and the latter part of the instructions do
not, therefore, apply.
OPERATIOK OF CABU' WINDOW EXITS

If the cabin doors cannot be opened, and particularly if the aeroplanE"comes down
onto water, each emergency 'pull-in' window must be removed as follows :-
15th Jp,n 70 SectIOn 3

Page 9
FM/7
1. Grip the red handle at the top corner of the cabin door window trimming and
pull inwards and rearwards as hard as possible.
2. It is necessary to dislodge the window from its groove in the rubberized
moulding and considerable physical effort may be required, especially in
cold conditions.
ACTIVATION OF EMERGENCY LOCATOR TRANSMITTER
One of two types of Emergency Locator Transmitter may be fitted under optional
modifications. The Garrett equipment (Mod NB/M/622 - when installed) is per-
manently fixed in the aeroplane. The Narco equipment (Mod NB/M/676 Part D -
when installed) can be disconnected from the aeroplane wiring and used as a self-
contained. mobile transmitter. Both installations incorporate automatic inertia
switches but can also be triggered, manually, by a switch adj acent to the radio
rack on the R. H. side of the main instrument panel. When a controlled emergency
landing has been effected without undue 'g' forces, and depending upon local cir-
cumstances. activate the Emergency Locator Transmitter switch by hand.
AUDIO FA ILCRE
FAILURE OF :\IAIt-: AMPLIFIER
Pre-mod NB/r.I/-191 audio system
For aircraft with pre-mod NB/M/-191 installations fitted with the Britten - :\orman
type selector box, an 'EMERGENCY' switch position is provided for both COM
and NAV systems on the box facia for use in the event of failure of the normal "1l
Jl
isolation audio amplifier. Z
-I
Post-mod NB/:\1.- 491 audio system m
o
In the event of failure of tpe main (headset) amplifier, select the centre-switch of Z
the audio box from 'PHO:-.lES' to 'SPEAKER' to bring the back-up amplifier mto m
Z
use. This will provide continued communications with the ground through the flight Cl
r
deck speakers. :t>
Z
o
Page 10 Rev 6
__ CAA ~ Right Manual
FMI7
Section 4 NORMAL OPERATING PROCEDURES
CONTENTS
CHECKS, TAXYING, TAKE-OFF AND HANDLING Page
Refuelling 2
Pre-flight checks (external) 2
Pre-starting checks (internal) 4
Starting the engines 6
Starting procedure ... 7
Checks after starting 8
Ground checks 9
Taxying 10
Runway threshold check 10
Pre-take-off checks 10
Scheduled take-off procedure 11
After take-off 12
Handling in flight 13
Pre-landing checks 15
Balked landing 16
Cross ~ind landing 17
After landing checks 17
Stopping the engines 17
Checks after stopping 17
Stalling 18
I
Rev 10 Page 1
__ CAA _ooed Right Manual
FMI7
SYSTEMS MANAGEMENT Page
Fuel system 20
Electrical system 23
Air conditioning system 24
Ice protection systems 25

Autopilot systems 25
Pitot-static system 25
Emergency Locator Transmitter systems 25
ILLUSTRATIONS Fig
Pre-Flight inspection diagram 1
Fuel system with .ing tip tanks (NB/M/1153) in situ 2
CHECKS, TAXYING, TAKE-OFF AND HANDLING
REFUELLING
Use only the fuel prescribed in Sect 2 of this manual and, when
operational considerations permit, ensure that the fuel tanks are kept
full to minimize possible condensation effects. Tank capacities and
usable/unusable fuel quantities are as stated in Sect 2.
PRE-FLIGHT CHECKS (EXTERNAL)
Refer to fig 1 and effect the "I<alk-round" checks as described according

to the conditions.
CAUTION ...
If fluid de-frosting preparations are used to clear ice and sno\\"
from wing and tail surfaces, ensure that the solutions do not
contaminate control surface ballraces as this can lead to
seizure.

Page 2 Rev 10
Islander CAA ..,.""...,.l Right -
FMI7
NOTES
A. BEFORE STARTING THE WALK ROUND INSPECTION REMOvE B. DURING THE EXTERNAL INSPECTION DETAILED.fLOW,
THE PITOT HEAD COVER. CONTADltOCKS AND lLAnERY 'ERFOAM A GENERAL CHECK OF AIRFRAME CONDITK)N
VENT I"LUG;STOW IN BAG AT REAR OF CABIN ANO THE SECURITY OF ALL FASTENERS AND CONTROL
HINGES AND ATTACHMENTS,
3 9
•9€J-
8
7
CD~ ® TAIL SURFACES
AUOOEA/ - CONOITtON AND

MAGNETO SWITCHES - ALL OFF ELEVATOR FREEDOM
PARKING BRAKE ON TRIM TABS CONDITtON
ALL .ELECTRICAL
6
o
SWlTCHES - OFF
BAlTERY MASTER
swtTCH - ON
mOT HEADISTALL WARN.
HEATER SWITCH - ON FUSELAGE RIGHT POE
STALL WARNING VANE _ DEFLECT, CHECK
AUDIOANO HEATER Po\.SSENGER - S£CURED BUT
"TOT HEAD _ CHECK HEATER, DOOfI UNLOCKED
SWITCH OFF
WINO$CAEEEN HEATER
III' F,nEDI
ROTATING BEACON
_ ON. CHECK HEAT.
OFF 18'\
\V MAINI"LANt: -
RIGHT TRAILING EDGE
SWITCH - ON. CHECK, OFF
NAVIGATION LAMPS
FUELSUMl" - ORAINASNECESSARY
SWITCH - ON. CHECK. OFF
AILERON - FREElX*
BATTERY MASTER
TIP TANK
®
SWITCH - OFF
(lF FITTEDI - DRAIN AS NECESSARY
LEFT ENGINE
PROPELLER - CONDITION
f9\
\.V MAINpLANt: -
RIGHT LEADING EDGE
OIL - CHECK, DIPSTICK AND DE·ICER BOOTS - CQNDlTKW

covER SECURE
GASCOLATOR DRAIN AS NECESSARY FliGHT UNDERCARRIAGE
COVER SECURE
OLEO _ EXTENSK*
BRAKE DISCS
LEFT UNDERCARRIAGE AND PADS - CONOtTKJN
BRAI(EP&PES _ EXAMINE FOR LEAKAGE
OLEO EXTENSION TV'" _ fNfLATION,
BRAKE DISCS
AND PADS
IlRAK£ PiPes
TYRES
_
-
CONDITION
EXAMINE FOR LEAKAGE
INFLATION CUTS. CREEP
® FlIGHT eNGINE
CUTS, CREEP
fJ\
\V MAINPLANE -
LEFT LEADING EogE
PROPELLER
OIL
-
_
CDNDtTtoN
CHECK. DIP'$'TtClI: AND

COVER SlCURE
PITOT HEAD _ PRESSURE, STATIC VENTS
GASCOLATOR DRAIN AS NECESSARY
AND DRAIN HOLE CLEAR
COVER SECURE
®
DE-lCEA BOOTS _ CONDITION
r4\
'J MAINMNE -
LEfT TRAil !fIlG EpGE
FUSELAGE NOSE
NOSE OLEO - EXTENSION

AILERON - FREEDOM NOSE WHEEL _ INFLATWN ctITS CREEP
FUEL $UW - DRAIN ASNECESSAAY _ CONDITION
NOSE CONE
o 111" TANI( WINDSCREEN _ CLEANL_SSAND

IIF FITTEOl _ DRAIN AS NECESSARY CONDITION
FUSELAGE LEFT SIDE
PASSENGER AND
BAGGAGE 8A y SECURED 8IJT
~ UNLOCKED
Fig 1 - Pre-Flight Inspection Diagram
19th.March 1987 Section 4

Rev 10 Page 3
__ CAA approved Flight Manual
fMI7
I PRE-STARTING CHECKS (INTERNAL)
Battery/Master S~itch ON
Pilot's Door Interlock Before locking and securing the

pilot's door, momentarily select
either magneto of LH engine ON and
check for audible warning
Pilot's seat and rudder pedals Set as required and check for
security
Doors Closed and Locked. (Warning light

extinguished)
flight compartment safety belts fastened
Parking brake ON
Rudder and elevator trim tabs full movement: return to neutral
fuel cocks freedom and ON
OAT indicator(s) Check
Cabin heater and door warning lamps Press-to-test
Generator low-volt .arning lamps Press-to-test
Altimeters Cross check
Timepiece Check and set
Electrical po.er Select external or internal po.er

sour~e as appropriate
Cabin heater As required
Airframe de-icer cycling lamp Press-to-test

(if fitted)
fuel contents indicators Check

Page 4 Rev 10
Iolander CAA appnJlII!C! Right M.......
FM/7
Compasses Check
Engine and flight instruments Check
Circuit breakers Pushed in
Main to Emerg. Busbar warning lamp Press-to-test
Flight controls Freedom
Flaps Operate over the full range. Check

visually and against indicator.
(Ensure flaps move only to next
'datum' position when selection is
made and that a second selection is
necessary to complete full travel
range)
Marker beacon lamps Test
Radios OFF
Switch panel Select as required
Throttles Closed
Propeller controls Full forward (MAX RPM)
Mixture controls Full RICH
Carburet tor heat Freedom and OFF
External Supply/Starter Isol switch EXTERNAL SUPPLY
Auxiliary fuel pumps OFF
Tip tank fuel transfer system OFF

(if fitted)
Generator switches OFF

Rev 10 Page 5
__ CAA _ ....... Aight Manual
FMI7
Additional items for Night Operations:-
Lighting/switches (Inst panel; Check

cabin; map; airframe de-icer
inspection lamp - if fitted)
STARTING THE ENGINES
Preliminary notes
1. Using the internal battery:

When the engines are to be started from the internal battery, the
External Supply/Starter Isol Switch must be selected to EXTERNAL
SUPPLY to allow the starters to be activated. After start up, the
switch must be returned to the OFF/STARTER ISOL position for the
remainder of the flight, unless an air start is required when the
switch selection will again be necessary.
2. Using an external power source:

If the engines are to be started from an external power source, the
External Supply Switcn must be selected on (EXTERNAL SUPPLY) after
the external supply is connected. (Insertion of the ground supply
socket automatical:y isolates the aeroplane battery from the
busbarl. After the engines have been started, the socket must be
withdrawn and the External Supply Switch returned to the OFF/
STARTER ISOL position. The generators should not be selected ON
until the external supply has been disconnected, otherwise a heavy
charge will be delivered to the external ground supply source.
Should it become necessa~y to use the engine starters in order to
assist a sluggish restart in the air, then this cannot be effected
until the Exte~nal S~pp1y S~itch is selected EXTERNAL SUPPLY for
the purpose).
WARNING ...
AVOID HEA\~ PROLO~GED USE OF THE STARTER. IF THE ENGINE IS
RELUCTANT TO START AFTER ABOCr SIX REVOLUTIONS, THEN REST THE
SYSTEM TO PREVEST OVERHEATING OF THE COMPONENTS.

Page 6 Rev 10
__ CAA ~ Right _
FMI7
General
The Lycoming engine is air pressure cooled and depends on forward

movement of the aeroplane to maintain proper cooling. To prevent
overheating on the ground the follo~ing precautions are strongly
advised.
1. Avoid unnecessary ground running.
2. Ensure the aeroplane faces the wind.
3. Confine the propeller pitch to the fine position (MAX. RPM)
4. Maintain at least 1200 rev/min as this will also help to avoid

fouled plugs.
5. Keep the mixture control in the full RICH position.
STARTING PROCEDURE
The RH engine is normally the first to be started.
1. Set fuel cock selectors; LH selector PORT TANK; RH selector STBD

TANK
2. Select auxiliary fuel pumps ON and check fuel pressure (indicator

pointers within green sectors).
3. Pump starboard throttle one to four times over its full travel to
prime the engine, bearing in mind that a hot engine requires little
or no priming.
~ 4. Set throttle to about one tenth OPEN.

2
~
~
~ 5. Select left magneto ON.
2
~
~ 6. Check "All clear". Move starter s~itch toward the engine to be
~
~ started. Engine should fire almos: immediately, whereupon the
2 right magneto should be selected O~ and the rev/min controlled to
~ 1000 to 1200.
7. Look for an indication of oil pressure and if this does not

register within 30 seconds shut down the engine and investigate the
fault.
8. Repeat the process ~ith the LH engine.

Rev 10 Page 7
__ CAA ~ Right Manual
FM/7
\/
CHECKS AFTER STARTING
Generators After noting generator lo~-volt

warning lamps are illuminated,
select generators ON, using each
selector s~itch, in turn, and note
that respective warning lights
extinguish accordingly.
Vacuum gauge 3 - 5 in Hg.(The warning buttons on

the vacuum gauge must be retracted)
Ammeter Normal indication (indicator pointer

within green sector)
Ammeter selector s~itch BATT
Oil pressure Above red line minimum
Fuel pressure Normal indication (indicator pointer

within green sectorsl
Combustion monitor Check. Regulate mixture as necessary

(if fitted)
Carburettor charge temp Indicating normally

(if fitted)
Flight instruments Indicating normally
Radio (if fitted) Select frequencies as required
Cabin heater controls Select as required
Ice protection systems Cycle and OFF

(if fitted)
Pilot's door emerg. lock Lever forward (or down) in slot

release

Page 8 Rev 10
IoIandor CAA ~ Right Manual
FMI7
GROUND CHECKS
Warm up
The engines are warm enough for take-off when they respond normally to
throttle openings. When satisfied that this is the case the following
tests should be made:-
1. Test each magneto in turn for a dead cut at 1200 rev/min.
2. Increase power on engine to 17in Hg manifold pressure

(approximately 2100 rev/min). Switch from both magnetos to one and
note rev/min drop off. Re-select both magnetos and ~ait until
engine rev/min recover, then switch to the other magneto. Note
rev/min drop off and return to both magnetos. Normal drop off is
100 rev/min, it should not exceed 175 rev/min and should not exceed
50 rev/min difference between magnetos.
3. Set the throttle of each engine, in turn, to give 2100 rev/min and
exercise the respective propeller pitch control lever to check
correct operation of the governors; note that the engine speeds
(rev/min) decrease and increase accordingly.
4. Set throttles to give 1500 rev/min and effect a feathering check as

follows:- move each propeller pitch control lever, in turn, down
through the gate to the FEATHER position; note drop in rev/min and
return pitch control lever before rev/min decrease belo~ 1000.
Ammeter check
Note that the ammeter reading is approximately 2 to 5 amps (in the green
sector) or is gradually falling to settle at that value.
Ammeter selector s~itch
Note that both LH and RH generator outputs are similar and indicating in
the green sector. The sum of these t~o generator outputs should be
consistent .ith the expected electrical demand. Normally the ammeter
selector s~itch should be returned to the BATT position after use.

Rev 10 Page 9
FMI7
Voltmeter check
Note that the voltmeter registers bet~een 27 and 29 .olts. An abnormal

indication is registered if the instrument shows 24 volts or less.
Tip tank fuel transfer system
On aeroplanes equipped with ~ing tip fuel tanks, ~hich also incorporate
automatic fuel transfer facilities, when fuel is present in these tanks
the system should be checked as follows. Select each tip tank fuel
transfer switch, in turn, to MANUAL and note that the appropriate
transfer indication lights appear; select the switches OFF and observe
that the lights extinguish then select the s~~tctes to AL~O. Fuel
transfer, from the wing tip fuel tanks to the main fuel tanks will then
take place automatically in flight.
TAXYING
Before attempting to taxy, ensure the parking brake is released. The

aeroplane can be steered effectively during ground manoeuvring by means
of the rudder pedals. Brakes should be tested for efficient operation
as soon as possible after the aeroplane has started rolling.
RUNWAY THRESHOLD CHECK
Open up each engine, in turn to approximately 70 per cent power and

select carburettor heat FULL; check that the manifold pressure drops
accordingly and return the carburettor heat control to OFF.
PRE-TAKE-OFF CHECKS
Passenger notices (if fitted) ON
Doors and DV Panels Closed
Pitch Full fine (1<1.-'.:\ B.!':,I)
Mixture Full RICH
Carburet tor heat OFF
Trim tabs Set neutral

Page 10 Rev 10
__ CAA ~ Right Marual
FM/7
Flaps Set to T.O. position (check

indicator)
Fuel Check contents, selection and

pressure (fuel pressure indicator
pointers within green sectors)
Auxiliary fuel pumps ON
Engine instruments Checked
Flight instruments Check and set as required
Pitot heater/Stall warn heater As required
Ice protection systems As required

(if fitted)
Autopilot system (if fitted) OFF
Flight controls Full and free movement
Electrics Selected as required (Ammeter

sho~ing charge; Voltmeter reading 27
- 29 volts; Circuit breakers engaged)
Cabin Heater OFF
SCHEDULED TAKE-OFF PROCEDURE
General
It should be noted that to achieve the performance criteria scheduled in

Section 5 of this manual, the speeds and technique given belo~ under the
heading of Recommended Procedure, must be follo~ed. The alternative
Procedure must not be follo~ed ~hene,er obstacle clearance conditions
constitute a limiting factor. If the aeroplane has been subjected to
moisture before take-off and is then operated at an altitude above the
freezing level, it is possible for the stall ~arning system to become
unserviceable, because of freezing. if the pitot/stall ~arning heaters
are not s~itched on.

Rev 10 Page 11
....... CAA _owed Right Manual
FM/7
Recommended procedure
Align the aeroplane ~ith the runway and open the throttles slo~ly to the
OPEN position. Depending upon the weight at ~hich it is operating the
aeroplane must be rotated at a speed of 4 kt (5 mph) less than the
speeds scheduled for the 50 ft safety height in Section 5. The
aeroplane is capable of taking off in a 30 kt (35 mph) cross~ind
without resort to differential throttle application.
Alternative procedure
When the take-off distance available exceeds 5000 ft (1524 m), and
provided the airfield altitude does not exceed 5000 ft and ambient
temperature does not exceed lSA + 20 deg C, an alternative take-off
technique may be applied ~hich results in a quieter take-off and a more
comfortable climb out attitude. Align the aeroplane ~ith the run~ay and
open the throttles to the OPEN position. Reduce engine rev/min to 2400
by use of the propeller pitch control levers. Allow the aircraft to
accelerate on the ground until a speed of at least 65 kt lAS is
achieved, rotate and climb out allowing the aircraft to accelerate to at
least 75 kt lAS by the time the 50 ft safety height is reached. At a
height of not less than 200 ft above the take-off surface, select flaps
UP and trim resultant nose heaviness. A comfortable climb attitude is
given at 95 kt lAS with engine po~er selected to approximately 75 per
cent. Other after take-off checks are given in the following sequence.
To achieve the best climb gradient in the event of an engine failure,
speed should be reduced to 65 kt lAS and power increased to maximum
take-off. "Flaps-up" take-off may also be made, following the procedure
described above but, if scheduled flaps-up performance is required, the
procedure is dealt with in Suppiement form in Section 7 of this manual.
AFTER TAKE-OFF
At a height above 200 feet, select flaps UP and trim resultant nose
heaviness.
Auxiliary fuel pumps OFF at a safe height.
Engine rev/min and manifold pressure set to recommended normal climb

power when safely clear of obstacles or terrain.
Lean-off the mixture as appropriate (Lycoming Operator's ~anual Pt.

No.60297-10 refers). Correct leaning is essential to ensure proper
engine functioning and maximum fuel economy.

Page 12 Rev 10
IIIandor CAA ~ Right Manual
FM/7
Cabin heater (if fitted) selected as necessary.
Set altimeter(s) as required.
Passenger notices selected as required.
Carburettor heat selected as required (use intermittently for short

periods) .
Pitot/Stall Warn heat, if selected ON during take-off, may be switched

OFF at the pilot's discretion and depending upon ambiept conditions.
HANDLING IN FLIGHT
Although procedures and performance data are given in this manual for
both the aircraft manufacturer's recommended normal climb power (2500
rev/min at full throttle) and maximum continuous power (2700 rev/min at
full throttle) the pilot must use the full maximum continuous power
rating of the engine(s) when safety considerations so dictate. The best
Rate-of-Climb and Gradient speed is 65 kt (75 mph) lAS but a more
comfortable attitude is maintained at 95 kt (110 mph) IAS with 75 per
cent power.
General flying
The aeroplane is easy to fly at all speeds and has no unusual features.
Use of carburettor heat
Carburettor icing can occur, unexpectedly, in various combinations of

atmospheric conditions. On damp, cloudy or foggy days, regardless of
the outside temperature, keep a sharp observation for power loss,
indicated by a decrease in manifold pressure. wben this situation
arises, apply full carburettor heat for 30 seconds; this action will
cause a further slight drop in manifold pressure. Return the heat
control levers to OFF and note that selected engine power is restored.
Do not keep heat selected FULL for long periods or excessive power loss
will result, with very little indication from the manifold pressure
indicator. During normal flight operations the carburettor heat control
levers should be left in the OFF position. On aeroplanes with Mod
NB/M/304 embodied, an improved control system enables the pilot to vary
the application of heat to the carburettors, in conjunction with a
carburettor charge temperature indicator, to achieve the placarded
charge temperatures. These aeroplanes are distinguishable by the
ratchet mechanism incorporated in the carburettor heat control lever
assembly.

Rev 10 Page 13
__ CAA ~ Aight Manual
F'MI7
Instrument flying
The degree to which flight in IFR conditions can be undertaken depends

upon how comprehensively the aeroplane is equipped with optional
instrument installations. A remote indicating compass system is
installed and this is the primary compass; the direct reading compass is
the stand-by instrument.
Flying in low temperature conditions
When flying in low ambient temperatures the propeller governors should

be regularly exercised - every ten to fifteen minutes - to keep the oil
supply circulating and thus avoid sluggish or unresponsive propellers.
Changes of trim
Flaps up Nose down tendency
Flaps down Nose up tendency
Application of power Large increases in power produce a

marked nose up tendency
Usable fuel - safe flight attitudes
It has been established that fuel can be used down to zero reading on
the indicators, in all combinations of flight attitudes within the
following:-
Nose up 14 deg. Nose down 2 deg. Wing down 3 deg. The quantity of
fuel remaining in the tanks when the contents indicators register zero,
cannot safely be used in flight.
Wing tip fuel tanks to Mod NB/M/1153
Additional fuel capacity is provided by this optional modification.

There are no associated handling differences. System details are
provided later in this Section under the heading of Systems Management.
Feathering and Unfeathering
The correct procedures are detailed in Sect 3 of this manual.

Page 14 Rev 10
..... CAA ~ RIght Manual
FMI7
Flying at reduced speed
Fly at 2400 rev/min and lOwer flaps to T.O. position. This enables a
comfortable attitude to be maintained at 78 kt (90 mph) IAS. The
maximum speed in this condition must not exceed 114 kt (131 mph) IAS.
Flying in turbulence
The recommended "Rough Air Speed" in turbulence is 88 kt (101 mph) IAS.
Stalling
Stalls are gentle in all configurations and from all attitudes normally
encountered. Because of this characteristic the electrically operated
stall warning system provides visible and audible warning at a safe
margin above the stall. Recovery action is normal. Provided the
recovery action is taken promptly, the height loss .ill be small.
Diving
The limiting speed or VNE for this aeroplane is 177 kt (204 mph) IAS
(Section 2 refers).
Spinning
Intentional spinning is prohibited (Section 2 refers).
Descent
Mixture should be richened appropriately before commencing descent and

this should then be executed at 500 ft/min to give an acceptable rate
for passenger comfort.
Instrument/controls monitoring
From time to time, juring flight, all indicators, selector s~ltches, and
other control media should be monitored to ensure satisfactory
)
functioning of the aeroplane systems.
"
PRE-LANDING CHECKS
Harness Fastened
Pilot's seat Secure

Rev 10 Page IS
IoIander CAA ~ Right Manual
FMI7
Fuel Contents and Selection
Engine instruments Checked
Mixture Full RICH
Carburettor heat OFF (unless required intermittently)
Propellers Fully fine (MAX RPM)
Auxiliary fuel pumps ON. Check pressure (indicator

pointers .ithin green sectors)
All warning lamps Extinguished
Cabin heater OFF (Ventilating blower ON for wind-

screen de-misting)
Autopilot (if fitted) OFF
Passenger notice ON
Brakes OFF
Pitot/stall Warn heat As required
Final approach
After selection of flaps DOWN (56 deg), the speed may be progressively
reduced to the appropriate threshold speed quoted in Section 5.
BALKED LANDING
Apply full power smoothly to the engines and establish a positive rate
of climb. Select flaps to T.O. position and accelerate to 61 kt (70
mph). Select flaps UP at 200 feet above the ground and climb out at 65
kt (75 mph) or above as required for passenger comfort. Be prepared for
nose up change of trim during application of power and selection of flap
from T.O. to UP.

Page 16 Rev 10
Iolonder CA.A. ~ Right Manual
FMI7
CROSS WIND LANDING
The aeroplane is capable of landing ~ith a 30 kt cross wind.
Note ...
Where conditions permit, this operation is facilitated by setting
flaps to T.O. or UP and increasing the air speed accordingly.
AFTER LANDING CHECKS
Flaps UP
Pi tot/Stall Warn heat OFF
Unrequired services OFF
Trim settings For take-off
Cabin heater OFF
STOPPING THE ENGINES
Idle the engines at 1000 rev/min for a period until temperatures drop
and check the magnetos for a dead cut. Stop the engines b~' mo\"ing the
mixture controls fully do~n~ard into the cut-off position.
CHECKS AFTER STOPPING
Fuel cocks OFF
Ignition s~itches OFF
Generators OFF
Other services OFF

Rev 10 Page 17
__ CAA ~ Aight Manual
FMI7 r.
Battery master switch OFF
Parking brake ON
Controls Locked (Gust locks stowed in canvas

bag at rear of cabin)
Chocks In position
STALLING
Stalls are gentle in all configurations. The stall warning system

provides a visible and audible warning at a safe margin above the stall.
Recovery action is normal. Provided the recovery action is taken
promptly, the height loss will be small.
The stalling speeds for aircraft with normal leading edges and drooped
leading edges to Mod NB/M/389, with throttles closed, for all CG's and
at the gross weight applicable to the relevant Models, are tabulated
overleaf:-

Page 18 Rev 10
__ CAA ..... ooed Right MaroaI
FMI7
Model BN-2A (normal leading edges) Power Off
Flap Angle Stalling Speed kt (mph)

(de ) (Indicated Air Seed)
4000 lb 5000 lb 6000 lb 6300 lb
UP 43 (50) 46 (53) 49 (56) 50 (57)

T.O. (25) 39 (45) 42 (48) 44 (51) 45 (52)
DOWN (56) 37 (43) 40 (46) 42 (48) 43 (50)
In certain circumstances, at the forward eG's, with the flaps extended,

lack of sufficient elevator angle may just prevent a true stall from
developing. The take-off safety speeds and the landing approach speeds
scheduled in Sect 5, are based on zero thrust stalling speeds, which are
as follows:-

4000 It 5000 lb 6000 lb 6300 lb
T.O. (25) 38 (44) 41 (47) 43 (50) 44 (51)

DOWN (56) 36 (42) 39 (45) 41 (47) 42 (48)
Note ...
At present the variouS handling speeds scheduled in Section 5 are
unchanged and remain based on the Pre-Mod NB/M/389 stalling speeds
as tabulated above.
Models BN-2A-6, BN-2A-26 (drooped leading edges) Power Off

(de ) (Indicated Air S eed)
4000 1.'0 5000 lb 6000 lb 6300 It 6600 lb
UP 42 (48 \ 45 (52) 48 (55) 49 (56) 50 (57)

:l 42 (48) 42 (48)
T.O. (25) 37 (43) 39 (45 ) 43 (50)
" DOWN (56) 34 (39 ) 36 (42 ) 38 (44) 39 (45) 40 (46)
Zero Thrust

4000 lb 5000 lb 6000 lb 6300 lb 6600 lb
T.O. (25) 35 (40) 36 (42) 37 (43) 38 (44) 38 (44)

DOWN (56) 30 (35) 32 (37) 34 (39) 34 (39) 35 (40)

Rev 10 Page 19
IoIander CAA _DWd Aighl Manual
FMI7
SYSTEMS MANAGEMENT
FUEL SYSTEM
Preparation for flight
Before the first flight of the day (and at other times as necessary when
climatic conditions combine to produce a risk of moisture ingress) draw
off a generous amount of fuel from each of the tank and gascolator drain
points (fig 2 refers). Should water content be evident, ensure that all
traces are expelled before taking off. Selection of the various simple
fuel system controls is detailed in the preceding sequential checks
which the pilot is required to perform, before and during flight, but
the line diagram opposite is included to enable a clear understanding of
system layout. When the cabin heater is in use it should be noted that
an additional 4 US gal (approx) per hour will be consumed from the star-
board main tank and due allowances should be made.
Operation of auxiliary fuel pumps
In accordance with normal civil airworthiness requirements auxiliary

fuel pumps are provided to back up the engine driven fuel pumps during
the take-off and landing flight phases; they also assist in engine
starting. To ensure long life the auxiliary fuel pumps should be used
as prescribed in this manual and they should not, of course, be run if
the fuel canks are dry.
After flight
Ensure that the auxiliary fuel pumps are switched OFF and the fuel cock
selectors are returned to OFF. Fuel tanks should always be replenished
as soon as possible after landing otherwise there is a higher risk of
contamination by condensation.
Wing tip fuel tanKS to ~od NB/M/1153
In aeroplanes fitted with optional wing tip tanks, to the above

modification, an automatic fuel transfer system enables the tip tank
fuel contents to be transferred to the main fuel tanks to give increased
endurance. The following details describe the operation of the system
(Sect 2 also refers) and the preceding pilots' check lists, in this
Section, make allowances for aeroplanes with or without this system.
The fuel transfer operation is accomplished automatically,

Page 20 Rev 10
Islander CAA """,<Ned Right Manual
F!I1/7
\,,;?~;::;R;S::::-- TIP TANI( CELL
FUEL PUMP SYSTEM INSTALLATION

INSTA.LLATION
FUEL FEED TO CABIN

HEATER
FUEL VENT FUEL COCK I~TALLATION

PIPEUNE
FUEL FEED
PIPELINES TO
ENGINE DRIVEN u""e fiLTER
PUMPS (GASCOLA TORSI
FUEL PUMP
INSTALLATION
FUEL TRANSFER PUMP

AND SOLENOID VALVE
WHEN TIP T AN"'S ARE
fUEL COCK SElECTORS FITTED
(CONTENTS INDICATORS
AND PUMP SELECTOR
SWITCHES) REAR SPAR
FUEL SUMP ;)El'AILS
TIP TANK VENTS
FRO""T
FUEL CONTENTS
TRAfllSMlTTER UNIT
MAIN FU~L
TIP TANK VENTS SUCTION PIPE TANK VENTS
FADM SUMP AUXILIARY FUEL
",,,.'"
•
\
FEED PIPE
FUEL!WATER../ 'SUCTION FROM FUEL
ADDITIONAL FUEL pu~p
DHA1NVAlVE fiLTER PUMPS
,----'
THREE
COCKS
WAY
OFF' ,- __ ,",\~T:tvN:FE~~HA~~:OFl~:OID
EACH TIP T ANI( TIP TANKS
-r 1-
fiTTED WITH CONTENTS
TRANSMITTER, SUCTiON
J
FILTER. WATERORAIN
VALVE LINE Fll·e;;.S
CRQSSFEEO
ENGIIIlE
"IORMAl
ON
DRIVEN
±--
----r~
,GASCOlATORS
"REWA'" --±
Jrl-
• NORMAL
ON
PUMP
CROSSFEEO
DRAIN
LJ~
"'"' -j I
i CAR8URETTORS ~
SYSTEM DIAGRAM
Fig 2 Fuel System witn ~ing Tip Tanks

19th March 1987 INS/M/IIS3) in situ
Section 4
Rev 10 Page 21
.... CAA "I'fll1JII8d Right Manual
F~1/7
provided that the two roof pa~el switches have been selected to AUTO.
Fuel from the LH or RH wing tip tank is pumped into the associated main
tank, when the fuel contents level of the main fuel tank descends to
approximately 35 US gallons. :t is recommended that the fuel transfer
switches are selected to ACTO as part of the pre-take off checks and
care should be taken, by the pilot, to avoid switching the facility off
before the fuel transfer cycle is complete. A green light, above each
sKitch, ShOKS when the associated fuel transfer pump and solenoid valve
have been selected. Fuel transfer is indicated by the changing state of
main and tip fuel tank contents indicators. Tip tank contents should
decrease, while main tank contents should increase or remain static
dependent upon engine demand. The switches have three positions and
will permit manual sKitching of the fuel transfer pumps, by the pilot.
if desired. If any of the above indications do not appear at the
appropriate time, a system fai:ure may be likely and close attention
should be given to the main and tip fuel tanks contents indicators to
determine whether fuel transfer is taking place.
CAUTION ...
A green light indicatior., on its o~n, is not positive indication
that fuel 'transfer is taking place. Similarly, the absence of a
green light indication 'Khen main fuel tank contents are less
than 35 US gallons) is ~ot necessarily an indication of failure
to transfer fuel. Correot indication of fuel transfer is given
by the contents indica:ors for the tip and main tanks as
described above. If a ~_el transfer failure is suspected in the
auto mode, select ~A~ a~1 monitor the fuel contents indicators
closely. If a failure is confirmed the tip tank fuel on that
side Kill not be a\'ailable. Should malfunction produce a
premature fuel transfer ~unction, select OFF on the appropriate
s~itch and use manual ~ontrol ~hen desired.
When using the manual transfer process, the follOldng procedure is

recommended for transferring f~e: from

Page 22 Rev 10
_ CAA llI'Il"O""'I Right Manual
FMI7
the wing tip tanks to the main tanks (Sect 2 also refers).
1. When the contents of each main fuel tank have decreased to

approximately 40 US gal, select the fuel transfer pump s",itches
to MAN and top up the main fuel tanks.
2. Under normal conditions the fuel transfer rates and engine demands
are similar but, nevertheless, monitor the main fuel tank contents
indicators, during fuel transfer, to avoid the possibility of
overfilling the main tanks and pumping fuel overboard, through the
tank vents.
3. Cease the fuel transfer if 60 US gal is indicated at any time in

either main fuel tank.
4. When main tank contents again decrease to 40 US gal, repeat the fuel
transfer s",itching process.
Note ...
In case of failure to transfer fuel from one tip tank, it has
been demonstrated that the effects on asymmetric flight
characteristics are negligible.
ELECTRICAL SYSTEM
General
Clear instructions for operation of the various electrical systems in

the aeroplane are given in the preceding sequential checks and
o procedures which the pilot is required to perform before and during
z flight. All main services are protected by thermal-type circuit
"lz5 breakers "'hich can be re-set in flight. Persistent interruptions from
~ ejected circuit breakers should be :nvestigated, "ithout delay, upon
landing in case of circuit faults. Minor services are protected by
fuses "'hich are inaccessible in flight and fuse failures (excepting
those of cabin heating and ventilating ",hich are located adjacent to the
heater controls) "'ill affect the circuits concerned until rectified on
the ground.

Rev 10 Page 23
FM/7
AIR CONDITIONING SYST~1
Cabin Ventilating System
Operation on the ground
For cabin conditioning on the ground, the ventilation blower, within the
cabin heater, should be used in the following ~ay. Select the VENT
MOTOR switch, on the heater control panel, to ON and control the volume
of air by adjusting the air control lever (CABIN AIR) accordingly.
Also, in hot ~eather, it is advisable to ensure that all spherical
louvres are open before passenger entry, on the premise that function of
the louvres is made apparent and their further adjustment is obvious.
Otherwise it may take a considerable time for an inexperienced passenger
to recognise the purpose of his louvre.
Operation in the air
For cabin conditioning in flight it is preferable to use the spherical

louvres on the passenger service panels to deliver ram air and so avoid
over~orking the ventilating blower. An auxiliary central duct, with
additional louvres, may be fitted as an optional installation in some
aeroplanes. This system can be brought into use by the pilot with a
switch at the front of the LH side passenger service unit.
Note ...
Some aeroplanes, not fitted ~ith cabin heaters, incorporate

ventilating blo.ers only and the detail in the above paragraph
is subject to variation accordingly; nor does the control panel
referred to, include any heater controls in this case and the
follo.ing t.o paragraphs are, therefore, inapplicable.
Operation of the Cabin Heater System
The cabin heater can be used .hilst the aeroplane is on the ground,
provided that the ventilation blo.er, referred to in the previous
paragraph is first s~itcned ON. To start up the heater, select the
HEATER s~itch to the ON position and the system ~ill then operate
automatically, to a temperature datum monitored by a thermostatic s.itch
in the heater delivery duct. The temperature datum can be varied by the
heat control lever (CABIN TEMP) but if the thermostat snould fail or
there is insufficient air flo~ to enable its correct operation the
heater fuel supply is automatically shut off. An overheat switch,
embodied in the heater is connected to a red warning lamp at the

Page 24 Rev 10
IsIancIer CAA approoed Flight Manual
FMI7
lefthand side of the main instrument panel. This s~itch operates if the
air delivery, from the heater, rises above a pre-determined temperature;
its action shuts off the fuel supply to the heater, 'locks-out' the
heater selection circuit, and lights the ~arning lamp. Should this
condition occur, it can only be rectified by depressing a red button on
top of the heater unit. This button is inaccessible in flight. Unless
the overheated condition occurs as a result of mishandling, it denotes a
serious fault which should be investigated without delay.
CAUTION ...
If. on the ground, the heater is s~itched OFF simultaneously

with the ventilating blower, the resul:ant'heat rise within the
heater unit may be sufficient to activate the overheat s~itch.
In that event it will not be possible to start up the heater
again until the red button on top of the heater has been reset.
ensure, therefore, that the ventilating blower is allowed to
run for at least one minute, after s~itching the heater OFF, to
dissipate residual heat.
Heater Control System Fuse
A fuse, situated on the heater control panel, protects the heater

control circuit in the event of a fault or a crash; in the latter case
the fuse ~ill be ruptured by the action of the inertia s~itch. A spare
fuse is situated adjacent to the operative one and this is provided for
use in case of a transient fault. Repeated fa:lure of the fuse may be
indicative of a ~iring failure and this should be reported.
ICE PROTECTION SYSTEMS
Full information of the operation of ice protection systems, when these

are installed, is given in Supplement form in Section 7.
AUTOPILOT SYSTEMS·
Full information of the operation of autopilot systems, ~hen these are

installed, is given in Supplemental form in Section 7.
PITOT-STATIC SYSTEM
To cater for regulations current in some co~ntries, an alternative

air pressure source, for the capsule operated instruments ~as introduced
under Mod NB/M/252. In the form of a small manually operated valve, at
the extreme lo~er left of the pilot's instrument panel this device

Rev 10 Page 25
l!IIandor CAA approved Aoght Manual
FM!7
allo~s the pilot to open the static pipe_,~e to the cabin atmosphere if
malfunction occurs in the normal static system. Certain instrument
errors ~ill be noticeable with the alternative static source selected as
follows:-
a. At any altitude, speed, flap position, power setting and with

DV windows open or closed, an altimeter error of less than 50
ft low reading ~ill be incurred. (This is within all normal
flight conditions).
b. With a clean pitot, the ASI readi~g .ill not be slo., or fast,
by more than 10 kt (11.5 mph).
EMERGENCY LOCATOR TRANSMITTER SYSTEMS
One of these systems may be installed under an optional modification

(Section 3 also refers). Of the two types specified, one is a permanent
fixture in the aeroplane whilst the other can be detached, if required,
for use as a separate mobile transmitter. Both of the systems can be
triggered automatically by inertia s~itches or, manually, by switches
adjacent to the radio racks at the RH side of the main instrument panel.
A test facility is included but tests must only be conducted ~ith the
prior agreement and permission of the local Air Traffic Control
Organization.

Page 26 Rev 10
FM/7
Section 5 PERFORMANCE
CONTENTS
Page
Definitions 3
General 3
Condition of aeroplane 3
Compliance with the air navigation order and

general regulations 4
Validity of performance information 4
Conversion charts 4
Position error corrections 8
Variation of take-off and landing speeds with

aeroplane gross weight 10
Maximum take-off and landing weight for altitude and
temperature 12
Take-off run and take-off distance required 14
o Net take-off flight path 16
Z
<l:
...J Net take-off flight path I - first segment 20
l?
Z
w Net take-off flight path II - second segment 22
~ Net take-off flight path III - third segment 24
o
w En route performance ceiling and gross rate of climb -
t-
Z two engines operating 26
a:
D..
En route net gradient of climb - one engine inoperative 28
Landing distance required 30
Gross performance data 32
En route climb - one engine inoperative 32
15th Jan 70 section 5

Page 1
FM/7
ILLl:STRATIONS Fig
Wind component 1
Determination of temperature in relation to ISA and
conversion of deg F to deg C 2
Pitot head position 3
Position error correction to indicated airspeed 4
Variation of take-off and landing speeds \\ith aeroplane
gross weight ... 5
!\Iaximum take-off and landing weight for altitude and
temperature 6
Take-off distance required - feet 7
~et take-off flight path - example 8

Net take-off flight path I - first segment 9
Ket take-off flight path n - second segment 10
Net take-off flight path III - third segment 11
En route performance ceiling and gross rate of climb -

two engines operating 12
En route net gradient of climb - one engine inoperative 13
"C
Landing distance required - feet 14 ::0
Z
-f
En route climb - one engine inoperative 15 m
0
Z
m
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Z
0

Page 2
FM/7
DEFINITIONS
The definitions listed hereunder are peculiar to this Performance

Section and. for that reason. do not appear in the general definitions
at the front of this manual.
VNO Normal operating limit = maximum cruising speed.

Hard Runway A surface such as concrete or tarmac.
Gradient of Climb The ratio, in the same units, and expressed as a per-
centage of :-
Change in Height
Horizontal Distance Travelled
The gradients of climb shown on the charts are true gradients, i. e. they
are derived from true (not pressure) rates of climb.
Gross Performance : The average performance which a fleet of aeroplanes
can be expected to achieve if satisfactorily maintained and flown in accord-
ance with the associated techniques described in the manual.
Net Performance : Net performance is the 'gross' performance. dimini-
shed by amounts specified in British Civil Airworthiness Requirements to
allow for various contingencies which cannot be directly accounted for op-
erationally, e. g. the need to manoeuvre, unavoidable variations in piloting
technique, temporary below-average performance, etc. Provided that the
o aeroplane is flown in accordance with the recommended procedures it is
Z extremely unlikely that its performance will be worse than the net perform-
<l:
...J ance scheduled .
(9
Z
w
Z GENERAL
o
w Use of the data in this section is only mandatory when required by the Air Navigation
I- Order or Regulations; otherwise its use. although most desirable on the grounds
Z
II: of safety, is at the discretion of the pilot in command of the aeroplane.
(L
CONDITION OF AEROPLANE
I The information in this section relates to Britten-Norman BN-2A, and Series,
Islanders which have the aerodynamically improved engine nacelles and main
undercarriage leg fairings (introduced by Britten-Norman Modifications NB/M/
358) and which are powered by Lycoming 0-540 engines, fitted with Hartzell two-
I blade, constant speed, feathering propellers of 80 inches diameter (Pre-Mod N

B/M/977) or 78 inches diameter (Post-Mod NB/M/977),as defined in Section
4th July 78 Section 5

Rev 7 Page 3
B hl---{
FM/7
1 of this manual.
WAR:-lING ...
THE OPERATION OF EARLIER PRODUCTION AEROPLANES, NOT
I £:'IIBODYING NB/M/3190R NB/M/358 IS RESTRICTED BY
SCPPLEMENT ACTION IN SECTION 7 OF THIS MANUAL. WHEN
SUCH AEROPLANES ARE AUTHORIZED TO OPERATE AT A GROSS
WEIGHT OF 6300 LB (2858 KG) REFERENCE MUST, THEREFORE,
BE MADE TO SECTION 7.
CO~IPLIAl':CE WITH THE Am NAVIGATION ORDER AND

GENERAL REGULATIONS
1. This aeroplane is classified in Performance Group C.
2. For compliance with the Regulations governing flight over water, the true
air speed is 95 kt (109 m. p. h.).
VALIDITY OF PERFORMANCE INFORMATION

The performance information is not valid if :-
1. the total loaded weight exceeds the relevant Maximum Permissible (take-
off and landing) Weight appropriate to the altitude and temperature, refer
to fig 6;
2. the aeroplane is flown when the outside air temperature exceeds the appro-
priate maximum temperature for which operational suitability has been esta-
blished (refer to Sect 2);
3. readings from the charts are obtained by extrapolation (Le. using values of "U
parameters outside the range given on the charts), except as and when speci- :Il
Z
fically permitted. At temperatures below the lowest range scheduled the -i
m
performance shall be assumed to be not better than that appropriate to the o
lowest temperature scheduled; Z
4. propellers of a type differing from those specified are fitted; m
5. external modifications causing a significant increase in the aerodynamic drag Z
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are incorporated. r
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CONVERSION CHARTS o
Charts to convert wind velocity into wind component, deg C and altitude ISA, and
deg F to deg C, are given in fig 1 and 2. Arrowed example lines illustrate their
use.
Section 5 4th July 78

Page 4 Rev 7
(
Islander CAA approved Floght Manual
Fl\1/7
WIND COMPONENT
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15th Jan 70 Fig. 1 Section 5

Page 5
B
FM/7
DETERMINATION OF TEMPERATURE IN RELATION TO

I S A AND CONVERSION OF of TO °c
EXAMPLE
",000
DOTTED EXAMPLE SHOWS TKA T
A.... ALTITUDE OF 4500 FT, WITH --
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Section 5 Fig. 2 9th May 1977
Page 6 Rev 6
FM/7
PORT WI};GST~ 200 P.\. '0

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15th Jan 70 Fig 3 Pitot head position Section 5
Page 7
FM/7
POSITIO:'; ERROR CORRECTIONS
The posItion error corrections to be applied to the IAS to obtain EAS are shown in
fig 4.
The static error correction applicable to the altimeter does not exceed 30 ft.
Details of the position of the pitot static head are shown by fig 3.
1]
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Page 8
Islander CAA approved Fhght Manual
FM/7
POSITION ERROR CORRECTION TO INDICATED AIRSPEED
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Rev 4 Page 9
B h- l
FM/7
VARIATION OF TAKE-OFF AND LANDING SPEEDS \\lTH

AEROPLANE GROSSWEIGHT
The variations of take-off safety speed and landing approach speed over the per-
mitted weight range of the aeroplane are shown by fig 5.
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page 10
FM/7
VARIATION OFTAKE -OFF SAFETY SPEED WITH AEROPLANE GROSS WEIGHT
70
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65
60
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WEIGHT-LB
VARIATION OF LANDING THRESHOLD SPEED WITH AEROPLANE GROSS WEIGHT
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'With aeroplane gross welght
8th May 19bO Section ;)
Rev 8 Page 11
FM/7
:\fAXIMD:\1 L\KE-OFF AND LANDING WEIGHT FOR

ALTITUDE AND TEMPERATURE
The maximum permissible take-off and landing weight for varying altitudes and
air temperatures is shown in fig 6. This information is applicable to a variety
I of Models as ilIdicated at the foot of the graph.
The example given by the arrowed dotted line shows that for an altitude of 1700 ft
with an air temperature of 20 deg C the maximum permissible take-off and landing
I weight is 6100 lb (2765 kg).
Xotes ...
1. At a particular aerodrome the actual weight may have to be less
than the appropriate maximum value given opposite, due to some
operational factor (such as take-off distance available, obstacle
clearance etc. ) becoming critical.
2. This curve is determined by the one engine inoperative final take-
off climb requirement of a gross gradient of climb of not less than
0.8 per cent at a gross altitude of 1500 ft.
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Section 5 15th Mar 73

Page 12 Rev 4
D h;---l
FM/7
MAXIMUM TAKE-OFF AND LANDING WEIGHT FOR
ALTITUDE AND TEMPERATURE
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1000
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4000 4500 5000 5500 6000 6300 6600
WEIGHT - LB
WEIGHT LIMITS FOR MODELS BN-2A. BN-2A-6. BN-2A-8
LIMIT FOR MODEL BN-2A-26
Rev 4 Page 13
FM/7
TAKE-OFF RUN AND TAKE-OFF DISTANCE REQUIRED
The take ~ff distance required from rest to the 50 ft height point is shown in fig 7
for varying air temperatures, aerodrome altitudes. weights, reported wind com-
ponents and uniform runway slopes.
Associated Conditions
Engines Both operating at maximum take-off power
(2700 rev /min full throttle)
Carburettor heating OFF
Wing flaps 25 deg (take-off)
Technique The aeroplane is held on the ground until 4 kt (5
m.p.h.) below the appropriate take~ff safety speed
and climbed through 50 ft at take-off safety speed
Runway Dry tarmac runway, see note (2)
The example given by the arrowed dotted lines shows that with an air temperature
of 30 deg C at an aerodrome altitude of 1000ft, and a weight of 6000lb (2722.0kg),
with a reported headwind of 10 kt, and a uniform uphill runway slope of L 6 per
I cent. the take-off distance required is 1370 ft for aeroplanes not incorporating
;¥!odNB/M/977 (Note 4 refers).
Notes ...
1. The take~ff run required will not exceed, and must be taken as,
75 per cent of the take-off distance. The measured take~ff dis-
tance has been factored by 1. 25, to obtain the scheduled take-off
distance required, and the measured take-off run by 1.15.
2. For operations from dry grass runways with freshly cut grass and
"tJ
firm subsoil, the distance for a dry tarmac runway should be in- :IJ
creased by 10 per cent. Z
-1
m
3. The wind correction grids are factored so that 50 per cent of head- o
winds and 150per cent of tailwinds are obtained. Reported winds Z
may therefore be used directly in the grids. m
Z
Gl
4. For those aeroplanes fitted with 78 inch diameter propellers in r
accordance with modification NB/M/977 (Sect 2 also refers) the l>
Z
Take-Off Run and Take-Off Distance Required, as obtained from o
fig. 7 opposite, must be increased by 5 per cent.

Page 14 Rev 7
TAKE-OFF DISTANCE-FEET
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__ CAA ...... ooed Right Manual
FMI7
NET TAKE-OFF FLIGIIT PATH
IntI'oduction
The information pI'ovided in this section makes possible the

constI'uction of a complete net take-off flight path to a height of 1500
ft above the aeI'odI'ome. It is assumed that both engines will be ~oI'king
until a height of 200 ft at which point the ail' speed is incI'eased to
the "flaps up" take-off safety speed of 65 kt (75 mph) IAS and the wing
flaps aI'e I'etI'acted.
AfteI' this flight path may be constI'ucted on the assumption that both
engines continue to function foI'paI't, OI' all, of the way up to 1500 ft.
If the aeI'oplane is opeI'ated in weatheI' conditions such that obstacles
I cannot be visibly identified befoI'e I'eaching the minimum safe altitude,
compliance with the I'elevant opeI'ating I'egulations must be established
by using the one engine inopeI'ative net flight path fI'om the point at
which instI'ument flight is expected to become necessaI'Y.
In ciI'cumstances ~hen it is quite cleaI' that all obstacles aI'e less than
1500 ft above the aeI'odI'ome,and it has been established that they can
be cleaI'ed by the.maI'gins I'equiI'edby the opeI'ating I'egulations, theI'e is
no need to pI'oceed fUI'theI'with the constI'uction of the net take-off
flight path. In the event of obstacles being above this height,
obstacle cleaI'ance must be established by using the one engine
inopeI'ative en-I'oute peI'foI'mance,shown in fig 13, afteI' completion of
the net take-off flight path.
The technique ~hich is scheduled foI' establishing the net take-off flight
path is not mandatoI'y and does not have to be follo~ed in the event of
an engine failuI'e. HoweveI', it has been chosen because it gives the
best oveI'all obstacle c1eaI'ance, in conjunction ~ith satisfactoI'Y engine
cooling.
When making a nOI'mal take-off and climb away with both engines opeI'ating
fI'om an aeI'odI'ome ~hen obstacle cleaI'ance ,,-ith one po~eI' Ilnit
inopeI'ative is cI'itical, the pilot must ensure that the aeI'oplane
exceeds by an adequate amount the net take-off flight path assumed in
assessing the obstacle clearance.
The charts in this section have been constI'ucted so that fuel consumed
dUI'ing the take-off I'un and climb has been allowed for. Hence the
~eight to be used in the charts is that assumed at the beginning of the
take-off run. SimilaI'ly, aerodI'ome altitudes and ail' tempeI'atuI'es aI'e
quoted throughout.

Page 16 Rev 10
IoIander CAA ~ Right Manual
FMI7
A fully worked example of a straight flight path is given ir.the text

and illustrated in fig 8. Whilst the example given assumes a .eight and
so obtains a distance, it is also possible to obtain the optimum weight
for a given distance. Thus the take-off distances and flight paths may
be calculated for a range of weights, with other conditions remaining
constant, and knowing the distance of the obstruction from the start of
take-off, the optimum weight maybe found graphically by plotting
obstacle. clearance height against weight.
Presentation
The information required to construct a net take-off flight path is

given in fig 9 to 11.
A number of terms relating to the net take-off flight path presentation

are listed and defined below; they are included here and not in the
'definitions' section, since they may vary with different presentations,
and therefore it must not be assumed that their meaning is generally
accepted.
1. Reference Zero. This is the zero to which the co-ordinates of the

various points in the net take-off flight path are referred. It is
defined by a vertical datum which passes through the 50 ft height
point at the end of the take-off distance required, and a
horizontal datum which is 50 ft below this point.
Z. First Segment. This extends from the end of the take-off distance
required to a point at a height of ZOO ft at which the airspeed is
increased to the flaps up take-off safety speed of 65 kt (75 mph)
IAS and the wing flaps are retracted.
3. Second Segment. This extends from (Z) to the 1500 ft point or the
point at which the one engine inoperative net take-off flight path
is assumed to commence.
4. Third Segment. When applicable, this extends from the height at

which .eather conditions do not permit visible identification of
obstacles, at which the use of the one engine inoperative data
becomes necessary. The third segment ends at 1500 ft.
Net Take-off Flight Path - Illustrated example
Examples of the use of the net take-off flight path charts are given
below and illustrated in fig 8. It is assumed that (a) one engine fails
at 800 ft and (b) engine failure does not occur.

Rev 10 Page 16a
Islander CAA appnM>d Aoghl Manual
FM/7
In the example, the ai~ temperature is 22 deg C (ISA + 13 deg C) at an

aerodrome altitude of ;~ao ft (914 metres), ~ith a ~eight of 4900 It
(2222.6 kg) and there:s a reported headwind component of 6 kt. The
same examples ha,e been shown in fig 9 through 11 and the values so
obtained are quoted :n tte text on the facing page of each graph.
The position of point ~ (or reference zero) is established from the

take-off distance requi~ed or available, whichever is the less, and
therefore the distance o~ point A to any obstruction can be determined.
Calculation of the segme~ts then proceeds as follows:-

Page 16b Rev 10
Islander CAA apprDYed Right Manual
FMI7
19th ~larch 1987 Section 5

Rev 10 Page 17
FM/7
(a)
First Segment (A-B) From fig 9, horizontal distance (to 200 ft) = 1600 ft.
Second Segment (B-C) From fig 10
Net gradient of climb = 13.5 per cent
Height increment = 800 - 200 = 600 ft
. . 600 x 100
HOrizontal dIstance = 13. 5 = 4440 ft
Total distance to point C = 6040 ft at 800 ft

Third Segment (C-D) From fig 11
Horizontal distance = 70~~0~00 = 34300 ft
Total distance to point D = 40340 ft at 1500 ft
(b)
First Segment (A-B) From fig 9, horizontal distance (to 200 ft) = 1600 ft.
Second Segment (B-Z) From fig 10
. . 1300 x 100
HOrIzontal dIstance = 13. 5 - 9630 ft
Total distance to point Z = 11230 ft at 1500 ft
Note ...
The first segment is scheduled as a conservative approximation to the 1l
::0
follOWingsegments :-
..,
Z
m
1. A climb at the appropriate take-off safety speed with flaps 25 deg o
i. e. TAKE-OFF from the 50 ft height point to 200 ft.
Z
2. An acceleration at 200ft during which the speed is increased to"65 m
Z
kt (75 m. p. h. ) 1ASand the flaps are retracted. Gl
r
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This is illustrated in fig 8" Z
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Page 18
PRINTED IN ENGLAND
HEIGHT ABOVE REFERENCE ZERO-FEET

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FM/7
NET TAKE-OFF FLIGHT PATH I - FIRST SEGMENT
The horizontal distance travelled from the reference zero to the completion of flap
retraction, and the attainment ofthe flaps up take -off safety speed at 200 ft is shown
in fig 9 for varying air temperatures, aerodrome altitudes, weights and reported
wind components.
Associated conditions
(2700 rev /min full throttle)
Wing flaps Retracted during acceleration at 200 ft
Airspeed Take-off safety speed up to 200 ft height point
then accelerated to 65 kt (75 m. p. h.) IAS
The example given by the dotted lines shows that With an air temperature of 22 deg
C (ISA + 13 deg C) at an altitude of 3000 ft with a weight of 4900 lb (2222.6 kg),
with a reported headwind component of 6 kt, the horizontal distance travelled is
1600 ft.
Notes ...
1. The wind grids are factored so that 50 per cent of headwinds and
150per cent of tailwinds are obtained. Reportedwinds may there-
fore be used directly in the grids.
2. The data given in fig 9 has been derived from gross performance
reduced by a margin of 2.0 per cent gradientor the equivalenthori-
zontal acceleration.
1)
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Page 20
hor;zontal distance to flap retraction
complete point at 200 feet
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FM/7
(
NET TAKE-OFF FLIGHT PATH II - SECOND SEGMENT
The net gradient of climb between the end of the First Segment and either the 1500
ft height point or the point at which the one power unit inoperative net take-off
flight path is assumed to commence is shown in fig 10 for varying air temperatures,
aerodrome altitUdes, weights and reported wind components.
Associated conditions :-
Wing flaps Retracted
Airspeed 65 kt (75 m. p. h.) IAS
The example given by the arrowed dotted lines, shows that with an air temperature
of 22 deg C (ISA + 13 deg C) at an aerodrome altitude of 3000 ft, and a weight of
4900 lb (2222.6 kg) with a reported headwind component of 6 kt, the net gradient
of climb is 13.5 per cent.
Notes ...
1. The wind grids are factored so that 50 per cent of headwinds and (
150 per cent of tailwinds are obtained. Reported winds may there- )

2. The data given in fig10 has been derived from gross perform:mce
reduced by a margin of 2.0 per cent gradient.
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Page 2~
NET GRADIENT OF CLIMB - %
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ON\flE>N3 NI 03.LN18d
FM/7
NET TAKE-OFF FLIGHT PATH III - THmn SEGMENT

The net gradient of climb between the point at which the one engine inoperative net
take-off flight path is assumed to commence and the 1500ft height point is shown
in fig 11 for varying air temperatures, aerodrome altitudes, weights and reported
wind components.
Assoc iated conditions
Engines Operative engine at maximum take-off power
(2700 rev/min full throttle). The propeller of
the critical inoperative engine is feathered.
Airspeed 65 kt (75 m. p. h. ) lAS
The example given by the arrowed dotted lines shows that with an air temperature
of 22 deg C (ISA + 13 deg C) at an aerodrome altitude of 3000 ft and a weight of
49001b (2222.6 kg) with a reported headwind of 6 kt and an assumed power fail-
ure height of 800 it the net gradient of climb is 2.04 per cent.
Notes ...
1. The wind grids are factored so that 50 per cent of headwinds and
150per cent of tailwinds are obtained. Reported winds may there-
2. The data given in fig 11 has been derived from gross performance
reduced by a margin of 0.8 per cent gradient. 1l
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r-
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Page 24
NET GRADIENT OF CLIMB 9'0
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FM/7
EN ROUTE PERFORMANCECEILINGANDGROSSRATE OF CLIMB -

TWO ENGINESOPERATING
The performance ceiling with two engines operating may be obtained from fig 12
for varying weights, altitudes and air temperatures. The chart may also be used
t.o determine the gross pressure rates of climb.
Engines Both operating at maximum continuous power
I Carburettor heating
(2700 rev /min and full throttle) but see Note 2.
OFF
Airspeed 65 kt (75 m. p. h. ) IAS
The example A given by the arrowed dotted lines shows that for a weight of 4900
lb (2222.6 kg), in an atmosphere of !SA + 10 deg C, the performance ceiling is
19900 ft.
The example B shows that at an altitude of 11500 ft, in an atmosphere of ISA+ 10
deg C at a weight of 4750 lb (2154.6 kg), the gross pressure rate of climb is 680
ft/min.
Notes ....
1. The performance ceiling is a maximum altitude which may be assumed
when establishing compliance with the operating regulations dealing
with en route flight. It does not prohibit flying at a higher altitude
(although at some altitudes the operating regulations may require oxy- 1l
Jl
gen to be carried) but it is unlikely that the performance ceiling will
2
be achieved unless more continuous power and the airspeed quoted in -I
m
the Associated Conditions are used towards the end of the climb. o
2. For normal climb operation, reduce power to recommended normal 2
I
m
climb power (2500 rev/min at full throttle) as soon as clearance above 2
terrain and obstacles permits. Under these conditions the performance Gl
r
obtained from fig 12, opposite, must be reduced by 100 [tlmin. :l>
2
o

Page 26
Rev 8
FM/7
EN ROUTE PERFORMANCE CEILING AND GROSS

RATE OF CLIMB-TWO ENGINES OPERATING
20000
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PRESSURE RATE OF CLIMB - FEET/MINUTE
8th May 1980 Fig 12 Section 3
Rev 8 Page ~7
FM/7
(
EN ROUTE NET GRADIENTOF CLIMB - ONE ENGINEINOPERATIVE
The one engine inoperative en route net gradient of climb is shown in fig 13 for
varying altitudes, air temperatures and weights.
Associated conditions
Engines Operative engine at maximum continuous power
(2700 rev /min full throttle). The propeller of
The example given by the arrowed dotted lines shows that at an altitude of4000ft
in an atmosphere of ISAat a weight of 5500lb (2494.8kg) the net gradient of climb
is +1. 3 per cent.
Notes ...
1. When constructing the flight path profile over a range of altitudes (
the number of points plotted shall be sufficient to enable a smooth
curve to be drawn.
2. The data given infig 13has been derived from gross performance
reduced by a margin of LOper cent gradient. For gross rates
of climb refer to fig 15.
1l
:D
~
m
o
Z
m
..
Z
Gl
:l>
Z
o
Page 28
FM/7
* EN ROUTE NET GRADIENT OF CLIMB

ONE ENGINE INOPERATIVE
15000
I-
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W
U.
.I
10000
W
o ISA -lOoe
:> o
ISA.
I- ISA +20 C ISA lOoe
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NET GRADIENT %
* THIS DATA IL\S BEEti' Dt:R1VED FROM ClBOEIIlPERFORMANCE REDOCED BY
1.0 PER CENT GRADIDIT; TO COMPLY wrm BR1TlBB CIVIL AlRWORIBlN!;BS
REQUIREMENTB FOR B1UTISB REGIln'ERED AEBOPLAm:S CLASSIFIED IN
PERFORMANCE GllOUP C.
6th Jan 75 Fig 13 Section 5
Rev 5 Page 29
D ~-[
FM/7
LANDINGDISTANCEREQUIRED
The landing distance required is shown in fig 14 for varying air temperatures,
aerodrome altitudes, weights, forecast wind components and uniform runway
slopes.
Engines Propellers in fine pitch, power to maintain
approach gradient of 5 per cent
Wing flaps 56 deg (fully extended)
Technique Approach at the appropriate threshold speed.
Maximum wheel braking is applied immediately
after touchdown.
Runway Dry tarmac runway
The example given by the arrowed dotted lines shows that at an altitude of 2000ft
and 11 deg C (ISAconditions) and a weight of 6000 lb (2722 kg), with a forecast
headwind component of 6 kt and with a uniform downhill runway slope of -0.8 per
cent, the landing distance required is 1365 ft.
Notes ...
1. The landing distance required includes the Air Navigation Regulation
field length factor of 1;~. This means that distances obtained
from fig 14 may be equated directly to the landing distance available.
2. For operations from dry grass runways with freshly cut grass and
firm subsoil the distances for a dry tarmac runway should be in-
11
creased by 10 per cent. -:II
2
3. Refer to Section 4 for recommended airfield approach procedure m
-l
for normal landing. o
2
4. The wind grids are factored so that 50 per cent of headWinds and
m
150 per cent of tailwinds are obtained.
..»
2
G>
2
o

Page 30 Rev 6
LANDING DISTANCE - FEET
o o o
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FM/7
"GROSS" PERFORMANCE DATA

The following paragraph and associated chart contain additional performance data
which is given for general information and for routine flight test purposes only.
It is not to be used for establishing compliance with the operating regulations. The
performance scheduled is "gross" data, that is to say it is the expected perfor-
mance of an average aeroplane of the type, and no margins have been subtracted.
The rates of climb are "pressure" rates, and may be directly compared with the
performance measured by the aeroplane's altimeter set to 1,013 mb.
EN ROUTE CLIMB - ONE ENGINE INOPERATIVE

The pressure rate of climb in the en route configuration, one engine inoperative,
is shown in fig 15 for varying altitudes, air temperatures and weights.
Engines Operative engine at maximum continuous power
(2700 rev/min full throttle). The propeller of
The example given by the arrowed dotted lines shows that at an altitude of 8500ft,
in an atmosphere of ISA + 20 deg C, at a weight of 6000 lb (2722 kg), the pressure
rate of climb is -106 ft/min.
'1l
:D
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Z
m
o
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m
Z
,
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o

Page 32
FM/7
EN ROUTE CLIMB-ONE ENGINE INOPERATIVE
I-
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4000
-200 -100 0 100 200 300 400
PRESSURE RATE OF CLIMB - FEET !MINUTE

Rev 4 Page 33
FM/7
Section 6 WEIGHT AND BALANCE
CONTENTS
GENERAL DETAILS Page
Weight and moment data 2
Cabin capacity and cargo restraint 2

Loading and C. G. determination 2
TABLES Table
Loading example 1
Load weights and moments - cargo 2
Load weights and moments - fuel and oil 3
Load weights and moments - occupants 4
o Load weights and moments - moment limitations 5

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Z ILLUSTRATIONS Fig
w
~
Reaction arm diagram 1
o
w
I- Cabin dimensions and floor loading
Z
a:: Cargo restraint details 3
(L
C. G. envelope diagram for BN-2A, BN-2A-6 and BN-2A-8
I aeroplanes ... ...

C. G. envelope diagram for BN-2A-26 aeroplanes
. ..
••.
4
15th Mar 73 Section 6
Rev 4 Page 1
FMI7
GENERAL DETAILS
WEIGHT AND MOMENT DATA

This section contains the information necessary for correct loading and centre of
gravity calculations for the aeroplane. An Aircraft Weight Schedule, relating to
the particular aeroplane to which this manual is assigned, is included at the end
of this section. This document defines the condition of the aeroplane at the time
of its delivery and it is the operator's responsibility to ensure that proper amend-
ments are made when changes of equipment are sUbsequently effected. A reaction
arm diagram showing all the salient dimensions and datum positions, to be used in
establishing weight and C. G. calculations for the aeroplane, is illustrated in fig
1. Weight and balance limitations specified in Section 2 must never, at. any time,
be exceeded.
CABIN CAPACITY AND CARGO RESTRAINT

Available cabin space, floor loading intensity, load distribution recommendations,
and door aperture sizes are shown by fig 2. Typical cargo restraint l;!etails, in-
cluding tie -do\\''Il recommendations and limitations, are shown by fig 3.
LOADING AND C. G. DETER~IINATION

General
It is the responsibility of the owner and pilot, before any flight, to ensure that the
aeroplane is properly loaded. At the time of delivery, the manufacturer prOVides
the necessary weight and balance data for the owner, or pilot, to compute his
"0
loadings as described in succeeding paragraphs. All subsequent changes in weight :II
and balance are the responsibility of the aeroplane owner and must normally be Z
-i
recorded on an amended Weight Schedule. The A. P. S. Weight and Moment of m
the aeroplane at the time of delh'ery is shown on the Aircraft Weight Schedule
o
annexed to this section. i\loments are taken about the Wing leading edge: i. e. Z
m
134.5 in. aft of Station O. All moments are divided by 100. Extreme care should Z
be taken at all times to ensure that, during loading, a proper check is kept upon Gl
r
the fuel and cargo placed on board. If any item of cargo is to be carried, which l>
Z
has density and/or shape precluding the use of the mean cargo area arms, then o
the load moment of that item should be computed separately. To help the user
in arriving at a correct centre of gravity position, for a given weight and load
configuration, an example loading case is set out in Table 1. In practice the rele-
vant details for such a table must be abstracted from the Aircraft Weight Schedule
for the aeroplane concerned, to which must be added the known weights of fuel,
oil, payload and other variables. A table similar to this must be compiled, for
a loaded aeroplane, before flight. An illustration of the envelope encompassing
Page 2
FM/7
c
[DATUM Stn 134·5 in.
MAIN WHEEL REACTION
,
.Str. 0 in.
o c
z 3·75 in
~
..J
o JACKING POINT REACTION
Z
w
~ A = 116'5 in. Nose wheel reaction arm
o
w B = 40'7 in. Main wheel reaction arm
f- C = in.Tail bumper r~action arm (obtain by measuring)
~ D = 14·8 in. Jacking point reaction arm
a:
Cl.
15th Jan 70 Fig 1 Reaction arm diagram Section 6

Page 3
Islander eM approved Flight Manual
FM/7
the CG. limitations is shown in fig 4.
Note ...
I A pad of Load and Trim Sheets, which provide for a duplicated record of
any CG. calculation, is supplied with this aeroplane. Speedy
I determiation of the correct CG. position is possible when these forms are
used.
Instructions for correct loading
To arrive at the Take-off Weight and Moment:-
1. Record the A.P.S. Weight and Moment from the Aircraft Weight Schedule. Moments
must be divided by 100.
2. Record the weight and moment of crew (as necessary), passengers, baggage, cargo, fuel
and oil. The values may be found from the relevant Loads, Weights and Moments tables
(table 2 to 4 inclusive).
3. Total up Weight and Moment columns. The total weight must not exceed the maximum
permissible gross weight at take-off and moments should not exceed those stated in table 5
(Load weights and moments - moment limitations). Should the total moment be greater
than the maximum allowed at that weight, then load items must be moved forward or
reduced in weight. If the total moment is smaller than that allowed at that weight then load
items must be moved aft or reduced in weight.
Section 6 20th August 1991

Page 4 Rev 11
FM/7
Table 1 LOADINGEXAMPLE
Weight Moment
Item (lb in. )
lb 100
A. P. S. Weight (including pilot and unusable

fluids) obtained from weight schedule 4100 + 906
Usable oil, 3.9 Imp gal at 9 lb/Imp gal 35 Negligible
I Passengers.
(4.7 US gal at 7! lb/US gal)
(17.7 Litres at 0.9 kg/Litre)
Row 1 (One male) 140 63
2 (Two male) 340 52
3 (Two male) 310 + 47
4 (One female and infant) 145 + 65
I
5 (One male) 200 + 145
Baggage (Cargo) 250 + 264
Fuel, 108 Imp gal at 7.2 lb/lmp gal 780 + 211
(130 US gal at 6.0 lb/US gal)
(492 Litres at 0.72 kg/Litre)
I Total at Take -off 6300 + 1523
0
z Fuel used -500 - 135
<i
...J
<.9
Z
w
;;; I Total at Landing 5800 + 1388
0
w
I-
Z
a:
Cl.
25th Sept 70 Section 6

Rev 2 Page 5
FM/7
.. 49 ;') 1:-
(1 2b ~ll
I---~----- ----
36 IN
(91,4 eM\
31.S IN
(80. u eM)/
-:::±:J=~==f----
I
VIE"; ON ARROW 9FT. iL"". (2.9ZMJ

'-------
11FT. l.SC-;. (3.39M)
PRE-MOD SB!M/483 12 FT. 9.5 L"'. (3.89 M)

i,
43 IN. -I
(1. 09 M)
POST-MOD :-iB/M/483 IS FT. 2 IN. (4.62 M)
34 IN
(86 4 C~I
Cabin and entrance door dimenSions

Note iC
Note
THE SEAT A ...O C-1H{,() \TT-\C1(\II:.'\T
THE LOAD LIMITS SHOWS ARE ','OT
CUMULATIVE THE ~1A.X!Mt:M
USEFUL LOAD. AND ITS DISPOSITIO;<;,
DATl \1 POI"TS SHO\\ \, I' TH[S 01 \GHA\l
""RE COI\,CIO£\T \\ITlI Tilt CT ....THI:.S
o--~- DETAIL OF
KEYHOLE SLOT
OF TH1:. R.o\DIl OF TlI!:. S\l-\lL I:. \DS or C I

MUST ALWAYS BE l~ ~CCORDA"'CE
THE KEYHOLE SLUT~ I\, THF C .1.91'
WITH THE PRESCRJBED WEIGHT A:-.D
fLOOR.
BALANCE DATA
MAXIMUM LOAD AFT OF
r REAR SPAR NOT TO EXCEED
MAXIMUM LOAD FORWARD 1000 LB (453.6 KG) ~
OF FRONT SPAR NOT TO MAXIMUM LOAD ON BAGGAGE Z
EXCEED 1000 LB (453 6 KG) PLATFORM NOT TO EXCEED
400 LB (182 KG)
;;j
o
• Z
m
I SEAT Al'ID CARGO
Z
..
ATTACHMENT G)
STAT ION POINTS r
1
•J l>
.-.-- Z
(')'[HJ()~T.),IJO'\ RlfEHf-'CI-S r\ I
283.B5 o
~'/"
l22 194
~ /
I /
/ MAXIM UM LOAD
CabIn floor loadIng details FRONT SPAR
DATt.:M
\:j CONCENTRATION
120 LB/FT2 (586 KG/M.2)
(ST:-: 150.5) WITHIN SHADED AREAS
Section 6 Fig 2 Cabin dimensions and floor loading 4th July 78
Page 6 Rev 7
Islander CAA epproved Flight Manual
FM!7
!L;---1 6 Point lashing system

3 I~ I Loads up to 750 LB
~~ : I _-----_ ~
(340 KG)
---- ..::: --..... ----
__ -
~
LASHING - MINIMUM
c:::::~~:;::=__ ~STRENGTH 4000 LB (1812 KG)
--.~~
L.A'"-'- I
I, ,,=~
~
LASHING ANGLE e
I=~ LASHING - MINIMUM
/~, STRENGTH 2000 LB '906 KG,
~~~C
!L
3
L\SHI\"G POI\"TS
~, __ ~- ...__ I
~>--__
: -- _ ~ ---
LASlflNG - i\lINr~1t::-.J
STRENGTH 2000 LB (906 KG)
-
-----~
"-k - • ~--_
---}'H -
.......... ----- I ...... ------ 3
~~ ' 1 ' "
LASHING "'GLEe-z'---=)
'-/ _~I HI
I ~
.--- L
\i - I '-_~
" rQ/?"'--:
~ =----
4 Point lashing system \ <....="",- WA:1I1'D
Loads up to 380 LB (172 KG) LASHING - ~INIM(;: ~
STRENGTH 2000 LB (906 KG)
CURVES OF LOAD AGAINST
LASHING ANGLES
60
--
--:-:::: :~: ,
,- +- ~i1rf-[ , --.- ~~ - :-.

...
W 55
-
-
~ ::ri-- .::' : .
"
Z 5e .;+:. ...
c( 45
•P~II'T
LASHING
• 6 POINT
~LASHING
-j .-
SYSTnl SYSTEM
"-
Z
::t
40
..+
--1 -. t·
• ·t~
t- --
. J
f/) 35
...
c(
30
=tt:i::=r:~
~.;.......-\-
--r/-
.
=-=
o 200 400 600 800 1000
(90.6KGj {lB1.2KGJ (271.8 KG) (362.4KG) (453 KG)
FREIGHT LOAD LB (KG>
8th May 1980 Fig 3 Cargo restraint details Section 6

Rev 8 Page 7
B 6 }~
FM/7
Table 2 LOAD WEIGHTS AND MOMENTS - CARGO
Fwd of Front Spar Between Spars Aft of Rear Spar Station

Weight Station
Station 122 Station 162 Station 194 255. ;;
Ib 240
(Mod NB/
:\1/483)
All Moments are divided by 100
20 3 + 6 + 11 ~ 21 - 24
40 5 + 11 + 24 - 42 - 48
60 8 + 17 + 36 + 63 - 72
80 - 10 + 22 + 48 + 84 - 96
100 - 13 + 28 + 60 -105 -120
150 - 19 + 41 + 89 -158 -181

200 - 25 ~ 55 +119 - 211 - 241
250 - 31 ~ 69 + 149 - 264 - 301
300 - 38 ~ 83 +179 ·c 317 - 362

350 - 44 + 96 +208 + 363 - 422
400 - 50 + 110 + 238 - 422 - 482
450 - 56 -124 -268
-u
:D
500 - 63 +138 +298 Z
...,
~
550 - 69 -151 +327
0
-
600 - 75 +165 + 357 Z
m
650 - 81 +179 + 387 Z
0
r-
700 - 88 + 193 +417 »
z
750 - 94 + 206 +446 0
800 -100 + 220 +476
850 -106 +506

900 -113 +536
950 -119 + 565

1000 -125 + 595
Section 6 4tb July 78
Page 8 Rev i
ISlander CAA approved Flight Manual
FM!7
Table 3 LOAD WEIGHTS AND MOMENTS - FUEL AKD OIL
Weight Wing Tank

lb Station 161. 5
All Moments are divided by 100
50 ~ 14
100
150
200 - 54
250 - 68
300 81
35U ~ 93
400 - 108
45U - 122
500 - 135
550 ~ 149
o 600 - 16~
z
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...J 650 - 176
\.9
Z - 189
UJ 700
~ 750 - 20~
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f- 800 - 216
Z
0::
0..
Note ...
As the moment arm for engine oil is short,
ignore the moment for the oil and merely
add the weight
Page 9
FMI7
T.lble 4 LOAD WEIGHTS AND :VIOMENTS - OCCUPANTS
Pilot or Passenger
\\ c'lght Seat Row 2 Seat Row 3 Seat Row 4 Seat Row;)
Seat Row 1
lIJ
Station 120 Station 150 Station 179 Station 20,
Station 89
All :'10 men ts are divided by 100
1111 - 49 - 17 - 1, - 49 - 80
leU - 34 - 18 - 18 - 53 - 87
l.~
(\ - 59 - 20 - 20 - 58 - 94
1--1 \l - 6:3 - 21 - 21 - 62 - 101
1 -d) - 68 - 23 - 23 - 67 - 109
I· 'I - 1":2 - 24 - 24 - 71 - 116
1~ " - ,, - 26 - 26 - 75 - 123
l"lj - 81 - 27 - -,
')-
- 80 - 130 1)
Jl
1~I I ) Z
...,
- 86 - 29 - 29 - 84 - 138
IT'
:2(1) - 911 - 30 - 30 + 89 - 145 o

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For information on baggage compartment loading, refer to Table 2 l>
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o
Page 10
FM/7
Table 5 LOAD WEIGHTS AND MOMENTS - MOMENT LIMITATIONS
Note ...
I Coupled with the C. G. envelopes (fig4 and 5), the
followingMoment Limitations apply ;-
Weight C. G. Limit - in. All Moments are divided by 100 - lb.in.
lb Fwd Aft Fwd Aft
4000 17.00 25.6 680 1024
4100 17.00 25.6 697 1050
4200 17.00 25.6 714 1075
4300 17.00 25.6 731 1101
4400 17.00 25.6 748 1126
4500 17.00 25.6 765 1152
4600 17.00 25.6 782 1178
4700 17.00 25.6 799 1204
4800 17.00 25.6 816 1230
4900 17.00 25.6 833 1256
5000 17.00 25.6 850 1280
5100 17.2 25.6 879 1305
5200 17.5 25.6 910 1330
0 5300 17.7 25.6 953 1358
z
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...J 5400 18.00 25.6 982 1383
t?
Z 5500 18.2 25.6 1018 1410
w
~ 5600 18.5 25.6 1052 1436
0 5700 18.7 25.6 1089 1460
w
I-
z 5800 19.00 25.6 1124 1485
II:
0- 5900 19.2 25.6 1133 1510
6000 19. i 25.6 1167 1536
6100 19.7 25.6 1204 1564
6200 20.00 25.6 1240 1588
6300 20.2 25.6 1274 1615
6400' 20.5 25.6 1312 1638
6500 20.8 25.6 1349 1664
6600 21.00 25.6 1386 1690
15th Mar 73 Section6
Rev 4 Page 11
B k'---[
FM/7
21. 0 IN.
6500
~300 LB MAX
I I,' I I
,
6000
5500
CD
oJ
...
I
:r 5000
5030 LB
(j
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~
en 1)
en 4500 :D
0
a::
.,
Z
m
(j , , 0
,
: Z
m
Z
4000 Gl
15 20 25 r-
~
Z
17.0IN, 25,6 IN. 0
C G POSITION AFT OF DATUM-INCHES
Section 6 Fig 4 C. G. envelope diagram for BN-2A, 15th Mar 73

BN-2A-6 and BN-2A-8 aeroplanes
Page 12 Rev 4
FM/7
7000
6500
...
6000
..
5500
a:l
..J
I
.... 5000
5030 LB
J:
0 (;)
Z w
<t
-' ~
l'J
Z (J)
w (J)
~ 0 4500
a:::
0 (;)
w
r-
z
a::
a..
. ,
4000
15 20 25
17.0IN. 25.6 IN.
C G POSITION AFT OF DATUM -INCHES
15th Mar 73 Fig 5 C. G. envelope diagram Section 6

for BN-2A-26 aeroplanes
Rev 4 Page 13
PILA n;s BRITTEN -NORMAN LDlIITED
WEIGHT .~);D CEl\TRE OF GR.AVITY SCHED"CLE
REFERENCE No.
PRODUCED BY Pilatus Britten-Norman Limited
AffiCRAFT TYPE
NATIONALITY AND REGISTRATION
MARKS
CONSTRUCTOR'S SERIAL No.
MAXIMUM PERMISSIBLE WEIGHT :
CENTRE OF GRAVITY LIMITS Refer to Flight Manual Ref No•
.AII lever arms are distances in inches either fore or aft of datum
PART 'A' - B.ASICWEIGHT
The basic weight of the aeroplane as calculated from:-

Weighing Report dated 19 is
The centre of gravity of the aeroplane in the same condition is
o (aft of datum):-
z
~ The total moment about the datum in this condition in lb. in/100
..J
Cl is:-
Z
w
The datum referred to is the one defined in the Flight Manual which
~ is the wing leading edge coincident with station 134. 5 in.
ow
I- The basic weight includes the weight of lb unusable fuel and lb of
~ unusable oil and weight of the items In Appendix 1 (but not including
a:
Q. passenger seats or any Item of R ole equipment as specified In Part B
of this schedule) which lists the basic equipment together with those
items of optional equipment as originally specified by the owner.
Form No. BN(B) 284 Issue 2

"'eight and C. G. Schedule Cont/d
-2-
PART 'B' URIABLE LOAD
The weight and lever arms of the variable load are shown below. The variable
['lad depends upon the equipment carried for the particular role.
Item Weight Arm Moment

([bl (in) 100 (lb.in.)
Freighter Role
Pilot 169 -45.2 -75
Freight Floor Panels 19 -21. 9 + 4
Cargo Tie Downs (6 off) 1 -21. 9 Negligible
TOTAL 185 -71
Passenger Role
Pilot 165 -45.2 -75
?-
Row 2 Passenger Seat _0 -12.3 - 3.1
?-
Row 3 Passenger Seat _0 -17.8 + 4.5
Row 4 Passenger Seat 25 +47. 1 +11.8
Row 5 Passenger Seat 25 +75.1 +18.8 '1J
:D
Z
-oj
TOTAL 265 -43 m
0
Ambulance Role Z
m
Pilot Z
G)
Stretcher (fwd) r-
Stretcher (aft) z»
A ttendants Seat 0
Medical Stores
TOTAL
ISSlle 2 Form No. BN(B) 284

Weight a!1dC. G. Schedule Cont/d
- 3 -
PART 'C' - OPERATING (A. P. S. ) WEIGHT

The operating (or aircraft prepared for service) weight and centre of gravity,
assuming that all the variable load specified in Part 'B' is carried are:-
Weight Arm Moment
(lb. in.)
(lb) (in) 100
Freighter Role
Passenger Role
Ambulance Role
Notes ...
L The operating weight is defined as the sum of the basic weight
and the weight of the variable load carried.
2. To determine the permissible fuselage payload, deduct the APS
weight for the role from the Wing Zero Fuel Weight specified in
Section 2 of this manual. The equivalent weight of the usable fuel
may be used as additional fuselage payload credit if required but,
in any event. care must be taken to account for this fuel when
determining disposable fuel loads,
PART 'D' - LOADINGINFORMATION (DISPOSABLE LOAD)
c The Air Navigation Order requires the commander of the aircraft to satisfy him-
z self before take-off that the load carried is of such weight and is so distributed
<{
.J and secured that it may safely be carried on the intended flight. The information
CJ
Z in this Part includes the lever arms of the items of disposable load which could be
w
carried on any flight.
;1;
C Item Lever Arm (in. )
w
t- Fuel + 27.0
~
a:
Q.
Engine Oil 2.6
Rear Baggage +121. 0
Passenger Role
Passenger in Row 1 - 45.2
Passengers in Row 2 - 15.0
Passengers in Row 3 + 15.1
Form No. BN(By284 Issue 2

Weight and C. G. Schedule Cont/d
-4 -
Item Lever Arm (in. )

Ambulance Role
Attendant
Forward Patient
Aft Patient
Fuel and Oil
Maximum usable capacity of fuel tanks Gallons
Imp/US
Weight of this quantity of fuel at 7.2 lb/Imp gal lb
(6.0 Ib/eS gal)
:'.laximum usable capacity of engine oil Gallons
Imp/US
Weight of this quantity of oil assuming a density
of 9lb/Imp gal
(7.5 lb/GS gal) lb
Note...
The total loaded weight of the aeroplane is the sum of the
operating weight and the weight of the disposable load.
This schedule was prepared on

;g
and supersedes all previous issiies~-----------------------
~
o
Z
m
Signed. ~
--------------------------- r
Chief Weights Engineer »
z
on behalf of Pilatus Britten-Norman Limited o
Approval Ref No. DAI/7384/64
Issue 2 Form No. BN(B) 284

APPENDIX 1
TO
ISLANDER WEIGHT AND CENTRE OF GRAVITY SCHEDULE
AIRCRAFT EQUIPMENT LIST
(BN-2A ISLANDER AND VARIANTS)
The following list of equipment applies to the Britten-Norman Islander

(Model BN-2A and variants) and supersedes the previous Appendix 1 (Issue 2)
dated 15th January 1970.
A column at the left-hand side of the list provides for the inclusion of a
symbol to denote whether items of equipment are installed or omitted. The sym-
bol 'X' is inserted against items which are installed in the aeroplane at the time
of its delivery, and these items are taken into account on the Aircraft Weight and
Centre of Gravity Schedule (Form No. BNA 93). A symbol '0' is inserted against
those items of equipment which are not included in the aeroplane.
In the interests of uniformity all Islander equipment lists, for inclusion in

English language flight manuals, have a column at the right-hand side to show tI",
certification basis of each item and an asterisk adjacent to the left-hand (check
if installed) column. Whilst this is of no value under UK regulations it does ful-
fil specific American FAA requirements for certain information and enables the
same list to be used with a different Page 1. Should detail changes to this equip-
ment li:::t become necessary in due course, as the result of changes embodied by
the aeroplane manufacturers, the list will be 1i-odatedand the pages raised in issue
accordingly.
In the event of alterations to the equipment state of a particular aeroplane,

whilst in service, the list must be properly amended by a person authorized to
make the necessary deletions or additions. When such amendments are made it
will be the duty of the approved person to check the number of pages. raise any
new pages that may be required, and appropriately correct the statement on this
first page. Attention is drawn to the fact that amendment procedures relating to
the equipment list must be under the superVision of a local representative of the
relevant airworthiness authority.
Current number of pages for this aeroplane
Page . ~. . through ....
March 77 Page 1
Issue 4
Page 2 March 77
Issue 4
Check if Item Weight Fwd/Aft Cert
installed lb Datum Basis
in
PROPELLER AND PROPELLER ACCESSORIES
Two Propellers,
Hartzell HC-C2YK-2CF /FC8477A-4 130.5 -24.00 P-920
OR
Hartzell HC-C2YK-2CUF/FC8477A-4 130.5 -24.00 P-920
Two Propeller Governors,

Woodward F210444 6.84 -15.00 P-920
OR
Woodward D210659 5.16 -15.00 P-92O
OR
Woodward G210659 5.19 -15.00 P-920
Two Propeller Spinners,

Hartzell 836-29 6.00 -24.00 P-920
ENGINE AND ENGINE ACCESSORIES -

FUEL AND OiL SYSTEMS
Two Engines,
Lycoming 0-54 0-E4C 5 705.24 -2.00 E295-6
OR
0 Two Engines, Fuel injected,
Z
...:
...l
Lycoming IO-540-K1B5 842.64 -1. 65 1E4
(J
z Two Starters,
~
-
Z
0
~
Prestolite MHB4001
Two Magnetos, L. H.
32.50 -16.00 E295-6
E-<
-
z
p:;
p.,
Bendix Scintilla 10-349370-4
Two Magnetos, R. H.
S6LN
Series
12.50 T16.00 E295-6
Bendix Scintilla 10-349310-8 11. 50 T16.00 E295-6
Two Carburettors,
Marvel-8chebler MA-4-5 10.40 -1. 00 E295-6
Page 3
March 77
Issue 4
in
E:'IGI:'IE AND ENGINE ACCESSORIES -

Ft:EL AND OIL SYSTEMS contd.
Four Auxiliary Fuel Pumps,

Bendix 480500 6.50 +40.00 A17EU
OR
Two Fuel Pumps,
Weldon A 10050 D (Mod 787) 5.60 +40. 00 A17EU
One Fuel Cock.

Britten-:\orman ::;B-57-C-261 0.50 +41. 50 A17EU
One Fuel Cock,

Britten-:\orman :\B-57-C-263 O. 50 -41. 50 A17EU
Two Fuel Coc ks (Tip Tanks),

Flight Refuelling 503CA90 1. 00 -44.00 A17Eli
Two Fuel Filters/Gascolators, 14330 0.95 -47.00 A17Et!
Two Fuel Filters (Tip Tanks),

Britten-Norman KB-57 - B-1241 0.29 +41. 80 A17EU
"0
Two Air Filters, :tj
Fram CA 161 PL 1. 88 -10.00 A17EU 52

...,
M
0
Two Fuel Contents Transmitters,
Britten-Norman NB-57 -D-1113 0.64 +38.50 A17EU Z
M
Z
()
Two Forward Fuel Contents Transmitters
(Tip Tanks), s:
Z
Britten-Norman NB-57 -D-1l83 0.71 +19.70 A17EU 0
Two Rear Fuel Contents Transmitters

(Tip Tanks)
Britten-Norman NB-57-D-1261 O. 72 +46.50 A17EU
Two Fuel Injection Systems,

Bendix RSA/10EDI 17.00 +16.00 1E4
Page 4 March 77
Issue 4
Check if Item Weight Fwd/Aft Cort
in
ENGlNE AND ENGINE ACCESSORlES-

FUEL AND OIL SYSTEMS contd.
Two Oil Coolers,

Stewart-Warner 8406E 4.50 +10.00 A17E1.:
OR
Stewart-Warner 8406J (Mod 895) 4.60 +10.00 A1iEI:
Two Oil Coolers (Fuel Injection Engine),

Harrison 853-4108 5.60 +10.00 A17E1.:
Two Oil Pressure Transducers,

Sangamo-Weston S122-8-129 0.47 +0.50 A1iE 1.:
Two Fuel Pressure Transducers,

Sangamo-Weston S122-8-130 0.41 +0.50 A1iEt;
OR
Two Fuel Pressure Transducers,
(Fuel Injection Engine)
Sangamo-Weston S122-8-133A 0.41 +0.50 A17EU
Two Cylinder Head Temperature Bulbs,

AN 5546-1 0.25 -9.00 A17EU
@ Two Cyl. Head Temperature Bulb Adapters,

-0:: AN 4076-1 0.05 -9.00 A17EI:
..:I
(J
Z Two Oil Temperature Bulbs,
t.l
Edison 232 N 90-2 0.25 +18.00 A1iEU
-
Z
Q
t.l
Eo<
-
z
P<
~
VACUUM SYSTEM
Two Air Pumps,

Airborne Mechanisms 212 CW 3.75 +14.00 A17E\;
OR
Edo Aire ITJl28-001 (Mod 657) 5.60 +14.00 A17EU
OR
Airborne Mechanisms 442 CW 6.25 +14.00 A17EU
Page 5
March 77
Issue 4
Check if Item Weight Fwd/All Cert
in
VACUUM SYSTEM contd
One Check Valve/Manifold Assembly,

Airborne Mechanisms 1 H 5-1 0.56 -87.50 A17EU
One Vacuum F ilte r ,

Airborne Mechanisms 1 J 7-1 0.38 -82.50 A17EU
Two Suction Regulating Valves,

Airborne Mechanisms 133-A3 1.20 -12.00 A17E L:
LANDING GEAR AND BRAKES
One Nose Undercarriage Leg,

Lockheed Air 46202 Issue 3 and upward
(Mod 451) 25.50 -118.00 A17EU
OR
Fairey Hydraulics 3501 HI (Mod 607) 25.50 -118.00 E11259
One Nose Wheel,

Cleveland 40-76C 3.83 -116.50 TSO-C26a
"0
One Nose Wheel Tyre, FAA letter :ll
Goodyear GA 1292 6.75 -116.50 EA212 Z...,
(22.8.67) t'l
One Nose Wheel Tube,
Goodyear GA 39 2.00 -116.50 A17EU -
t:l
Z
t'l
Z
Two Main Undercarriage Legs, C)
Fairey Hydraulics 3499 HI (Mod 606l 54.50 +40.70 E11261 t"'
:>-
OR Z
t:l
Lockheed Air 46200 Issue 3 and upward 59.00 +40.70 A17EU
Four Main Wheels c/w Brake Disc

Assemblies,
Cleveland 40-90 26.36 +40.70 TSO-C26a
Page 6 March 77
Issue 4
Cheek if Item Weight Fwd/Aft Cert
in
LANDINGGEAR AND BRAKES contrl.
Four Brake Assemblies,

Cleveland 30-23A 10.64 -+40.70 TSO-C26a
Four Main Wheel Tyres, FAA letter

Goodyear GA 1292 27.00 -+40.70 EA212
(22.8.67)
Four Main Wheel Tubes,
Goodyear GA 39 8.00 -+40.70 A17EU
Four Master Cylinder Assemblies,

Britten-Norman NB-73-D-327/8 3.24 -82.50 AI7EU
Two Parlong Brake Valves,

Scott 4500-A2 0.68 -72.00 A17EU
Two Shuttle Valve Assemblies,

Goodyear E 21238 0.19 -88.50 Al7EU
0 AIR CO:-lDlTIONINGEQUIPMENT
Z
-<
..... One Cabin Heater,
a Stewart-Warner 8259L 28.00 +104.00 TSO-C20
Z
"l
-
Z
0
"l
One Combustion Blower,
Stewart-Warner G 714750 5.69 +114.95 A17EU
-
E-<
Z
i:J:;
One Solenoid Valve,
0.. Stewart-Warner G700748 0.53 -+43.70 A17EU
One Fuel Filter,

Bendix 473441 0.38 -+43.70 A17EU
One lnertia Switch,

Graviner Type 8 C 0.88 -89.50 E1358
March 77 Page 7
Issue 4
installed Ib Datum Basis
in
ELECTRICAL EQUIPMENT
Two Generators,
Prestolite ALT 8404 24.50 -16.00 E295-6
Two Regulators,
AC-Delco 9000591 2.50 +17.00 E295-6
Two Overvolt Control Units,

Prestolite X 17620 1. 20 -89.50 A17EU
Two Undervoltage Detection Units,

Potter and Brumfield TC 20018 0.38 -89.50 A17EU
Two Filter Units,

English Electric AE 7749 4.00 -3.00 A17EU
One 24 V 17 AH Battery,
Chloride PEFS/F3 47.25 -103.00 E6652
OR
One 24 V 25 AH Battery,
Chloride PEDS/F3 (Mod 509) 55.25 -103.00 E6652
'tl
Two 200 Amp Contactors,
N.S.F. 6041 H 202 A 1.50 -105.00 A17EU -...,
:ll
Z
M
tl
Three 50 Amp Ammeter Shunts,
Sangamo-Weston 186059 (Mod 699) 0.93 -89.00 A17EU Z
M
-
Z
One Ground Supply Receptacle, Cl
t"'
Britten-Norman NB-8I-B-681 0.56 -94.50 A17EU :>-
z
tl
One Flap Actuator,
Talley Corporation 1251-TI00 (Mod 366) 6.3 +41. 50 A17EU
OR
Talley Corporation 1628-TlOO (Mod 868) 6.72 +41. 50 A17EU
One Flap Micro Switch,

HoneywelllHS 3 0.13 +41.50 A17EU
March 77
Page 8
Issue 4
in
ELECTRICAL EQUIPMENT contd.
One Lift Detector,

Safe Flight 165 0.18 ~1. 00 A17Ell
One Pilot/Static Head,

Avimo DU/130/24 1. 06 ~39.00 A17EU
Two Fuel Cock and Actuator Assys.

NB-57-1457/8
(Mod 364) 3.90 -44.00 A17EG
One Anti-Collision Beacon (Top),

Whelen WRM 24 (Mod 019) 1. 62 -49.50 A17EU
OR
One Strobe Anti-Collision Beacon (Top),
Whelen HR-28V (Mod 381) 2.00 -49.50 A17El'
AND/OR
One Anti-Collision Beacon (Bottom),
Whelen WRM 24 (Mod 044) 1.62 -49.50 A17EU
OR
One Strobe Anti-Collision Beacon (Bottom),
Q Whelen HR-28V (Mod 393) 2.00 -49.50 A17EU
Z
<:
..-l TSO C30b
CJ One Tail Position Light,
Z Grimes A 2064/1683 0.16 -289.50 Type III
"l
-
Z
Q
Two Landing Lights,
Aviquipo 4553 1. 62 -12.00 A17EU
"l
-
fo<
Z
p:; One Wing Tip Position Light,
~ Thorn 80-10-0976 (Red) 0.28 -7.00 TSO C30b
OR
Grimes A 1285 Type E (Red) (Mod 364) 0.19 ~76.00 TSO C30b
One Wing Tip Position Light,

Thorn 80-10-0976 (Green) 0.28 ~7.00 TSO C30b
OR
Grimes A 1285 Type E (Green) (Mod 364) 0.19 -76.00 TSO C30b
March 77 Page 9
Issue -1
Cbeck if Item Weight Fwd/Aft Cert
in
ELECTRICAL EQUIPMENT contd.
One Utility Lamp,

Grimes D 6810-1 0.53 -55.50 A17EU
INSTRUMENTS
One Air Speed Indicator.

Aer Italia 8/039/608/101 0.66 -70.00 TSO C2b
OR
Two Air Speed Indicators,
Aer Italla 8/039/608/101 1.31 -70.00 TSO C2b
OR
One Air Speed Indicator,
Aer Italla 8/137/006 0.84 -70.00 TSO C2b
OR
Two Air Speed Indicators.
Aer Italla 8/137/006 1.69 -70.00 TSO C2b
OR
Aer Italla 8/039/608/102 0.66 -70.00 TSO C2b
OR
Two Air Speed Indicators,
Aer Italia 8/039/608/102
OR
1.31 -70.00 TSO C2b -"
'1:l
z
o-l
t'l
Aer Italla 8/137/003
OR
0.84 -70.00 TSO C2b -
t:l
z
t'l
Z
Two Air Speed Indicators. C'l
Aer Italla 8/137/003 1.69 -70.00 TSO C2b f;
z
t:l
One Barometric Sub-Scale Altimeter,
United Instruments Incorporated 5934P-1 0.98 -70.00 TSO C10b
OR
Two Barometric Sub-Scale Altimeters.
United Instruments Incorporated 5934P-1 1.96 -70.00 TSO C10b
OR
One Barometric Sub-Scale Altimeter.
United Instruments Incorporated 5934PM-1 0.98 -70.00 TSO C10b
Page 10 March 77
Issue 4
in
INSTRUMENTScontd.
OR
Two Barometric Sub-Scale Altimeters,
United instruments inc. 5934PM-l 1.96 -70.00 TSO CI0b
One Turn and Slip indicator,

Electrical Gyro Corporation
1394TI00-l (Mod 667) 1.16 -71. 50 TSO C3b
One Rate of Climb Indicator, Type T

Edo Aire EA1403-2 (Mod 668) 1. 00 -71. 00 TSO C8b
OR
Salmoiraghi 8/041/008/1 1.47 -71. 50 TSO C8b
One Artificial Horizon,

Salmoiraghi 8/048/008/1 2.00 -71. 50 TSO C4c
One Direction indicator,

Salmoiraghi 8/043/008/1 1. 78 -71. 50 TSO C5c
Q One Standby Compass,

Z
-< AirpathC2300DLA (Mod 616) 0.56 -63.00 A17EU
...:I
(:J
Z One Stall Warning indicator/Horn,
w
Saie Flight Type 165 0.50 -69.50 A17Et'
-w
Z
Q
One Flap Position indicator,
-
f-<
Z
~
0..
Sangamo-Weston 0832-1-8322
One Dual Engine R. P.M. indicator,

0.41 -58.00 Al7EU
Sangamo-Weston S 128-5-139 1. 31 -71.00 A17EU
One Dual Manifold Pressure indicator,

Edo Aire 22-260-042 A 1. 00 -70.00 A17EU
OR
United instruments incorporated
6121 (Mod 824, pt 4) 1.00 -70.00 TSO C45
March 77 Page 11
Issue 4
in
IN8TRUMENT8 contd.
One Engine Instrument Cluster comprising

One Case 8531-2-16
Two Cylinder Temperature Indicators 8476-3-262
Two Oil Temperature Indicators 8476-3-263
Two Oil Pressure Indicators 8476-3-264
Two Fuel Pressure Indicators 8476-3-265
(o-540-E4C5 Engines) OR Two Fuel Pressure
Indicators 8476-3-267
(IO-540-K1B5 Engines) 1. 44 -70.00 A17EU
One Dual Carburettor Temperature

Indicator,
Richter OIS 8eries 1.00 -70.00 A17EU
One Combustion Monitor,

8angamo-Weston 8 128-5-133 1.25 -70.00 A17EU
Two Fuel Contents Indicators,

8angamo-Weston 0832-1-8048 0.54 -57.50 A17EU
'd
Two Fuel Contents Indicators (Tip Tanks), ::0
8angamo-Weston 0832-1-8136 0.50 -55.90 A17EU :z>-l
t'l
One Fuel Flow Indicator (Fuel Injection I:'
Engined Variants only), :z
43938 1.20 -70.00 A17EU t'l
Z
OR Cl
t"
United Instruments Incorporated ;.-
6221-G-45 1.00 -70.00 T80 C47 Z
I:'
One Eight-Day Clock (Sweep Second Hand),

Aircraft Instrument and Development
Incorporated 16-100 0.50 ~8.00 A17EU
OR
Garrard Super Autavia (Mod 484 ) 0.50 ~O.OO A17EU
March 77
Page 12
Issue 4
Check if Item Welghl Fwd/Aft Cert
in
INSTRUMENTS contd.
One Outside Air Temperature Gauge,

Rochester Gauges Incorporated 1592-30 0.30 -76.00 A17EU
One Vacuum Pressure and Source Gauge,

A~~rneMech~~msIG2-1 0.45 -69.50 AI7EU
One Ammeter,
S~gamo-Weslon 0832-1-8046 0.20 -57.50 AI7EU
One Vollmeter,
Sangamo-Weston 0832-1-8047 0.20 -57.50 A17EU
One Primary Compass System comprising

the following prmcipal equipment
One Magnesyn Remote Indicator,
17-I 00 0.50 -71. 50 A17EU
One Magnesyn Tr~smitter.
17-112 2.70 +111. 50 AI7EU
One Magnesyn Inverter, +50.00 or
Q 23-1100-5.'1 0.50 +113.00 AI7EU
Z
~
,.,J
INTERIOR EQUIPMENT
0
Z
~
One Approved Aeroplane
-
Z
Q
~
F light M~ual 1. 00 -48.00 AI7EU
f-< One Fire Extmguisher,

-
Z
Q:;
Po<
Graviner 34 H (with bracket
GraVlner 11 B) 6.00 -46.50 AI7EU
One First Aid Outfit,

J. S. Clayton NO.4 7.00 -25.00 A17EU
One Baggage Screen,

Bridport Gundry BG-FN -737 6.50 +93.10 AI7EU
One Emergency Static Valve,

CCA 7450 0.05 -68.50 A17EU
March 77 Page 13
Issue 4
in
INTERIOR EQUIPMENT contd.
Four Loudspeakers.
Goodmans R. P. S. 53 (Mod 340) 1.19 +16.00 A17EU
Seven Ash-Trays.
Wilmot Breeden 7/23508 2.00 +4.50 A17EU
One Adjustable Dual Seat,

Jetseat JS 114/E 44,25 -42.50 A17EU
Four FWD Facing Double Bench Seats,

Fairey DV 950/D (Mod 658) 100.00 +31.80 E8883
OR
Jetseats JS 103/C (Mod 562) 100.00 +31. 80 E9675
Ten Seat Belts,

American Safety Flight Systems
Incorporated 9601F-T18-B40-2251
(Mod 700) 8.28 +17.04 TSO C22f
Two Sash Harnesses,

American Safety Flight Systems
"j
Incorporated 9601F-T18-B46-2251 :tI
~
(Mod 706) 1.72 -25.00 TSO C22f Z
o-l
t'l
t:l
~
AVIONIC EQUIPMENT Z
t'l
Z
One Radio Foundation Kit Comprising Cl
t"
:>
Two VHF/COM Aerials, -48.50 Z
t:l
H.R.Smith 10-102-3-30 0.68 +94.75
One VHF/NAV Aerial,

H.R.Smith 10-202 0.50 +249.50
One Marker Aerial,

Bendix AT 908 A 0.56 -49.50
Page 1-1 March 77
Issue 4
in
AVIONICEQUIPMENT contd.
One Glideslope Aerial,

King KA-22 0.20 -125.00
One Dual Antenna Coupler,

Communications Components Corporation
DRC 20-04 0.20 -88.50
One ''Two Receiver Antenna Coupler",

Bendix 94 B 012-01 0.22 -88.50
One ADF Sense Aerial (Mod 453) comprising

One Feed Through Insulator,
0
Lapa 25 ARM-300-20A-I0 0.14 +23.25
One Tension Unit,
Lapa 5 ARM-300-6C-l 0.23 +115.50
One Antenna Wire and Cord,
Lapa 50 ARM-WS-25/U 1.30 +115.50
Two Headsets,
Airmed Air lite 71 1.60 -45.00
One Station Box ,

f@ SG Brown B694/1 (Mod 491) 1.48 -70.00 BWXB4
<
...:I
0 Two Loudspeakers,
Z Goodmans R. P. S. 53 (Mod 491) 0.60 -40.00 A17EU
[4
-
Z
0
[4
Two Mic Sockets,
S 1102-1 0.10 -65.50
-
E-<
Z
r:t;
Il.
Two Tel Sockets,
S 1103-1 0.06 -65.50
Ten Static Wicks with Retainers,

Chelton Minlflex 2-15 with Chelton 2-23 0.26 +180.00
Marcb 77 Page 15
Issue 4
in
MISCELLANEOUS EQUIPMENT
March 77 Page 17
Issue 4
in
MISCELLANEOUS EQUIPMENT conte!.
March 77
Page 18
Issu" 4
Britten-Norman
B-N Group Limited
ISLANDER
APPROVED AIRCRAFT FLIGHT MANUAL
RECORD OF SUPPLEMENTS
Supplement Issue Number Title Insertion Date Signature

Number and Date
On receipt of revisions, insert the new pages, enter the details and sign the Record of Supplements.
Britten-Norman
B-N Group Limited
ISLANDER
APPROVED AIRCRAFT FLIGHT MANUAL
RECORD OF SUPPLEMENTS
Supplement Issue Number Title Insertion Date Signature

Number and Date
Islander AR B approved Flight Manual
BN Supp 1 to FM/7
SUPPLEMENT NO.1 TO SECTION 7
PERFORMANCE DERROGATIONSTO BE OBSERVED

WHEN OPERATING AEROPLANES NOT FITTED WITH
BRITTEN-NORMAN MODIFICATIONS NB/M/319 OR
NB/M/358
INTRODUCTION
The performance scheduling set out in Section 5 of this flight manual is based upon
flight test results obtained from aeroplanes with Britten-Norman Modifications
NB/M/319 or NB/M/358 embodied. These modifications introduce aerodynami-
cally improved profiles for the engine nacelles and the main undercarriage leg
fairings which enable the aeroplane to achieve a better single engine climb per-
formance at an increased gross weight of 6300 lb (2858 kg). Early production
aeroplanes, without these modifications, which are authorized to operate at the
increased gross weight are not capable of meeting certain of the performance data
specified and the undermentioned derrogations must, therefore, be applied in sue h
cases.
PERFORMANCE AMENDMENTS
Without the low-drag profiles, referred to above, the data scheduled in Section 5
o of this flight manual is subject to the following derrogations
z
<{
...J Single engine rate-of-climb (fig 15)
CJ
Z Reduced by 52 feet per minute
UJ
Z Single engine climb gradient (fig 13)
o
UJ Decreased by 0.7 per cent gradient
f-
Z Maximum Take-off and Landing Weight for Altitude and Temperature (fig 6)
((
a.. The data shown in the above illustration must be ignored and calculations
made, instead, from the revised graphical information in fig 1 of this Sup-
plement. The example given by the arrowed dotted line shows that for an
aerodrome altitude of 3000 feet with an air temperature of 15 deg C the
maximum permissible take-off and landing weight is 5540 lb (2515 kg).
25th Sept 70 Section 7

Issue 3 Page 1 of 2
BN Supp 1 to FM/7
MAXIMUM TAKE-OFF AND LANDING WEIGHT

FOR ALTITUDE AND TEMPERATURE
6000
5000
I-
W
W
LL
I 4000
W
C
:::>
-
I-
~ 3000
<C
w -u
:lJ
~
o 2000
..,Z
a::: m
o
C
o
a:::
Z
m
Z
w 1000 Gl
<C r
~
Z
o
SEA LEVEL
3500 4000 4500 5000 5500 6000 6300
WEIGHT- LB
Section 7 Fig 1 25th Sept 70
P:ige 2 of 2 Issue 3
BN Supp 2 to FM/7
INFORMATION, PROCEDURES AND LIMITATIONS

TO BE OBSERVED CONSEQUENT UPON THE
INSTALLATION OF DE-ICING SYSTEMS TO
MODIFICATIONS NB/M/116 AND NB/M/388
INTRODUCTION
This supplement contains information relating to the operational characteristics

of the B. T. R. - Goodrich De-Icing Systems embodied under modification NB/M/
116 and the windshield de-icing under associated modification NB/M/388. In add-
ition to the minimum equipment, specified under the heading of limitations, it is
recommended that a heated windshield panel to Mod NB/M/388 is fitted as an op-
tion. Certain performance decrements occur as a result of the incorporation of
the de-icing systems and the amendments to be observed are listed under the app-
ropriate heading at the end of this Supplement.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this

supplement the normal operating limitations stated in Section 2 of this flight man-
ual remain applicable.
Types of Operation
a
z The aeroplane may be flown by day or night into known or forecast icing cond-
<l:
..J itions not more severe than "light" provided that the following equipment is inst-
Cl
Z alled:-
w
?; 1. Pitot head and stall warning vane heaters and engine carburettor heating
a (all of which are installed as basic equipment on each aeroplane when
w delivered).
f-
Z
a: 2. Airframe and propeller de-icing systems to Modification NB/M/116.
0.
3. An aircraft heater and windscreen de-misting system to an approved
Britten-Norman modification.
4. An electric torch, of sufficient power and capacity to illuminate the
wing leading edges from the cabin, for those aircraft which do not inc-
orporate an integral ice formation inspection lamp installation.

Issue 4 Page 1 of 4
B hr---- f
BN Supp 2 to FM/7
Intentional operation in icing conditions is prohibited if any of the above equipment

is not fitted or is known to be unserviceable. Nevertheless, should unexpected
icing conditions be encountered, such de-icing equipment as is fitted and servic-
eable must be operated in accordance with the instructions in this supplement.
NORMAL OPERATING PROCEDURES
All relevant check procedures are written into the body of the existing Flight Man-
ual, in a similar manner to that adopted for other optional equipment installations.
Full particulars of the operational characteristics of the de-!cing systems are,
however, contained in subsequent paragraphs.
Flight handling
The effects of the leading edge and windscreen de-icing instllllations on the flight
handling procedures are negligible, but some performance penalties are incurred
as set out in later paragraphs.
Operating procedures
1. Before taking off into known or forecast icing conditions, select the pitot
head heater/stall warning heater switch to ON.
2. Use the carburettor heating system intermittently, as recommended in

Section 4 of the flight manual.
3. Ensure that the cabin heater and blower are selected ON, and that the
temperature" control is in the HOT position to provide windscreen de-icing. :g
4. When an accretion of approximately 0.25 inches of ice exists on the leading z
edge surfaces, select the airframe and propeller de-icing systems ON. ;;j
o
5. As soon as the airframe de-icing system has cleared the ice accretion, Z
switch the system OFF until a further build-Up occurs. If this is not done, m
Z
there is a danger that ice will form over the inflating boots making the Gl
system ineffective. r
}>
Z
6. Select the windshield de-icing panel(s) ON. When a clear vision patch has o
been established the panel(s) must be selected OFF. Further use of the
panel(s) may be made as required.
Systems information
(
Airframe de-icing system
A pneumatic system, powered by two engine driven dry air pumps which alsoser-
Page 2 of .. Issue 4
BN Supp 2 to FM/7
ve the vacuum system, operates inflatable overshoes installed on the leading

edges of the wing and tail unit. Selection and operation of the pneumatic system
is controlledelectricaily. A cyclic timing unit situated in the leading edge of the
wing, at the port side, ensures alternate inflation and deflation of overshoes, to
a pre-determined cycle. The selector panel, having a green display, is lit during
overshoe inflation periods. This system should not be run continuously but should
be used intermittently because of the reasons explained in Operating procedures,
above.
Propeiler de-icing system
The propeller de-icing system is all electric, and is controlled by a selector
switch on the pilot's switch panel. Power is fed, via a cyclic timing unit and
propeller slip-rings, to elements embedded in rubberized pads which are bond-
ed to the propeiler blades. The cyclic timing unit, situated in the leading edge
of the wing, at the starboard side, feeds current to the pads alternately; an
ammeter on the roof instrument panel indicates the current pulses when the system
is switched on. A green arc is endorsed on the ammeter face to denote the nor-
mal operating range.
Windshield de-icing system
An electrically heated glass panel, attached externaily at the lower edge of the
L. H. windscreen is introduced under associated modification NB/M/388. A
switch on the pilot's switch panel enables the pilot to select this facility, thus
keeping the lower portion of the L. H. windscreen free of external ice. In some
o aircraft a second panel at the lower edge of the R. H. windscreen is installed. To avoid
z the possibility of overheating either the panel(s), or the windscreen, the panel(s)
<{
..J
CJ
should be switched OFF once a clear vision patch has been established. This is
Z of particular importance when the aircraft is on the ground and stationary, or
ill
taxying.
~
o Ice formation inspection
ill
I-
Z Use an electric torch (or, in an emergency, the pilot's map lamp) to inspect the
a: leading edges of the wing, as necessary, unless the aircraft is fitted with an ice
11.
formation inspection lamp installation to Britten -N orman modification NB/M/145.
In aircraft with this modification, a switch on the pilot's switch panel enables the
pilot to il.luminate the port side of the wing leading edge to examine for ice during
night flying operations, or in conditions of very poor visibility.

Issue 4 Page 3 of 4
BN Supp 2 to FM/7
Normal flight
When the aforementioned de-icing equipment is instalIed the folIowing performance
losses must be taken into account and data shown in Section 5 of this handbook will
be affected accordingly.
Figure No.
Fig. 6 Maximum Take-off and Landing Weights - reduce weights
below Gross by 100 lb OR assume an airfield approach of
400 ft above the actual for given ambient temperature.
Fig. 7 Take-off Distance - no change
Fig. 9 Net Flight Path I - no change
Fig. 10 Net Flight Path II - no change
Fig. 11 Net Flight Path III - reduce by gradient of O. 2 per cent

Fig. 12 En Route Ceiling - no change
Fig. 13 En Route Net Gradient - reduce by 0.2 per cent
Fig. 14 Landing Distance - no change
Fig. 15 En Route Climb - One Engine Inoperative - reduce by
15 ft/min
II
Flight in light icing conditions ~
Z
With the de-icing system functioning and an ice accretion of the order of 1. 0 in. (25. -i
m
4 mm) on the unprotected surfaces, a loss of approximately 20 kt (23 m. p. h. ) must o
be expected. Z
m
Z
Cl
r
:l>
Z
o
Section I 13th July 1978
Page", of 4 Issue 4
BN Supp 3 to FM/7
LIMITATIONS ASSOCIATED WITH SPECIAL CATEGORY
Notwithstanding the statement on Page 2 of Section 2, this aeroplane is certifi-

cated in the Special Category and may be flown for the purposes of :-
a) Experimenting with or testing the aeroplane, its engines or its

equipment.
b) Demonstration.
c) Training of crew members.
d) Proceeding to or from a place at which it is intended to carry
out one of the purposes referred to in (a), (b) and (c).
The aeroplane shall not be flown for the purpose of public transport nor for any
purpose which is not stated above.
Passengers may be carried, but not when the aeroplane is flown for the purpose
referred to in (a) above.
(
Issue 1 Page 1 of 1
BN Supp 4 to FM/7
SUPPLEMENT NO. 4 TO SECTION 7
LIMITATIONS AND INFORMATION ASSOCIATED WITH

AERIAL SURVEY CAMERA INSTALLATION TO
MODIFICATION NBC/026
INTRODUCTION
This modification introduces a range of fixed and removable fittings to enable the
aeroplane to undertake photographic aerial survey duties. A ventrally positioned
optically flat window, together with a fixed externalfairing and sliding protective
cover forms part of the modification.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this sup-
plement the normal limitations stated in Section 2 of this flight manual remain
applicable.
Use of aeroplane
a) Except when the camera hatch covers to Mod NBC/023 are in position, the
aeroplane must not be used for the purpose of public transport.
b) Seating accommodation may be provided for a maximum of six persons, in-
cluding the flight crew.

Although the capacity of the aeroplane's electrical system is such that no load
shedding is normally necessary in the event of a single generator failure, it is
recommended that electrical loads demanded by the Wild RC8 camera are avoided,
or shed as soon as practicable. If the camera is in operation, at the time of
such a failure, filming may continue for a Short time (at the discretion of the
pilot) and the effect ofthis will be a reduction in bus bar voltage to a point at which
the undervolt warning lamp may light temporarily; in this condition the aeroplane
battery will be carrying all loads in excess of 50 amp and its capacity will, there-
fore, be progressively reduced.
Due to the additional drag of the camera aperture and fittings (Mod NBC/006)
account must be taken of the loss of performance to a BN-2 or BN-2A aeroplane
by changing the data shown in Section 5 as follows '-

Issue 1 Page 1 of 2
BN Supp 4 to FM/7
Figure No.
6 Assume aerodrome altitude is increased by 1000 feet
7 Increase the take-off distance by 5 per cent
12 Reduce rate of climb by 40 ft/min ,
13 Reduce gradient by 0.5 per cent
14 No change
15 Reduce rate of climb by 30 ft/min
Page 2 of 2 Issue 1
BN SllPP 6 to FM/7
LIMIT ATIONS, PROCEDURES AND INFORMATION
TO PERMIT OVERWEIGHT AND DELIVERY FLIGHTS WHEN
A TEMPORARY FUEL SYSTEM TO MODIFICATIONS
NB/M/253 AND NB/M/435 ARE INSTALLED
INTRODUCTION
This installation consists of a crate which provides a mounting for the fuel tanks
and a control panel embodying two electrically operated fuel pumps and three
fuel cocks. One three-way tank selector cock is employed, with two ON/OFF
cocks in the fuel feed lines. Selecto r switches are also mounted on the control
panel and the electrical system is connected to a temporary circuit breaker on
the circuit breaker panel. In this system fuel drums have been adapted for use
as fuel tanks but there is no low-fuel level warning device. The two rearmost
drums together constitute No.1 TANK and the two foremost drums together
constitute No.2 TANK. The installation is mounted in the cabin and locates in the
keyhole slots in the cabin floor. Fuel is fed from the installation through flexible
fuel piping connected to the main fuel feed system, downstream of the main fuel
cocks.
LIMITATIONS
Supplement, the normal limitations stated in Section 2 of the flight manual
remain applicable.
Use of aeroplane
The aeroplane shall not be used for the purpose of public transport or "erial work.
Flight may be made solely to reach a place at which it is intended to use the aero-
plane in its normal role.
Carriage of persons
No person shall be carried who is not necessary for the safety of the aeroplane
during the delivery flight or who is not a member of the flight crew.
Maximum duration of flight

No flight shall be attempted if it is calculated that, at acrival at the intended dest-
ination and at each alternate destination, and after an engine failure at any point
along the route, the quantity of oil remaining in the oil system of the operative
Issue 2 Page 1 of 3
BN Supp 6 to F1vl/7
engine is insufficient for the engine to continue operating safely. The oil consum-
ption assumed is to be taken as equal to the mean rate obtained during the previous
five hours flying but, in any case, no flight shall be attempted if this mean rate of
oil consumption was more than 1 US pint per hour on either engine.
Runway surface
When the normal maximum weight is exceeded the aeroplane must be operated
from hard runways.
Weight and balance

;\Iaximum take-off weight 6950 lb (3150 kg). The maximum landing weight, except
in an emergency, is 6300 lb (2850 kg). Centre of gravity range: the aeroplane
shall be so loaded that the centre of gravity falls within the limits shown by fig L
Smoking
Smoking is not permitted.
Flight compartment placards

A paper placard (to Mod NB/M/435 standard), detailing special instructions to be
observed during operation with the ferry fuel system, shall be affixed to the main
instrument panel.
Handling on the ground

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2
adjusted to 38 Ib/in . Z
2. During refuelling operations both the main fuel cocks, the three ferry fuel
~
cocks and the switches for the ferry fuel pumps, on the tank crate, must be r
~
in the OFF position. The Wing tanks must be replenished first. o
3. Before starting the engines, check the operation of each of the two ferry
fuel system pumps, in turn, by switching ON and listening for pump
operation. After checking, switch the pumps OFF.
4. Select cabin ventilation services ON to ensure a flow of air through the
cabin.
5. Avoid fast or very small radius turns, and heavy braking, when manoeuvring
on the ground before and after flight.
Page 2 of 5 Issue 2
BN Supp 6 to FM/7
Tank capacities
The total fuel capacity of each tank is 91. 0 Imp gal (109.2 US gal); there is an
air space of 2 to 3 per cent in each tank. Usable fuel, in level flight, amounts to
89.0 Imp gal (107. 0 US gal) per tank. A dipstick is provided for the purpose of
checking the fuel level.
Handling in 'flight
1. Before take -off, set the ferry fuel tank selector cock to : No. 1 TANK ON
and ensure that the two ferry fuel feed cocks and the ferry fuel pumps at
the front of the tank crate are selected to OFF.
2. For take-off, select the main fuel cocks as follows: PORT ENG-PORT TANK;
STBD ENG - STBD TANK. Select the pe rm anent (wing-mounted) auxiliary
pumps ON.
3. Ensure that all cabin ventilation services are selected ON.
CAUTION •••
The ferry fuei system is ungauged and unusable fuel in various flight
attitudes has not been determined. Use of the ferry fuel system, at
low fuel states, must be confined to level flight.
4. After take-off, at the pilot's discretion, the permanent (wing-mounted) aux-
iliary fuel pump~ can be switched OFF. Ten minutes after take-off, select
the two ferry fuel feed cocks and the ferry fuel pumps, at the front of the
ferry fuel system crate, to the ON position. Select the main fuel tocks to
the OFF position and ensure that the permaneQt (wing-mounted) auxiliary
fuel pumps are switched OFF.
5. Continue flight, with the ferry fuel system operating in this way, until the
first sign of engine malfunction due to fuel starvation occurs, then select the
ferry fuel tank selector cock to : No.2 TANK ON.
6. When the contents of the second tank have been used and the next sign of
engine malfunction ,due to fuel starvation occurs, select the main fuel cocks
as follows :- PORT F:NG-PORT TANK; STBD ENG-STBD TANK. Select the
permanent (wing-mounted) auxiliary fuel pumps ON.
7. Select the two ferry fuel feed cocks and the ferry fuel pumps, at the frunt
of the ferry fuel system crate, to the OFF position.
Note ...
When satisfactory engine operation has been established, the perm-
anent (Wing-mounted) auxiliary fuel pumps may be switched OFF
until reqUired for landing.
Issue 2 Page 3 of 5
Iolande< CAA appr"""d Flight Manual
BN Supp 6 to FM/7
EMERGENCY PROCEDURES
Single Engine Failure
1. If operating on the main fuel tanks, select the appropriate main fuel cock
to OFF.
2. If operating on either of the ferry fuel system tanks, select the appropriate
ferry fuel feed cock to OFF.
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Page 4 of 5 Issue 2
Istander CAA approved Flight Manual
BN Supp 6 to FM/7
21.0 IN.
6950 LB MAX
6500
6000
5500
5000 5030 LB
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Fig 1 C. G. Envelope diagram

Issue 2 Page 5 of 5
BN Supp 7 to FM/7
LIMITATIONS, PROCEDURES AND INFORMATION

RELATING TO BRITTAIN SINGLE-AXIS AUTOPILOT
INSTALLATION TO MODIFICATION NB/M/036
INTRODUCTION
A turn co -ordinator, mounted on the flight instrument panel, driven both electric-
ally and by the vacuum system, provides control for this single -axis autopilot sys-
tem. Integral with the turn co-ordinator is a ROLL-TRIM adjustment knob which
enables the pilot to set-in corrections when the system is working. The system
can be selected by means of a push-pull valve, mounted on the main instrument
panel. During operation throughout the flight regime of the aeroplane the auto-
pilot system has no unusual effect upon flight handling characteristics and can be
overpowered quite easily. Attention is, however, drawn to the limitations for the
installation which are specified below.
LIMIT ATIONS
Unless superseded by any of the follOWingspecial limitations imposed by this Sup-
plement, the normal limitations stated in Section 2 of the flight manual remain
o applicable.
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Z The autopilot system must not be used in flight unless the flaps are up. Permis-
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sible flight regime with the system in use is defined on a placard, adjacent to the
Z
autopilot selector knob, the terms of which are repeated below.
o
ill Flight in turbulent conditions
f-
Z
a:: The autopilot system must not be used in flight through moderate or severe turbu-
a.. lence.
Speed and Height restrictions
Minimum operating speed is 85 knots IAS.
Maximum operating speed is 150 knots IAS.
Minimum height is 1000 feet.

Issue 1 Page 1 of 2
Islander ARB approved Flight Manual
BN Supp 7 to FM/7

Handling in flight
1. Before selecting the autopilot ON. the aeroplane should be correctly set up
in the required flight regime and carefully trimmed out. The ROLL-TRIM knob
should be set in the neutral position.
2. When the system is selected ON. by pulling the selector knob, the vacuum
operated servo units will act upon the aileron controls to maintain a "wing level"
flight condition. Clockwise rotation of the ROLL-TRIM knob on the turn co-ordi-
nator will trim the aeroplane to the right and counter-clockwise rotation will trim
the aeroplane to the left. The pilot should be prepared for any residual 'out-of-
trim' control forces which may occur, however, should the autopilot system be
disengaged for any reason.
Note ...
In this installation the turn co-ordinator does not display any pitch
info rmation.
EMERGENCY OPERATING PROCEDURES

Vacuum system failure
In the event of a partial or total vacuum system failure (indicated by low or nil
readings on the vacuum gauge) the autopilot installation will automatically cease
to function although the turn co-ordinator will continue to prOVide turn-and-slip
information. 1)
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Electrical system malfunction Z
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will be evident and the autopilot installation will continue to function from the vac- Z
uum system source. m
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Page 2 of 2 Issue 1
BN Supp 8 to FM/7

RELATING TO BRITTAIN B5 AUTOPILOT
INSTALLATION TO MODIFICATION NB/M/280
(TWO-SERVO SYSTEM)
INTRODUCTION
The information in this document is ARB approved material which, together with
the appropriate basic ARB approved Aeroplane Flight Manual, is applicable ane'
'!>
must be carried in the basic manual when the aeroplane is modified by the instal-
lationof a Brittain Model B5 Flight Control System in accordance with modification
NB/M/280 The information in this document supersedes the basic manual only
where covered in the items contained in this Supplement. For limitations and
procedures not contained in this Supplement, consult the basic manual.
LIMIT ATIONS
1. Autopilot master shall be OFF during take-off and landing.
2. Autopilot shall not be operated at airspeeds above VNO (Green Arc).
3. Autopilot shall not be used for coupled localizer approaches if the LOC In-
dicator coupled to the autopilot is affected during radio transmission.
4. Coupled approaches shall be conducted at a minimum of 80 knots IAS and wing
flaps in either the UP or T. O. position.
5. The minimum height above the terrain for autopilot controlled flights is 1000 ft,
o except that for a localizer coupled approach this is reduced to 300 ft.
z
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(9 RADIO FOR COUPLED APPROACHES" is installed.
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Such a placard is required to be displayed unless the VOR-LOC re-
o ceiver-indicator of the aeroplane has been demonstrated to perform
w
f- coupled approaches satisfactorily in accordance with the installation
Z
0: instructions of modification NB/M/280.
c..
7. Coupled approaches shall not be undertaken in conditions more severe than
mild turbulence.

Handling in flight
1. Make certain aeroplane is properly trimmed before engaging autopilot.
2 To erigage autopilot, pull autopilot master ONand rotate mode selector switch
to desired mode.

Issue 1 Page 1 of 4
BN Supp 8 to Fl\'I/7
Note ...
When the autopilot master is ON and the mode selector switch is OFF,
the autopilot provides stability augmentation.
3. Turns may be made by selecting the manual (MAN) mode and rotating the
"Turn" knob left or right.
4. Command aeroplane pitch attitude with manual elevator trim tab. Power
variations will establish climb or descent.
Note ...
Cabin temperatures below 20 deg F may cause a decrease in the auto-
pilot pitch axis response.
5. To maintain a desired altitude, adjust the aeroplane elevator trim system
until the pitch trim indicator is in neutral position and the aeroplane is in level
flight. En~age the altitude hold.
Note ...
Altitude loss during turns at holding' pattern speed is less than 100
feet.
6. The pitch trim indicator provides a visual reference of elevator trim status.
\\'hen the indicator bar is above centre, the aeroplane has nose-up trim and vice-
verS:l.
'I, Tof1)' '1 l\Iagnetic Heading :-
Rotate the heading azimuth to desired magnetic heading and select heading (HDG)
mode. 1]
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8. To f1)' a VOR Course :- Z
a Rotate omni bearing selector (OBS) and autopilot heading azimuth to desired -i
m
course. o
b. Select capture (CAP) mode. Aeroplane will turn to intercept the VOR course. Z
The maximum capture angle is 60 deg. m
Z
c As VOR needle approaches centre position, select track (TRK) mode. Gl
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Notes l>
Z
1. VOR-LOC left/right needle indication may be interrupted or lost o
during transmission with some NAV-COM systems. In this case, the
autopilot \1'111 steer the aeroplane towards the heading selected on the
autopilot heading azimuth.
2. Some ;o,::',,r-COl\1systems may produce an erroneous deflection of
the left nght needle during transmission. In this instance, the auto-
pilot will steer the aeroplane in the direction of momentary needle
displacement.
SectIon 7 29th Jan 70
Png'€ ~ of 4: Issue 1
BN Supp 8 to FM/7
3. When the mode selector switch is in the track (TRK) position, VOR
needle deflection greater than half scale will cause the autopilot to
revert to magnetic heading information for about one minute.
9. To fly a VOR Approach :-
a. Rotate omni bearing selector (OBS) and autopilot heading azimuth to approach
course.
b. Select capture (CAP) mode. Aeroplane will turn to intercept the VOR course.
When aeroplane heading is within 60 deg of the selected course, select loca-
lizer (LOC) or approach (APP) mode. Aeroplane will complete the inter-
ception and track the selected course.
CAUTION ..
VOR-LOC indicators not equipped with failure warning flags indicate
loss of usable navigation signal by loss of TO-FROM indication.
c. If the VOR approach requires a course change over the station, select the
final approach course on the ombi bearing selector (OBS) and autopilot heading
azimuth as soon as positive station crossing has been made. The minimum
height above terrain is limited to 1000 ft in this mode.
10. To fly a Localizer Approach :-
Note ...
During such an approach the pilot must monitor the pitch control of
the autopilot by having at least one hand on the flight control column.
a. Rotate the autopilot heading azimuth to inbound localizer course.
b. Select localizer (LOC) or approach (APP) mode after aeroplane heading is
o within 60 deg of localizer course. Aeroplane will turn to intercept the local-
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izer .
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CAUTION ...
Z
w Before descent on glide path, ensure that height lock has been selected
Z
OFF.
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I- EMERGENCY OPERATING PROCEDURES
Z
a: 1. In the event of autopilot or aeroplane vacuum malfunction, disengage by push-
n.
ing the autopilot master OFF. The autopilot can be overpowered at any time with-
out damage to the aeroplane or components.
2 In the event of navigation signal malfunction, disengage the navigation/steering
portion of the autopilot by selecting the OFF, MAN or HDG mode.
3. Coupled Approaches with One Engine Inoperative
a. If engine fails prior to final approach :-
1. Disconnect autopilot.
2. Follow procedures specified in the Aeroplane Flight Manual.

Issue 1 Page 3 of 4
BN Supp 8 to FM/7
(
b. If engine fails during the final approach:
1. Disconnect autopilot.
2. Follow procedures specified in Aeroplane Flight Manual.
4. Maximum altitude loss after nose -down hardover in cruise configuration is
300 feet (based on pilot recovery after five seconds).
5. Maximum altitude loss after nose-down hardover in approach configuration
is 100 feet (based on pilot recovery after two seconds).
1]
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Page 4 of 4 Issue 1
D h~(
BN Supp 10 to Fl\~/7

ASSOCIATED WITH TAKE-OFF TECHNIQUE
WHEN WING FLAPS ARE IN THE UP
POSITION
INTRODUCTION
This Supplement is Introduced to authorize Islander aeroplanes to take-off, under
certain conditions, with flaps selected UP.
LIMITATIONS
The normal limitations in Section 2 apply, except that the altitude of the aerodrome
shall not exceed 1000 ft and the air temperature shall not exceed ISA+15degC.
PROCEDURES
Except for the 'take-off' and 'after take-off' procedures on page 7 of Section4 the
procedures in Sections 3 and 4 still apply. The rotation speed with flaps up is
55 kt IAS and the take-off safety speed is 65 kt IAS. References to flap retraction
should be ignored. When taking off with the flaps selected UP it is recom-
mended that operations are restricted to hllrd surfac!l runways.
PERFORMANCE
The information in Section 5 applies, unless otherwise stated as follows :-
1. The take-off safety speed is 65 kt IAS at all weights.
2. The take-off run and take-off distances are 1.5 times the appropriate distance
for the conditions as obtained from pages 14 and 15 of Section 5.
3. The net take-off flight path is to be constructed by assuming that the gradient
with all engines operating from a height of 50 ft is given by Fig 10 on page
23 of Section 5 and that from the power failure point, the gradient is given
by Fig 11. This method .of construction replaces that described on pages 16,
17, 18 and 19 of Section 5; the data on pages 20 and 21 are to be ignored.
With this method, the chosen power failure point may be at any height be-
tween 1500 ft and 50 ft, but if it is less than 200 ft the gradient given by Fig
11 must be that obtained for a power failure height of 200ft. (Because this
graph must not be extrapolated.)
Issue 2 Page 1 of ~
BN Supp 10 to FM/7
EFFECT OF DE-ICING EQUIPMENT

When de-icing equipment to modification NB/M/116 is fitted, account must be
taken, in Section 5 of this manual, as follows :-
Fig 6 Maximum take-off weight - either reduce weight by 100 Ib or assume
an altitude 400 ft greater than the actual altitude.
Fig 11 Reduce the gradient by subtracting 0.2 per cent.
Section 7 24t\1 May 78
Page 2 of 2 Issue 2
BN Supp 12 to FM!7
LIMITATIONS AND INFORMATION FOR SPRAYING

OPERATION WHEN MOD NB!M!408 IS INSTALLED
IN A BN-2A-1,
INTRODUCTION
The installation consists of a 130 Imperial gallon tank, pallet-mounted in the
cabin and two wing-mounted external booms carrying wind driven rotary atomi-
ser spray units. The chemical pumps associated with these are electrically
driven and contained in the fuselage floor. The system is designed for single
pilot operation with controls situated on a special panel across the pilot's seat.
The basis of certification of this installation is British Civil Airworthiness Re-
quirements. Compliance with F. A. A. regulations has not yet been assessed.
Wing tip tank Mod NB!M!364 must be embodied on the aircraft.
LIMITATIONS
Unless superseded by any of the following limitations in this supplement, the nor-
mal limitations set out in Section 2 of the flight manual remain applicable.
Air Speed
The never exceed speed, VNE, is 140 knots 1. A. S. Note that the red line and
yellow arc marked on the A. S. 1. do not therefore apply when crop spraying equip-
ment is installed.
Category and Use of Aeroplane
When Mod NB!M!408 is fitted the aeroplane is restricted to a British Private,
or Aerial Work, C of A.
Maximum Spray Tank Load
The weight of fluid carried in the tank must not exceed 1300 lb. Note that the
quantity of fluid carried will usually be determined by aircraft weight, c. g. or
performance.
Icing
With the external crop spraying eqUipment installed the aircraft must not be flown
into known or forecast icing conditions.
3rd July 70 Section 7

Issue 1 Page lof 3
BN Supp 12 to FM/7
TyPe of Fluids
The use of spraying fluid having a flash point lower than kerosene is prohibited.
Caution ... Spray tank is of aluminium construction
Placards
The following placards shall be displayed:-
1. VNE WITH CROP SPRAYING EQUIPMENT INSTALLED IS
140 KNOTS 1. A. S.
2. NO SMOKING
3. TANK CONTENTS 1300 LB MAX.

Crop spraying operation is controlled by using a control panel mounted on the
floor underneath the pilot's seat. The controls reading from left to right are:-
1. ON/OFF cock
2. Dump handle (red)
3. Atomiser brake lever
Chemical Pumps
These units are controlled by switches on the starboard side of the main instrument
panel and are associated with a flow meter positioned above the switches. The
pumps can be used together or singly depending upon the rate of flow required,
whilst the flow meter monitors the rate of chemical issued per minute.
ON/OFF Cock
This cock can be operated by the pilot's left hand. It is a pressure setting stop,
the purpose of which is to give the pilot a required setting on every spray run with-
out continual reference to handle position and flow meter.
Dump Handle
Operation of this handle will release the bulk of the chemical in a matter of 4
seconds. Out of trim forces following a dump are negligible. In the event of
engine failure or similar emergency, jettison the contents of the spray tank.
Section 7 3rd July 70
Page 2 of 3 Issue 1
BN Supp 12 to FM/7
Atomiser Brake Lever
This can be operated by the pilot's right hand and is simply a ratchet lever ope-
rating the hydraulic brake. Common practice is to leave the atomisers running
continuously whilst working and to keep the brakes for emergency and ferry
operations. The brakes are effective to VNE but under normal circumstances
speed should be reduced to 90 knots before application in order to prolong brake
life.
Recommended Operating Speed
During crop spraying with the aircraft in the configuration described, the re-
commended range of operating speeds lies between 90 - 120 knots 1. A. S.
Weight and Balance
The effects on weight and balance of the aircraft due to the various loads that can
be carried in the spray tank are shown in tabular form below:-
Moment
Weight of Spray e.g. Position (in.) A. O. D. - lb/in.
100
500 + 31. 2 + 156
1000 + 31. 2 + 312
1500 + 31. 2 + 405.6
Performance Amendments
The performance improvement listed in BN Supplement 11 to FM/7 does not
apply to the aircraft when Mod NB/M/408 is fitted. For flight planning purposes
a speed loss of 8 knots E. A. S. may be assumed with spray gear fitted.
The folloWing effects are prOVided as advisory information and the data shown in
Section 5 of this manual should be interpreted accordingly. BCAR Group C re-
gulations do not apply to Aerial Work Operations.
Fig 6 - Weight obtained from graph. must be reduced J;>y350 lb.
Fig 7 - Take-off distance - increased by 5 per cent.
Fig 12 - Twin engine maximum rate of climb - reduced by 50 ft/min.
Fig 13 - Single engine climb gradient - reduced by 0.7 per cent.
Fig 14 - Landing data - no change
Fig 15 - Single engine maximum rate of climb - reduced by 50 ft/min.
3rd July 70 Section 7

Issue 1 Page 3 of 3
BN Supp 13 to FM/7

TO PERMIT OPERATIONS WITH LYCOMING FUEL
INJECTION ENGINES AND ASSOCIATED CHANGES
( TO MODIFICATION NB/M/410 ) IN CONJUNCTION
WITH WING TIP FUEL TANKS TO MODIFICATION
NB/M/364
.GENERAL
The introduction of Lycoming IO-540-KIB5 fuel injection engines, together with
other companion modifications, is effected under Modification NB/M/410. These
changes affect the Model Designation of the aircraft and, when incorporated in
conjunction with Wing Tip Fuel Tanks to Modification NB/M/364, the resultant
Model Designation becomes BN-2A-3. It is therefore incumbent upon the person
incorporating this Supplement, firstly, to ensure that BN Supp 11 to Section 7 of
FM/7 (PROCEDURE ANDINFORMATION FOR OPERATION WITH WING TIPFUEL
TANKS FITTED TO MODIFICATION NB/M/364) is also incorporated and, secondly ,
to amend the Model Designation on the title page of this manual to read:BN -2A-3.
Certain alterations to Limitations and Normal operating procedures for the aircraft
take effect when the above modifications are embodied and these are dealt with in
subsequent paragraphs.
o LIMITATIONS
z
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Unless superseded by any of the follOWing limitations in this Supplement the normal
<9 limitations set out in Section 2 of this manual and Supplement 11 to Section 7 remain
Z applicable.
w
Z Airspeed
o
w The Never Exceed, or VNE, speed is 184 kt (212 mph) IAS
I-
Z The Normal Operating Limit, or V NO, speed is 141 kt (162 mph) IAS
a:
!L
The Maximum speed for extending the wing flaps and for flight
with the flaps extended is 88 kt (101 mph) IAS
Engines and Power
For Lycoming engines IO-540-KIB5with Bendix fuel injection equipment, as in-
stalled, the maker's Operator's Manual (Part No. 60297-10) is specific about the
engine handling techniques to be employed; the Islander Owner's Handbook does
'18th Dec 70 Section 7

Issue 1 Page 1 of 2
BN Supp 13 to FM/7
not contain any information on this installation. At all engine speeds below 2200 (
rev /min the manifold pressure must not exceed 23 in. Hg.
Temperatures and Pressures
Maximum cylinder head temperature for this aircraft is 475 deg F (246 deg C)
Fuel pressure (normal) is 18- 40 lb/in. 2
Fuel pressure (minimum safe idling) is 12 lb/in. 2
Fuel Grade
The fuel grade for this aircraft is 100/130 octane (minimum) .
Weight and Balance
Maximum Wing Zero Fuel Weight for the aircraft is 6100 lb (2770 kg).
Air Temperature
The maximum air temperature for operations with this aircraft is ISA + 23 deg C.
No minimum air temperature has been established.
NORMAL OPERATING PROCEDURES (

The recommended engine starting procedure for the aircraft differs from that de-
tailed in Sect. 4 of this manual and is fully described in the subject Lycoming Ope-
rator's Manual previously referred to; it is particularly important to observe the
correct starting sequence when dealing with hot engines. In other respects the
normal operating procedures remain applicable.
-0
JJ
PERFORMANCE Z
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The performance data detailed in Section 5 of this manual, as amended by the re- o
lated supplement (BN Suppll to FM/7) dealing with the Wing Tip Fuel Tank in- Z
stallation, must be used for this aircraft. m
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Section 7 18th Dec 70

Page 2 of 2 Issue 1
Islander eM Approved Flight Manual Supplement
BN Supp 14 to FMI7
FLIGHT WITH THE PORT REAR CABIN DOOR REMOVED
Section 1 GENERAL
INTRODUCTION
This supplement is applicable to all Islander aeroplanes which may be required to fly on special duties
without the port rear cabin door. The limitations and procedures which are set out in the following
paragraphs give concise instructions for proper operation of such aeroplanes in these circumstances.
Pilots are reminded that operations involving the dropping of personnel and/or articles, are subject to
certain restrictions in the British Air Navigation Legislation. as they may also be in foreign regulations.
Section 2 LIMIT A TIONS

Unless superseded by any of the following special limitations imposed by this supplement, the normal
limitations stated in Section 2 of this flight manual remain applicable.
USE OF AEROPLANE
1. When the port rear cabin door is removed. the aeroplane is restricted to the Aerial Work
Category.
2. In addition to the flight crew, a passenger may occupy the right-hand pilot's seat provided that:
a. The seat is fitted with an approved safety harness;
b. No form of valuable consideration is involved in the carriage of the passenger;
c. The passenger is formally informed that the flight is not being conducted in accordance
with the requirements of a flight for the purposes of Public Transport.
3. When operating in a parachute dropping role the limit on passenger occupancy, stated in Section
2 of this manual does not apply, provided that the aeroplane is operated within the limits
expressed in this supplement.
4. Any crew member (if seated away from the flight compartment and not on an approved
passenger seat) shall be provided with a suitable safety harness or restraint, for use during take-
off and landing, to the satisfaction of the appropriate airworthiness authority. This shall also
9th June 1994 Section 7

Issue 4 Page 1 of 4
BN Supp 14 to FMI7 Islander eM Approved Flight Manual Supplement
apply to any parachutist carried, unless the aeroplane is flying in the immediate vicinity of the
aerodrome of take-off.
5. The total number of persons carried, including crew, shall not exceed the number for which such
safety harness/restraint provisions have been made (except as otherwise excluded in condition 4)
6. If the aircraft is used in a parachute dropping role the baggage bay door must be fixed in the
closed position and the following safety precautions must be incorporated to prevent entrapment
of lines and clothing.
a. Baggage bay door secured with butt straps (instead of hinges) in the closed and locked
position or the hinges faired over.
b. The baggage bay door handle removed or faired over.
c. The external nylon door hold-back' hooks on the baggage bay door and fuselage side
removed or faired over.
d. The spring-loaded door retaining catch from rear of port u/c leg fairing removed or faired
over.
7. The static line method for parachute deployment must not be used unless Pilatus Britten-Norman
Mod NBIM/489 is installed and the pilot has satisfied himself that the static line length is such
that static line and deployment bag are entirely clear of the tailplane by at least 2 inches at all
aircraft attitudes.
8. Pilots should be aware that transient and extended aft CG cases, occasioned by "free-fall" mode
parachuting, will cause lighter control wheel forces per 'g' than those prevailing at the standard
aft CG position. (An aft extension to the normal CG envelope has been proved acceptable to the
CAA and, by virtue of the transient nature of the extension, when the aircraft is flown for
dropping parachutists in a "free-fall" mode the limit may be extended to 33.4 inches AOO (41.7
percent SMC». Pilots should be aware that, with a take-off CG further aft than 23.5 inches AOO
(29.4 percent SMC) it is possible to exceed the 33.4 inches AOO (41.7 percent SMC) limit,
when the maximum number of parachutists is carried and they move aft to their dropping
positions for a mass exit. It is therefore essential that the in-flight CG position be checked before
take-off, as set out in Table 1.
AIRSPEED
When the port rear cabin door is removed, the maximum permissible speed is 130 kt (150 m.p.h.) IAS.
Section 7 9th June 1994

Page 2 of 4 Issue 4
Islander eM Approved Flight Manual Supplement
BNSupp 14 to FMf7
Section 4 NORMAL OPERATING PROCEDURES
PREPARATION FOR FLIGHT
Passenger seats may be removed from the 5th, 4th, 3rd and 2nd Passenger Seat Rows - in that order - to
permit parachute jumping, supplies dropping, or aerial photography when any (or all) of the above seats
have been removed. When parachutists are carried the second pilots seat may be turned through 180
degrees and relocated on the rails in such a position that the seat back does not interfere with the control
column in its aftermost position and with the seat occupied. Unless positive stops are fitted to prevent
forward movement of the seat, on the seat rails, security of the seat should be checked prior to !light, to
protect against inadvertent seat movement.
Notes .•.
I. With the co-pilots seat turned through 180 degrees the normal seat strength
requirements are not complied with but CAA have agreed that an equivalent level
of safety applies to the seated occupant, as to the parachutists on floor mounted
restraints.
2. The "Upper Torso" portion of the passenger seat belt harness (if fitted) must be
stowed behind the trim panels.
DOOR WARNING LIGHTS
The pilot's door warning system will function normally when the port rear cabin door is removed but the
passenger door warning lamp will remain illuminated when power is available at the busbar, whether the
starboard door of the cabin is properly locked or not. It is essential for the pilot of the aeroplane to note
this fact and satisfy himself, at all times, that the starboard door is correctly locked.
CABIN PROCEDURE DURING FLIGHT
Safety harness/restraint provisions must not be released in conditions of turbulence or other than straight
and level !light, except when preparatory to evacuation of the aircraft. Any person who is required to
approach the rear port door aperture during !light, in connection with the dropping of persons or articles,
must be suitably secured by a safety line or harness which has received the approval of the appropriate
airworthiness authority or, alternatively, be wearing a serviceable parachute.
AIRSPEED FOR DROPPING PARACHUTISTS
It is recommended that 65 - 70 kt lAS, flaps UP, with a straight and level attitude is used for the actual
parachutist dropping run.

Issue 4 Page 3 of 4
BNSupp 14 to FMI7 Islander eM Approved Flight Manual Supplement
Section 5 PERFORMANCE
When the aeroplane is flown with the port rear cabin door removed, there is a reduction in certain
performance aspects, when compared with the information in Section 5. as detailed below. Operating
speeds (including stall speeds) and procedures are unchanged.
Figure No.
13 Reduce gradient by 0.25 per cent
15 Reduce rate of climb by 20 ftJmin
Section 6 WEIGHT AND BALANCE

The following table is present to assist in calculating the in-flight CO position when "free-fall" mode
parachutists are carried.
TABLE 1
Moment· Ib In/l00
Parachutist Forward Forward Edge Mid Door Rear Edge of Rear
Welght·lb External of Door Position Door External
Handle Handle
(If fitted). (Iffitted)*
+ 19.21nAOD +34.3 In AOD + 57.8 In AOD + 81.31nAOD + 100.8 In AOD
150 +28.8 + 51.5 +86.7 + 122.0 + 151.2
160 + 30.7 + 54.9 +92.5 + 130.1 + 161.3
170 + 32.6 + 58.3 + 98.3 + 138.2 + 171.4
180 + 34.6 + 61.7 + 104.0 + 146.3 + 181.4
190 + 36.5 + 65.2 + 109.8 + 154.5 +191.5
200 + 38.4 + 68.6 + 115.6 + 162.6 + 201.6
210 +40.3 + 72.0 + 121.4 + 170.7 + 211.7
220 +42.2 + 75.5 + 127.2 + 178.9 + 221.8
+Pilatus Britten-Norman modification NB-M-12l2 appendix 3

*Pilatus Britten-Norman modification NB-M-1212 appendix 2

Page 4 of 4 Issue 4
BN Supp 15 to FM/7
PROCEDURE AND INFORMATION FOR OPERATION OF

BN-2A-7 ISLANDER AIRCRAFT MODIFIED TO
MODIFICATION NUMBER NB/M/486
(B-N DEFENDER)
This Supplement applies only to aircraft C. 235 modified to NB/M/486

and operated under a Special Category C of A.
INTRODUCTION
Modification NB/M/486 converts a standard BN-2A-7 Islander to a maritime
reconnaissance role.
The basic changes are the introduction of wing strengthening modifications which
allow the mounting of two wing mounted pylons outboard of each engine nacelle,
in order to allow the carriage of external stores together with an external sight
fitted to the leading edge of the port wing tip. A weather avoidance radar set
(Bendix RDR-100) is fitted in the nose under a radome which has the normal
Islander nose profile. In addition, 700 x 6 main wheel tyres are fitted in place
of the normal 600 x 6. A stores control panel is fitted internally, but this will
be inoperative for the Special Category C of A.
CATEGORY AND USE OF AE'ROPLANE

o
z The aeroplane is certificated in the Special Category and may be flown for the
«
..J purposes of :
(C)
Z a) Experimenting with or testing the aeroplane, its engines
w
Z
or its equipment
o b) Demonstrating
w
f-
Z c) Proceeding to or from a place at which it is intended to
a: carry out the purposes referred to in (a) and (b)
0..
The aeroplane must not be flown for the purpose of public transport nor for any
purpose which is not stated above.
Passengers shall not be carried except those who would be permitted were the
flight carried out in accordance with the "B" Condtions of paragraph (5) in Schedule
2 of the Air Navigation Order 1970 as amended.

Issue 1 Page 10f 2
BN Supp 15 to FM/7
The aeroplane shall be operated only under the control of Britten-Norman Limited
who shall make available to the crew such additional information as may be necessary
for safety.
The Commander shall be a Pilot employed by Britten-Norman Limited.
Airframe Limitations
The airframe limitations are identical to those called up in Section 2 and Supplement
No. 11 of Section 7 of the Flight Manual, with the exceptions that :-
VNO should not exceed 130 knots IAS *
VNE should not exceed 145 knots IAS *
Manoeuvres shall be restricted to those with load factors between 0 and
+2g
Engine Limitations
The engine limitations are identical to those called up in Section 2 of the Flight
Manual.
Miscellaneous Limitations
Minimum Crew
The minimum crew is one pilot.
Number of Occupants
The total number of occupants carried including the pilot shall not exceed ten or
a maximum number for which seats are available.
"U
JJ
Types of Operation Z
-l
The aircraft shall not be flown intentionally into cloud in which the possibility of m
o
icing conditions exists.
Z
The aircraft shall not be flown intentionally into appreciable turbulence.
m
Z
External Stores Gl
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No external stores shall be carried in flight on any of the four wing pylons. :J>
Z
o
Fuel System
The external pylon tanks must not be fitted to the pylons in flight and at no time
must the pylon tanks be selected on.
Limitations marked thus* shall be summarised on a placard or colour-coded.
Aircraft Performance
The performance information in the Flight Manual is invalid.

Page 2 of 2 Issue 1
BN Supp 16 to FM/7
LIMITATIONS, INFORMATION AND PERFORMANCE

DATA FOR USE WHEN OPERATING ISLANDERS
TO A SPECIAL OPERATING PROCEDURE
IN MALAWI AT THE DISCRETION OF
THE MALAWI D. C. A.
INTRODUCTION
This supplement deals with the particular conditions which apply to the operation
ofIslanders in Malawi and is provided for this purpose, to be used at the discretion
of the Director of Civil Aviation.
LIMITATIONS
supplement the normal operating limitations stated in Section 2 of this flight
manual remain applicable.
Operating under Instrument Meteorological Conditions (!MC)
Maximum aerodrome temperature ISA + 26 deg C with a minimum aerodrome
altitude of 1500 feet.
Operating under Visual Meteorological Conditions (VMC)
Maximum aerodrome temperature is ISA + 30 deg C but in the event of engine
failure below 1000 feet above aerodrome height and in aerodrome temperatures
within the ISA boundaries shown by fig 2 of this supplement, a landing must be
made as soon as possible after the failure. Normal single-engine flight proce-
dure may, however, be adopted in the case of engine failure above 1500 feet
o above aerodrome height.
z
<l: Height limitation under inclement weather conditions
...J
(9
Z Operations are not permitted when the cloudbase is less than 1500 feet above aero-
w drome height.
6
o PERFORMANCE AMENDMENTS
w
f- When using the information scheduled in this supplement, it should be noted that
Z
the Maximum Take-off and Landing Weight for Altitude and Temperature graph
a:
c.. (illustrated in Section 5, fig 6 of this manual) is superseded by the graphs shown
in this supplement. Fig 1 of this supplement shows a revised graphical pre-
sentation of the Maximum Take-off and Landing Weight for Altitude and Temperature
for use under Instrument Meteorological Conditions and Fig 2 shows, similarly,
the Maximum Take-off and Landing Weight for Altitude and Temperature for use
under Visual Meteorological Conditions only. The basis of the information, to-
gether with worked examples appears in the supporting texts.
Issue 1 Page 1 of 4
Islander AR 8 approved Flight Manual
BN Supp 16 to FMI7
MA.Xnn::\l TAKE-OFF AND LANDI;'>lGWEIGHT FOR ALTITUDE AND

TE:>lPERA Tl"RE FOR USE UNDER IMC
air temperatures under the above conditions is shown in fig 1. The example
given by the arrowed dotted line shows that for an altitude of 3500 feet with an air
temperature of 15 deg C the maximum permissible take-off and landing weight is
5780 lb.
Notes ...
1. At a particular aerodrome the actual weight may have to be less
than the appropriate maximum value given opposite, due to some
operational factor (such as take-off distance available, obstacle
clearance, etc.) becoming critical.
2. This curve is determined by the one engine inoperative final take-
off climb requirement of a gross gradient of climb of not less
than O. 8 per cent at a gross altitude of 1500 feet above the aero-
drome.
MA.Xl:\1l'MTAKE-OFF AND LANDING WEIGHT FOR ALTITUDE AND

TEMPERATURE FOR USE UNDER VMC
The ma:-.imum permissible take-off and landing weight for varying altitudes and
air temperatures under the above conditions is shown in fig 2. The example given
by the arro\\'ed dotted line shows that for a temperature of ISA + 30 deg C, at an
acrodronw altitude of 300Ufcet the maximum permissible take-off and landing
\\'('ig'ht i:-. j-;- o{J lb.
,",otl'S , ..
1. '\ t a particular aerodrome the act ual weight may have to be less lJ
than the appropriate maximum value given opposite, due to some :L
operational factor (such as take-off distance available, obstacle Z
-;
clearance, etc.) becoming critical. m
,)
o
This curve is determined by the one engine inoperative gross Z
rate of climb taken as zero at 1500 it above the aerodrome sur- m
I,\ce and assuming aerodrome temperature at that height. Z
Gl
r
:l>
Z
o
Page 2 of 4 Issue 1
•
ISlander AR B ap['roved Flight Manual
BN Supp 16 to FM/7
MAXIMUM TAKE -OFF AND LANDING WEIGHT

FOR USE UNDER 1M C
to-
W ,..
q)
W I' ,
(}, ,
u. 6000
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25th June 71 Fig 1 Section 7

Issue 1 Page 3 of 4
BN Supp 16 to FM/7

FOR USE UNDER VMC
7000
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SEA LEVEL
3000 3500 4000 4500 5000 5500 6000
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WEIGHT -LB
Section 7 Fig 2 25th June 71
Page 4 of 4 Issue 1
BN Supp 17 to FM/7
PROCEDURES, LIMITATIONS AND INFORMATION FOR OPERATION

OF INCREASED WING SPAN ISLANDERS WITH
WING TIP FUEL TANKS (MODELS BN-2A-1, BN-2A-7,
BN-2A-9 AND BN-2A-27) AND DIFFERING OPERATIONAL WEIGHTS
INTRODUCTION
This supplement was first issued to provide specific operating data for the four
models mentioned in the above title. These aeroplanes have evolved by a series
of Pilatus Britten-Norman modifications, the varying combinations of which
have resulted in the different type numbers; one common factqr to all the models,
however, is the wing tip fuel tank extensions covered by Mod NB/M/364. Whenever
this modification is installed it is, therefore, incumbent upon the responsible
persons to ensure that the Model Designation C!l the title page of this manual is
properly amended. The supplement has been revised at issue 4 to cover changes
to the controls made by an updating of the modification, retrospectively introduced
by PBN Service Bulletin BN-2/SB 157.
TECHNICAL DETAILS
The wing span of the aeroplane is increased from 49 feet to 53 feet when Mod NB/
M/364 is embodied and the fuel system changes are summarized briefly as
follow;. Extra fuel capacity totals 29.5 US gal per side and electrically operated
selector cocks and indicator lamps are installed. Two additional fuel contents
indicators are fitted at the starboard side of the cabin and an auxiliary control
panel is situated at the top of the windscreen central pillar. Since the operational
weights of the four models are different, these details are set out under the LIM-
ITATIONS heading, with other salient features in parenthesis. The modified
fuei system is illustrated in fig. 1.
LIMITATIONS
supplement the normal limitations stated in Section 2 of this manual remain
applicable and effective for all the above mentioned models as follows:-
BN-2A-1 aircraft limitations, refer to BN-2A

BN-2A-7 aircraft limitations, refer to BN-2A-6 (wing L/E droop)
BN -2A-9 aircraft limitations, refer to BN -2A-8 (wing L/E and flap droop)
BN -2A-27 aircraft limitations, refer to BN-2A-26(wing L/E and flap droop)

Issue 4 Page 1 of 5
Islander CAA approved Right Manual
i,
BN Supp 17 to FM/7
Weight and balance

Maximum Wing Zero Fuel Weights are:-
BN-2A-1 5930 lb (2690 kg)
BN-2A-7 5930 lb (2690 kg)
BN-2A-9 6100 lb (2767 kg)
BN -2A-27 6200 lb (2812 kg)
The moment arm of the fuel in the tip tanks is 34.7 inches aft of datum. The cer-
tificated empty weight and corresponding centre of gravity location must include
the following:-
Unusable Fuel (Main and tip tank total) 44 lb (arm +31. 2 in.)
Unusable System Oil 10 lb ( - 2.6 in.)
Fuel Management
Due to structural reasons 80 lb of fuel 13.5 US gal should be retained in each wing
tip tank at all times except that this fuel may be used as reserve for flights to (
alternati V'e airfields and holding. This 80 lb of fuel includes the 2.0 US gal that
are ungaugeable and therefore unusable in each wing tip tank due to attitude limit-
ations. The wing tip tanks must always be refuelled before the main tanks and
used in flight afte r the main tanks are exhausted. The fuel in the main tanks may
be used below the zero marking in cruise flight until the tanks are empty. Between
40 and 50 seconds of warning are given before engine malfunction occurs due to
fuel exhaustion of the main tanks. The warning is characterised first by a drop-off
of fuel pressure followed by a gentle hunting of the propeller. At no time may
take -off or landing ope rations be conducted on main tanks when the fuel t:ontents
gauge of either main tank indicates a remainder of three gallons or below.
Placards and Markings

The following Placard is displayed on the Instrument Panel between the main fuel
contents indicators:
THIS IS A TIP-TANKED AmCRAFT

TIP TANKS ARE TO BE FILLED FIRST -
USED LAST. BEFORE TAKE-DFF CHECK
BOTH MAIN AND TIP TANK CONTENTS.
TAKE -DFFS AND LANDINGS ARE PROHIBITED (
ON MAIN TANKS WHEN GAUGE READS
LESS THAN THREE GALLONS ABOVE ZERO

Page 2 of 5 Issue 4
'Islander CAA approved Flight Manual
BN Supp 17 to FM/7
A yellow sector is marked on the tip tank contents gauge to indicate the 80 lb
structural reserve fuel.

Ground Handling
When refuelling the aircraft, the wing tip tanks should always be filled first.
Tank Capacities
The total usable fuel capacity of each tank is 27.5 US gal.
Main Wing Tanks

As the main fuel tanks may be used until fuel exhaustion occurs, the residual
fuel in these two tanks amounts to a total weight of 20 lb.
Ground Checks
1. Before take-off, check the functioning of the electrically actuated fuel cocks
by selecting from main tanks to tip tanks and returning to main tanks, checking
that the appropriate indicator lights illuminate. Select the appropriate tank for
, correctly illuminated. If
take -off and again check that the position lights are
main tanks are selected the lights may be selected ON or OFF by a switch
mounted in the centre of the auxiliary panel; for safety reasons the indicator lights
for the tip tanks remain on at all times when the tip tanks are selected for use.
The same switch enables the tip tank lights to be selected DIM or BRIGHT.
2. For take-of.f the manually controlled main fuel cocks may be selected in the
normal way. In this way the pilot's main fuel cock selectors, in the cabin roof,
determine whether the fuel is fed from the left-hand or right-hand sUI" to an
appropriate engine. The auxiliary panel switches then select whether the fuel
comes from the tip tank or the main tank on the selected side.
Flight Handling
The auxiliary fuel pumps should be used in the normal manner for take-off or
landing with either the tip tanks or main tanks selected. In addition, the aux-
iliary fuel pumps should be used whenever below zero fuel quantities are
indicated for the main fuel tanks and the process of transfer to the wing tip tanks
is completed with satisfactory engine operation established. The pumps should
also be selected when the fuel quantity falls below 5 gallons in the tip tanks.
Issue 4 Page 3 of 5
1.lander C AA approved Flight Manual
BN Supp 17 to FM/7
Single Engine Failure
In the event of a single engine failure, the manually controlled main fuel cock
should be selected OFF for the appropriate engine. The fuel from the main or
tip tanks on the side of the failed engine, may be selected to the opposite engine
by operating the main fuel cock in a similar way to that described in Section 3,
of the flight manual. The auxiliary panel switches can then be used to select
main or tip tanks supply.
Electrically Actuated Fuel Cock Failure
In the event of electrically actuated fuel cock failure trapping fuel in one tip tank,
the aircqft remains fully controllable. With an empty tip tank on one side and a
full one on the other, the aircraft is fully controllable and may be trimmed out
normally in cruise and descent. In order to retain adequate control effectiveness
in turbulence in this condition, it is recommended that an approach speed 10 knots
above normal should be employed for landing.
Note .••
In the unlikely event of a failure of both generators, as dealt with in
Section 3 of this manual, it should be remembered that battery power
will decrease progressively thus leaving smaller resources available
for successful actuator selections. If tip tank fue l is required to
complete the flight, the pilot must make the appropriate selections at
the earliest possible time after the failures have occurred.
PERFORMANCE
For the four models covered by this Supplement the performance as scheduled
in Section 5 of this flight manual, may be increased as follows:-
Single Engine Rate of Climb
Increased by 25 feet per minute
Singie Engine Climb Gradient
Increased by 0.3 per cent gradient
Maximum Take-0ff and Landing Weight for Altitude and Temperature
Increase the weight obtained from Section 5 (fig 6) of this manual by 140 ib.

Page 4 of 5 Issue 4
BN Supp 17 to FM/7
-JI
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Issue 4 Page 5 of 5
BN Supp 18 to 1"l\I/7
LIMITATIONS AND INFORMATION

TO PERMIT OPERATION OF BN-2A-SS ISLANDEH G-BAAE
IN THE SPECIAL CATEGORY
INTRODUCTION
When an extended nose incorporating a new baggage compartment of aoproximately

28 cubic feet is incorporated under Modification NB/M/549 in a BN- 2A- 8 Islander.
the aircraft is re-designated as a ModeIBN-2A-8S under companion l\Iodification
NB/M/548. G-BAAE is a BN-2A-8S aircraft which is also fitted with an extended
flat baggage compartment at the rear of the cabin toModificationNB/M/550. The
extended compartment allows the carriage of baggage further aft in the fuselage
and also incorporates two extra seats in a sixth row position. The normal bench
seat suitable for two persons in row 5 is replaced by a single seat allowing access
from the rear port door to rowG. The maximum seating capacity is therefore 11
persons including the pilot. The addition of the extended nose increases the total
length of the aircraft from 35 feet 7.75 inches to 39 feet 5. '25 inches.
LIMITATIONS
The limitations onG-BAAEare identical with those of a norm31 BN-2A-80l'tlined

in Section 2, unless superseded by thE' spE'ciaI Iimitations bclo\\'.
Category and Use of Aircraft
o
z The aircraft is certificated in the Special Category and may be flown for the pur-
«
-.J
poses of :-
<.9
Z (a) Experimenting with or testing the aircraft. its engines or equipment
w
(b) Demonstrating
z
(c) Proceeding to or from a place at which it is intended to carry out one of
o
w the purposes referred to in (a) and (b)
I-
Z
0:
The a ircraft shall not be flown for the purpose of publ ic transport or for any pur-
0- pose which is not stated above. Passengers shall not be carried except those who
would be permitted with a flight carried out in accordance with the 'B' Conditions
of para (5) in Schedule 2 of the Air Navigation Order 1g72 as amended. The a ir-
craft shall be operated only under the control of Britten-Norman (Bembridge)
Limited who shall make available to the pilot such additional information as may
be necessary for safety. The commander shall be a pilot employed by Britten-
Norman (Bembridge) Limited.
31st Aug 1972 Section 7
Issue 1 Page 1 of 2
BN Supp 18 to FM/7
Maximum Take-off and Landing Weight
Maximum Take-off and Landing Weight (hard runways) 6300 lb
Maximum Take-off and Landing -'.'eight (grass runways) 6100 lb
Ma>.imum Zero Fuel -Neight - not to exceed 6150 lb
Centre of Gravity
As jig 1 of Section 2 unless limited by take-off weight of 6150 lb. in which case this
diagram still apDIies. but cut off at 6150 lb.
Compartment Goading
Subject to weight and balance considerations, the load carried in the forward and
aft baggage compartments shall not exceed 100 lb in each case.
Loading Data
Moment arm of 1 rant baggage compartment relative to a ire raft datum (Stn. 134". 5)
- 121 inches to centre of baggage compartment.
Moment arm of aft baggage compartment relative to aircraft datum (Stn. 134". 5) i
144 inches to centre of baggage compartment.
Note ...
The information given in Section 6 of the flight manual on the aft bag-
gage compartment is not applicable to this aircraft.
Moment arm of Gth row seat and passengers ,-101. 3 inches.
Number of Occupants
The total number of persons carried in the aircraft shall not exceed the number -0
JJ
for which seats eqUipped with safety belts are provided and, in any event, shall
not exceed 11.
..,
Z
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o
Flight Crew
Z
The minimum flight crew is one pilot. m
Z
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Section 7 31st Aug 1972

Page 2 of 2 Issue 1
Istander CAA approved Flight Manual
BN Supp 19 to FM/7
LIMITATIONS, INFORMATION AND PROCEDURES FOR

OPERATION OF A BN-2A-9 AIRCRAFT EQUIPPED WITH
UNDERWING STORES PYLONS AND PYLON-MOUNTED
FUEL TANKS TO MODIFICATION NB/M/560
This Supplement applies only to aircraft C. 653 modified to NB/M/560

and operated under a Special Category C of A.
INTRODUCTION
ModificationNB/M/560 converts a standard BN-2A-9 Islander for use in a recon-

naisance role. BN Supp 11 to Sect 7 must also be included in the flight manual for
this aircraft. The basic changes are the introduction of wing strengthening modi-
fications which allow the mounting of two wing mounted pylons outboard of each en-
gine nacelle, in order to allow the carriage of external stores tog-,;ther with an
external sight fitted to the leading edge of the port wing tip. Included in the range
of possible external stores are two 56 US gallon detachable fuel tanks which per-
mit a considerable increase in flight duration. A stores control panel is fitted
internally but this, together with underwing fuel supplies, is inoperative.
CATEGORY AND USE OF AIRCRAFT

o
z The aircraft is certificated in the Special Category and may be flown for the pur-
<1:
-' poses of :-
~
Z (a) Experimenting with or testing the aircraft, its engines or its equipment
w
(b) Demonstrating
Z
(c) Proceeding to or from a place at which it is intended to carry out the
o purposes referred to in (a) and (b)
w
I-
Z The aircraft must not be flown for the purpose of public transport nor for any pur-
a: pose which is not stated above. Passengers shall not becarried except those who
(L
would be permitted were the flight carried out in accordance with the 'B' Conditions
of paragraph 5 in Schedule 2 of the Air Navigation Order 1972 as amended. The
aircraft shall be operated only under the control of Britten-Norman Limited who
shall make available to the crew such additional information as may be necessary
for safety. The commander shall be a pilot employed by Britten- Norman Limited.
31st Aug 1972 Section 7
Issue 1 Page 1 of 2
BN Supp 19 to FM/7
LIMITATIONS
Unless superseded by any of the following special limitations imposed by this sup-
plement the normal limitations stated in Section 2 of this manual and the limita-
tions stated in BN Supp 11 to this section remain applicable :-
Airspeed
VNO must not exceed 130 knots IAS *
VNE must not exceed 145 knots IAS *
l\Ianoellvres
Manoeuvres shall be restricted to those with load factors between 0
and+2g
Weight and balance
Loading and distribution of stores on the underwing pylons, in combination with
the allowable fuel load, is subject to the considerations set out in the table below:-
TABLE OF PERMISSIBLE WING STORE AND ASSOCIATED FUEL MASSES
Each Inboard Each Outboard Associated Maximum

Configuration Pylon Store Pylon Store Total Usable Fuel
lb lb lb
4 Wing Stores 640 200 170

2 Wing Stores 0 450 535 "1J
Pylon-mounted Fuel Tank 425 :IJ
0 1000
Z
Pylon-mounted Fuel Tank -I
m
and 2 Wing Stores 425 158 684 0
-
Z
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PERFORMANCE Z
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The performance information in the Flight Manual is invalid. Z
0
Section 7 31st Aug 1972

Page 2 of 2 Issue 1
BN Supp 20 to FM/7
INFORMATION AND PROCEDURES RELATING

TO THE USE OF CONST. NO.181 AEROPLANE
WITH 8-SEAT PARACHUTE JUMPING
INTERIOR TO MOD NB/M/567 (ISSUE 2)
INTRODUCTION
This supplement is applicable only to tbe abovementioned aeroplane at tbe standard
defined. The text concerns a warning notice which must be, at all times, displayed
when persons otber than tbe pilot or front seat occupant are being carried.
WARNING NOTICE
Two warning notices, bearing tbe undermentioned wording, are to be affixed to
tbe cabin trim panelling atthe following positions on the port side: under the Row
2 passenger window and in tbe space behind tbe window, adjacent to Row 3.
THIS SEAT CAN BE USED BY PARACHUTISTS

ONLY FOR TAKE-OFF AND LANDING. THIS
o APPLIES ONLY TO OPERATIONS IN VICINITY
z OF AffiFIELD OF TAKE-OFF. THIS SEAT
<l:
-' CANNOT BE OCCUPIED UNDER ANY OTHER
~
zw CffiCUMSTANCES
Z
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2nd Nov 1972 Section 7
Issue 1 Page 1 of 1
BN Supp 21 to FM/7
LIMITATIONS AND INFORMATION ASSOCIATED

WITH THE BARRINGER NOSE EXTENSION (PART NO. 125EXP020)
INSTALLATION TO MODIFICATION NB/M/612.
INTRODUCTION
This modification introduces a nose extension for the purpose of air sampling.
CATEGORY AND USE OF AEROPLANE

With this modification fitted the aeroplane is only certificated in the aerial work
category.
LIMITATIONS
Supplement the normal limitations stated in Section 2 of this manual remain app-
licable. When the protective ferry nose cap is removed, to avoid the risk of in-
ternal damage to the air sampling equipment, amaximum speed of 150 knots IAS
must be observed.
Weight and Balance

Forweight andC. G. information refer to the weight and C. G. schedule Part Band
Part C (APS role weight) in Sect 6 of this manual.
o
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<l:
...J Placards and Markings
Q
Z The following placard must be displayed on the instrument panel :-
w
Z Max speed 150 knots IAS when ferry cap removed
o
w
f- PERFORMANCE
Z
a: When operating in the Aerial Work Category it is not mandatory to use the per-
n..
formance data scheduled in Section 5 of this Flight Manual to comply with the
Air Navigation Order and Regulations. Its use, however, is advised on the grounds
of safety and should be at the discretion of the pilot in command of the aeroplane.
The effects on the performance when this modification is fitted are :-
Maximum Take-Off and Landing Weight for Altitude and Temperature

Obtain the weight from the graph by using an altitude of 3000 ft greater than the
6th April 1973 Section 7
Issue 2 Page 1 of 2
EN Supp 21 to FM/7 (
actual aerodrome altitude.
Take-Off Run and Take-Off Distance

Increase by 5 per cent.
Net Take-Off Flight Path - All Segments

Assume the aerodrome altitude is increased by 3000 ft.
Single Engine and Twin Engine Climb

Decrease by 90 ft/min or 1.3 per cent gradient.
Landing Distance Required

No change.
For flight planning purposes a reduction in cruise speed of 10 knots EAS should
be assumed.
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2
Section 7 6th April 1973
Page 2 of 2 Issue 2
BN Supp 22 to FM/7
SUPPLEMENT NO. 22 to SECTION 7
OPERATIONIN TEMPERATURES
UP TO ISA + 35 DEGREESMAXIMUM
IN VFR CONDITIONSONLY
INTRODUCTION
This supplement gives details of the limitations, operation and performance when
operating in temperatures of up to ISA+ 35 degrees C under VFR conditions only.
This informaJinu must not be used for establishing compliance with the United
Kingdom Air Navigation Regulations. Approval for its use for aircraft registered
outside the United Kingdom must be obtained from the Civil Aviation Authority of
the country of registry.
LIMITATIONS

Supplement, the normal operating limitations stated in Section 2 of this flight
manual remain applicable.
Type of Operation
The maximum ambient temperature is ISA+ 35degrees but when

operating in temperatures higher than ISA + 30 degrees C, opera-
tion is restricted to VFR day only. When operating in these con-
ditions, should an engine failure occur below 1500 feet, or the
selected en-route altitude, whichever is the higher, a landing must
be made as soon as possible after the failure. It has been demon-
strated that maximum power may be maintained on the operative
engine for a minimum period of 5 minutes before oil temperature
becomes excessive.
The generator of the operative engine must be removed and inspected

for signs of overheating and fully tested before re-use.
6th Dec73 Section 7

Issue 1 Page 1 of 5
BN Supp 22 to FM/7
Radio Equipment
Radio eqUipment, if installed, must be made inoperative for operations in tempera-

tures above ISA + 30 degrees C.
PERFORMANCE
The effects on performance of an increase in temperature above ISA+ 30 degrees

C Up to a maximum of ISA+ 35 degrees are as set out below. The figure numbers
are those of the appropriate performance charts in Section 5 of this flight manUal..
Performance changes as introduced by other flight manual supplements, relative
to a particular aeroplane (e. g. Wing Tip Tank Installations, etc.) remain applic-
able and must also be taken into consideration.
Fig 6 Maximum Take-Off and Landing Weight for altitude and temperature:
when operating under the conditions of this supplement this chart is
replaced by fig. 1 and associated information overleaf.
Fig 7 Take-Off Distance Required: for each 1 degree C increase in tempera-

ture above ISA+ 30 degrees C, increase the take-off distance required
by 10 feet.
Fig 9 Net Take-Off Flight Path - First Segment : for each 1 degreeC increase
in temperature above ISA + 30 degrees C, increase the horizontal
distance by 10 feet.
Fig 10 Net Take-Off Flight Path - Second Segment: for each 1 degree increase "U
JJ
in temperature above ISA+ 30 degrees C, decrease the gradient of climb
Z
by O. 15 per cent gradient. -1
m
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Fig 12 En- Route Performance Ceiling and Gross Rate of Climb - TwoEngines Z
Operating: for each 1 degree C increase in temperature above ISA+ m
30 degrees C, decrease the rate of climb by 12 feet/min. Z
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Fig 13 En-Route Net Gradient of Climb - One Engine Inoperative: for each 1
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degree C increase in temperature above ISA+ 30 degrees C, dec rease o
the climb gradient by O. 06 per cent gradient.
Fig 14 Landing Distance Required: for each 1 degree C increase in tempera- (

ture above ISA+ 30 degrees C, increase the landing distance reqUired
by 5 feet.
Section 7 6th Dec 73
Page 2 of 5 Issue 1
BN Supp 22 to FM/7
Fig 15 En-Route Climb - One Engine Inoperative: for each 1degree C increase
in temperature above ISA + 30 degrees C, decrease the rate of climb
by 5 feet/min.
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6th Dee 73 Section 7
Issue 1 Page 3 of 5
BN Supp 22 to FM/7
MAXIMUMTAKE-OFF AND LANDING WEIGHT FOR ALTITUDE AND TEM-

PERATURE FOR USE IN VFR CONDITIONS
air temperature under the above conditions is shown in fig. 1. The example
given by the arrowed dotted line shows that for an air temperature of 35 degrees
C at an aerodrome altitude of 2000 feet the maximum permissible take-off and
landing weight is 608 0 lb.
Notes ...
At a particular aerodrome the actual weight may have to be
less than the appropriate maximum value given opposite,
due to some operational factor (such as take-off distance
available, obstacle clearance, etc.) becoming critical.
2. This curve is determined by the one engine inoperative gross

rate of climb taken as zero at 1500 feet above the aerodrome
surface.
3. Performance changes to the Maximum Take-Off and Land-

iIg Weight graph of Sect. 5 fig. 6, as introduced by other
Supplements (e. g. Wing Tip Tank Installations, etc.) will,
instead, be applicable to the graph shown by this Supplement
and must be taken into e-ensideration accordingly.
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Section 7 6th Dee 73

Page 4 of 5 Issue 1
B:r-!_StlPp_22 to FM/7
FOR ALTITUDE AND TEMPERATURE FOR
USE IN VFR CONDmONS
6000
o
t- 5000 Q
W
W
LL.
I ~o
W o
0
::> 4000
t-
LINES WITHIN ISA BOUNDARIES
~ ARE ACTUAL Am TEMPERATURES
w 3000
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0 0
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~ 2000
C9 ~ ~o
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0 1000 -r, o
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S.L.
4000 4500 5000 5500 .6000 6300 6600
WEIGHT-LB
WEIGHT LIMITS FOR MODELS BN-ZA, BN-2A-6, BN-ZA-8
LIMIT FOR MODEL BN-ZA-26 ...
6th Dec 73 Fig 1 Section 7

Issue 1 Page 5 of 5
BN Supp 23 to FM/7

TO PERMIT OPERATION OF BN-2A-24 ISLANDER G-BCJY
INTRODUCTION
When an extended nose incorporating a new baggage compartment of approximate. y

28 cubic feet is incorporated under Modification NB/M/549 in a BN-2A-26 Islander;
the aircraft is re-designated as a Model BN-2A-24 under companion Modification
NB/M/600. The extended nose increases the total length of the aircraft from
35 feet 7.75 inches to 39 feet 5.25 inches.
LIMITATIONS
The limitations on G-BCJY are identical with those of a normal BN-2A-26 outlined
in Section 2, unless superseded by the special limitations below.

The aircraft is certificated in the Special Category and may be flown for the
purposes of :-
o
2 (a) Experimenting with or testing the aircraft, its engines or equipment
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(9 (b) Demonstrating
2
w
(c) Proceeding to or from a place at which it is intended to carry out one
~ of the purposes referred to in (a) and (b)
o
w
r- The aircraft shall not be flown for tp.e purpose of public transport or for any pur-
2
a: pose which is not stated above. Passengers shall not be carried except those
11.
who would be permitted with a flight carried out in accordance with the 'B'Con-
ditions of para (5) in Schedule 2 of the Air Navigation Order 1972 as amended.
The aircraft shall be operated only under the control of Britten-Norman (Bembridge)
6th Aug 1974 Section 7
Issue 2 Page 1 of 2
BN Supp 23 to FM/7
Maximum Take-off and Landing Weight

Maximum Take-off Weight 6600lb
Maximum Landing Weight 6300lb
Maximum Zero Fuel Weight - not to exceed 63001b
Compartment Loading
Subject to weight and balance considerations, the load carried in the forward
baggage compartment shall not exceed 100 lb.
Loading Data
Moment arm offront baggage compartment relative to aircraft datum (Stn. 134". 5)
Number of Occupants
The total number of persons carried in the aircraft shall not exceed the number
for which seats equipped with safety belts are provided and, in any event, shall
not exceed 10.
Flight Crew
The minimum flight crew is one pilot.
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Section 7 6th Aug 1974
Page 2 of 2 Issue 1
BN Supp 24 to FM/7

TO PERMIT OPltRATION OF BN-2A-25 ISLANDER G-BCJY
INTRODUCTION
When an extended nose incorporating a new baggage compartment of approximately

28 cubic feet is incorporated under Modification NB/M/549 in aBN-2A-27 Islander,
the aircraft is re-designed as a Model BN-2A-25 under companion Modification
NB/M/584. The extended nose increases the total length of the aircraft from
35 feet 7.75 inches to 39 feet 5.25 inches.
LIMITATIONS
The limitations on G-BCJY are identical with those of a normal BN-2A-27 outlined
in Section 2 and Supplement 17, unless superseded by the special limitations below.

The aircraft is certificated in the Special Category and may be flown for the
purposes of :-
o (a) Experimenting with or testing the aircraft, its engines or equipment
z
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Cl
Z
w (c) Proceeding to or from a place at which it is intended to carry out one
~ of the purposes referred to in (a) and (b) ~_"
o
w The aircraft shall not be flown for the purpose of public transport or for any pur-
I-
Z pose which is not stated above. Passengers shall not be carried except those
a: who would be permitted with a flight carried out in accordance with the 'B' Con-
ll.
ditions of para (5) in Schedule 2 of the Air Navigation Order 1972 as amended.
The aircraft shall be operated only undertlie control of Britten-Norman (Bembridge)
28th August 1974 Secti{}n 7
Issue 1 Page 10f 2

BN Supp 24 to FM/7
Maximum Take-Off and Landing Weight

Maximum Take-off Weight 6600lb
Maximum Landing Weight 6300lb
Maximum Zero Fuel Weight - not to exceed 6300 lb
Compartment Loading
Subject to weight and balance considerations, the load carried in the forward
baggage compartment shall not exceed 100 lb.
Loading Data
!11 oment arm of front baggage compartmentrelative to aircraft datum (Stn. 134 fI, 5)
Number of Occupants
The total number of persons carried in the aircraft shall not exceed the number
for which seats equipped with safety belts are provided and, in any event, shall
not exceed 10.
Flight Crew
The minimum flight crew is one pilot.
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Page 2 of 2 Issue 1
i
BN Supp 25 to FM/7
INFORMATION, PROCEDURES AND LIMITATIONS FOR

OPERATION OF MODEL BN2A-8 OR BN2A-26
ISLANDERS EQUIPPED WITH SEFA SKIS
(TYPE 4500 T NOSE AND TYPE 16000 MAIN)
TO BRITTEN-NORMAN MODIFICATIONS
NB/M/653, N13/M/742 AND NB/M/791
INTRODUCTION
This supplement covers the operation of Islander aircraft designated BN2A-8

and BN2A-26equippedwithSEFA skis, as specified in the title, introduced under
the aircraft manufacturers modifications as follows:-
NB/M/653 - Basic aircraft modification for wheel
ski system
NB/M/742 - Reduced elevator trim tab travel
NB/M/791 - Introduction of SEFA skis and hydraulic
system for Islander aircraft
Note ...
Operators are advised that Modification NB/M/791 is not CAA
approved. It should be noted therefore that approval given to this
o flight manual Supplement No. 25 may not be taken to mean that
z approval is also given to Islander ski operations in relation to
«
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t9
Z
w TECHNICAL DETAILS
~
o
w Modification NB/M/653
~
Z This modification specifies the standard for the main undercarriage wheel and
c:: brake installations, as apre-requisite for installation of the ski units. In addition
a.
the modification alters the main undercarriage fairings and reinforces the main
undercarriage legs and leg attachments in the wing.
Modification NB/M/742
This modification introduces an adj ustment to the datum setting of .the elevator trim
mechanism which must be effected on all aircraft modified to accept the SEF A
skis. This adjustmentreduces elevator trim tab travel and ensures that the max-
20th November 1975 Section 7
Issue 2 Page 1 of 9
BN Supp 25 to FM/7
rmum available 'nose-up' trim cOincides with the minimu;n trim speed.
Modification NB/M/791
This modification introduces two main skis and one nose ski with attach ments to
main and nose undercarriage legs. Each ski is a glass reinforced polyes-ter (G
BP) unit embodying an hydraulic jack and shock absorber mechanism for lower-
ing or raising the ski, for selective ski or normal wheeled operations. An
electro-hydraulic system, situated below the rear baggage bay prOVides the power
for operating the ski installation. An emergency ski-raising system is operated
by a carbon dioxide (C02) cylinder. Controls for the ski system are located on
the main instrument panel as follows:-
1. Skis UP/DOWN Selector Switch )

)
2. Skis UP/DOWN position
)
indicator lamps (green)
)
3. Electro hydraulic pump ) Grouped into a control panel
running indicator lamp (red) ) at top R. H. side of main
) instrument panel above radio
4. Emergency skis UP selector
) rack.
button
)
5. Indicator lamps dimmer )
switch )
)
6. Electrical system fuseholder "1l
) :u
7. Ski system ON/OFF circuit Main circuit breaker panel z
-1
breaker m
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LIMITATIONS Z
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Unless superseded by any of the special limitations imposed by this supplement Z
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the limitations stated in Section 2 of this manual remain applicable. r
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Use of aircraft o
The aircraft must not be operated from snow or ice slopes which have inclines,
up or down, greater than 20 deg.
Indicated fuel content
.A fuel contents minimum of 5 gal per side must be indicated before landing on
snow or ice slopes with inclines approaching 20 deg.
Section 7 20th November 1975
Page 2 of 9 Issue 2
BN Supp 25 to Fi\I/7
Selecting emergency ~kis UP

Should the normal electro-hydraulic ski system fail during flight in the skis-down
position, the skis can La raised for a wheeled landing using the emergency system.
This will permit one operation only, and the following procedure should be effected
only when absolutely certain that the main system is inoperative.
1. Ski system ON/OFF circuit breaker ON

2. Skis UP/DO\\:N selector switch DOWN
3. Ski position indicator lights indicating DOWN
normally
-±. Operate ski sell'c[or switch again for UP
minimum time of one second
5. If main system l'L'mains inoperative PRESS EMERGENCY
BUTTON
Hvdraulic leak in flight
Any loss of pressure in the hydraulic system will cause the electro-;lydraulic
pump to start automatically, this will be indicated by the red 'pump running'
light. To avoid loss of hydraulic fluid in these circumstances. the circuit breaker
o must be selected OFF immediately. Following such an incident, select the circuit
z breaker ON to start the electro-hydraulic pump during final landing approach.
«
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If the hydraulic system fails to operate because of insufficient fluid in thl' rese-
Z rvoir, 'SKIS UP' selection may be made using the emergency system.
w
Z In the event of a failure of both normal and emergency systems, the skis m'1Y
o adopt a nose-down attitude. Landings can be made safely in this condition, pref-
w
f- erably on grass', using the lowest L'ecommended approach speed shmm in Sect 5
Z (fig 5) of the manuaL When landing on snow with skis in the UP position the land-
II:
Cl. ing run may be shorter by about 150 ft.
Taking-off on snow with an hydraulic leak
A lake-off on snow must not be attempted if a serious hydraulic leak :,as developed.
In this circumstance a repair must be effected before flight.
Approach and landing with flaps up
If skis are fitted, the approach for a flaps UP landing must be made at 75 kt IAS.

Issue :2 Page ,:' 01'9
i
BN Supp 25 to FM/7

Before-the first flight on he day
Nose ski - external
1. Check condition of ski unit for damage - including as much of ll!ldersurface
as possible.
Check shock absorbers, linl,age, cables and attachments for condition.
3. Check that nothing obstructs the sliding door, and its mechanism which seals
off the wheel gap when the ski is in the DOWNposition.
4. Check the hydraulic pipelines and components for evidence of hydraulic leaks.
5. Check that the ski is parallel to the ground.
1\1ain ski - external

1. Check condition of each ski unit for damage - including as much of under-
surfaces as possible.
2. Check shock absorbers, linkages, cables and attachments for condition - inc-
luding nose ski viewing mirror (when fitted) on port main leg fairing.
3. Check the hydraulic pipelines and components for evidence of hydraulic leaks.
4. Check the condition of the sliders and dampers and ensure that the sliders are
well greased.
"1J
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5. Check the condition of the electric cables between the ski microswitches and Z
the main undercarriage units. -I
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Hydraulic system Z
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Open the inspection door in the floor of the rear baggage bay and check that:- Z
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1. The oil level in the tank of the electro-hydraulic unit is correct. J>
Z
The hydraulic accumulator pressure gauge indicates pressure sufficient for o
normal operation, shown by the pointer in thl' green segment.
3. The emergency CO2 bottle is installed, connected and secure.
Close the inspection dooi'.
Page-4 of9 Issue 2

BN Supp 25 to FM/7
Ground handling
Towing
Power towing must not be used. A special ground steering bar is available for
manoeuvring the aircraft on the ground.
Selection from skis UP to skis DOWNon the ground
L Switch battery master switch ON
2. Engage skis ON/OFF circuit breaker ON

3. Select ski selector switch for a minimum of one
second DOWN
4. Note that the red 'pump running' lamp illuminates and the three green skis
up indicator lamps go out.
5. Check that the three 'skis down' green indicator lamps illuminate and that the
red 'pump running' indicator lamp goes out after the last down lamp illumina-
tes
Note...
If this ~peration is effected on hard grourid it may be necessary to
assist the nose ski to pass under the wheel by pressing firmly 0 n top
of the ski.
Selecting skis UP from skis DOWN position on the ground
Perform the same operations, but switch the ski selector to UP. The light iQd-
ications will be in reverse to those given above.
o Pre take-off checks

2
«
oJ
With engines running and prior to normal wheeled take-off, the following additional
(!l checks to those listed in Sect 4 of the manual must be made by the pilot:-
2
w L Ensure that the ski system selector switch is selected UP
~
o 2. Check that the ski system circuit breaker is engaged ON
w
f- 3. Check the three green indicators are showing skis UP
2
CI: 4. Check that the red 'IlumP running' indicator lamp is
0..
extinguished after a period sufficient to build up the
hydraulic pressure.
If the skis are being used for take-off, substitute DOWN in place of UP in items
1 and 3 of the above checks.

lss\le' 2 • Page 5 of 9
BN Supp 25 to FM/7
F!andling in flight
Cross wind operation
The maximum cross wind for take-off and landing is unchanged at 30kt.
Skis in UP position
Taxying, take-off and landing on hard runways.

Taxying on a hard runway is undertaken normally. Take-off and landing attitudes
should avoid a pronounced tail down angl~ to avoid possible damage to the rear
ends of the skis.
Note ...
Avoid taxying on rough ground to prevent possible damage by 'ground-
ing'the skis.
Skis in DOWN position
Taxying, take-off and landing on snow-{Jovered ground
When manoeuvering on snow or ice, assymetric engine power should be used.
To reduce speed or to stop on snow; using the ski selector SWitch, select skis
UP, thus allOWingthe wheels to sink into the snow. The skis may subsequently
be selected down again (ground handling refers}.
Flight characteristics
There are no significant changes to the aircraft's flight characteristics with the -0
:D
skis fitted and/or whilst selections to the up or down positions are taking place.
Recommended maximum speed for selecting skis up or down is 100 kt IAS. .,
Z
m
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Operation from snow covered ground at low altitudes
Z
When taking-off from snow fields at low altitude, similar techniques to wheeled m
Z
operations can be used but the nose ski must be lifted off the surface of the snow G'l
r
as soon as possible. After take-off in these conditions, with skis down, the skis »
z
must be selected up, after the flaps are retracted, as the aircraft passes through
200 it altitUde. The skis must remain ,in the up position during the climb-out and
o
cruise.
Operation on ice from high altitude air~trips
(
For take-off, it is important to get the C of G as far back as possible (within the
permissible limit}. In these conditions take-off is effected with the flaps set at
T. O. ; the nase ski being lifted off the surface at the earliest possible moment
PlJ,ge'6 of 9 Issue 2
BN Supp 25 to FM/7
after full power has bej:lnapplied. As soon as the nose ski has lifted, lower the
nose until the ski is judged to be approximately3-4 inches clear of the surface
as the aircraft gathers speed. Rotate aircraft as soon as possible.
For landing on snow-covered high altitude airstrips (e. g. 6000 to 7000 ft high)
the following techniques should be used:-
1. Flaps selected T. O.
2. Select skis down after joining the circuit
3. Landing speed 70-75 kt IAS according to aircraft weight and 'degree of turbul-
ence prevailing.
4. Full flaps (down) may be used but, in the event of an undershoot, correction to
the approach path may be difficult due to the limited performance in this con-
figuration
5. A medium tail-down attitude should be adopted for initial ground contact with
main skis. The nose ski should be held off as long as possible.
Note ...
On ice, at altitudes above 7000 ft, the same landing technique
applies except that the landing speed should be 80-85 kt !AS
according to aircraft weight and turbulence. Flaps should not
be extended beyond the T. O. position
o
z PERFORMANCE AMENDMENTS
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C) General
Z
w
The climb performance of the aircraft is not significantly affected by the position
?;
of the skis. However, the skis must be UP for all conditions of fHght except when_
o reqUired for landing. The performance amendments specified below must 'be app-
w
I-
Z lied directly to the,performance data scheduled in Sect 5 of the manual, when skis
ii: are fitted. "
0..
Fig. 6 Maximum .take-off and landing weight for altitude and temperature
- obtain the weight from the graph either by using an airfield altitude
of 3500 ft greater than the actual airfield altitUde -at the same
ISA temperature, or decrease the weight by 700 lb. _
20th _November 1975 Section 7
Issue 2 Page 7 of 9
BN Supp 25 to FM/7
Note•.. , •
The 700 Ib reduction is only applicable if the weight given by the
graph is less than the maximum all up weight.
Fig. 7 Take-off run and take-off distance required - for wheel opera~ion on
a hard dry-surfaced runway increase by 10 per cent.
Fig. 9 Net take-off flight path 1 - first segment - increase the horizontal
distance required by 750 ft.
Fig. itO Net take-off flight path 2 - second segment - reduce by a gradient of
1. 5 per cent.
Fig. 11 Net take-off flight path 3 - third segment - reduce by a gradient of
1. 5 per cent.
Fig. 12 En route performance ceiling and gross rate of climb - 2 engines
operating - reduce by 100 ft per minute.
Fig. 13 En route net gradient of climb - 1 engine inoperative - reduce by
a gradient of climb of 1. 5 per cent.
Fig. 14 Landing dis.tance required - for wheel operation on a hard dry run-
way - no change.
Fig. 15 En route climb - 1 engine inoperative - reduce by 100 ft per minute
Note...
For flight planning purposes the loss in cruising SPeed with the "1l
::D
skis fitted may be assumed to be 11 knots IAS. Z
Performance calculations for high altitude airstrips rri
o
When operating from airstrips between 7000 and 10000 ft altitude, it is permis- z
sible to use linear extrapolations, from the relevant charts in Sect 5 of this manul;ll m
Z
to assess the aircraft's performance oapabilities. 'G)
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Take-off and landing distanc'e on snow l>
Z
o
When taking off on snow ,or ice with tl;ie skis down ,the take-off distance required
will depend upon the type ,of surface and its cvndition and must be assessed from
experience. However, it should not be taken as less than 20 per cent greater
than the distance obt<lined from fig. 7 of Sect 5. '
The landing distance required on snow with the skis down will depend upon the
'type of surface and its condition and must be assessed from experience. Howev"r,

. Page 8 of 9 Issue 2
BN Supp 25 to FM/7
it is unlikely to be less than 25 per cent greater than that given by fig. 14 of Sect
5, and when approachil\g at the higher speeds recommended for altitudes above
6000 ft (see normal operating procedures) will be even longer.
Performance under VFR conditions
If the aircraft is operated in VFR conditions and approved for operation under the
limitations of supplement No. 22 to Sect 7 of FM/7, the VFR maximum take-off
and landing weight chart, fig. 1 of supplement 22, may be used, but must be cor-
rected for the performance loss due to the skis by either using an airfield altitude
of 3500 ft greater than the actual altitude at the same ISA temperature or red-
ucing the weight obtained by 700 lb.
Note ...
The 700 Ib reduction is only applicable if the weight given by
the graph is equal to or less than the maximum all up weight.
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Issue 2 Page 9 of 9.
BN Supp 26 to F:lI 7
ADVISORY INFORMATION AND PERFORMANCE

RELATING TO OPERATIONS ON GRASS SURFACED RUNWAYS
INTRODUCTION
This supplement contains information relating to operations on grass surfaced run-

ways. The distance increases, given in this supplement, to the take-off distance
required and landing distance required (as scheduled in Section 5 of this manual)
are supplied as advisory information based on the best information currently
available. The grass runway performance of this supplement supersedes the more
c-onservative factors quoted in Section 5 of this manual which apply only to short
dry grass on a firm subsoil.
Take-Off Distance Required
a) Establish the Take-Off Distance Required for a hard, dry surface from
fig. 7 of Section 5 of this manual, for the appropriate conditions. Then
locate this distance on the vertical scale of fig. 1 of this supplement and
read this across until it intercepts 'the line applicable to the type of grass
a
2 surface. The distance shown by the horizontal scale at this point of inter-',',
<l: section, is the take-off distance required for the appropriate grass runway .
...J
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2
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;?; b) The take-off safety speed (and rotation speed) variation with aircraft
a weight, given in Section 5, does not change for grass runway operation.
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Landing Distance Required
a:
a.
Establish the Landing Distance Required for a hard, dry surface from fig. 14 of
Section 5 of this manual, for the appropriate conditions; then:-
a) For operation on a dry grass runway, increase the hard dry surface dis-
tance by 10 per cent, 01':-
Issue 1 Page 1 of 3
BN Supp 26 to FM/7
b) For operation on a wet grass runway, increase the hard dry surface dis-
tance by 30 per cent.
Note...
For some airfields, where the grass surface retains its hardness when
wet, or iithe surface becomes particularly slippery for any other reason,
this factor should be increased to 50 per cent. If doubt exists, take the
50 per cent factor.
c) The Landing Approach Speed Variation with Aircraft Weight, given in

Section 5 does not change for grass runway operation.
EFFECTOF RUNWAY SURFACE DIFFERENCEON TAKE-OFF DISTANCE

TO 50 FT (INCLUDING THE BCAR SECTION K FACTOR OF 1·25)
2000
<500
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1000 o
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500 r
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o 500 1000 1500 2000 3000 3500
FEET
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TAKE-OFF DISTANCE REQUIRED FOR DIFFERING RUNWAY SURFACE
CONDITIONS (INCLUDING BCAR SECTION K 1·25 FACTOR)
Section 7 Fig 1 15th August 1975
Page 2 of 2 Issue 1
BN Supp 28 to FM/7
INFORMATION, LIMITATIONS AND PROCEDURES FOR THE

OPERATION OF ISLANDER AIRCRAFT FITTED WITH
AIR CONDITIONING TO MODIFICATION NB/M/817
INTRODUCTION
Tbis supplement gives details of an optional air conditioning system wbicb can
be fitted to Islander aircraft designated BN-2A-6, BN-2A-8. and BN-2A-26
and aircraft fitted witb wing tip fuel tanks models BN-2A-1. BN-2A-7, 'BN-2A-
9, and BN-2A-27. Tbe system is based upon an engine - driven clutcb-operated
compressor mounted on tbe port engine wbicb circulates Freon 12 tbrougb a sy-
stem of beat excbangers and evaporators to provide cool air for tbe cabin inter-
ior. For aircraft fitted witb wing tip fuel tanks reference must also be made to
tbe relevant fligbt manmil supplement.
LIMITATIONS
Unless superseded by any of tbe following limitations in tbis supplement, tbe no-
rmal limitations set out in Section 2 of tbe fligbt manual remain applicable.
Operational Conditions
o For aircraft witb Modi fication No. NB/M/817 (air conditioning) installed. oper-
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ations are permitted at temperatures up to ISA + 26 deg C. Fligbt in forec-
(9 ast ic,ing conditions is not permitted.
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Use of Air Conditioning
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2. Tbe air conditioning system must be selected "OFF" during tbe following :-
Take -off and initial climb

Approacb and landing
20tb November 1975 Section 7

Issue 2 Page 1 of 4
BN Supp 28 to FM/7
1. In the event of either engine failing at any time, air conditioning must be
select'od OFF.
2. In the ,went of generator failure of either engine, air conditioning must be
selected OFF.
3. In the ev,;mt of the air conditioning low pressure warning light illuminating
at any t me, effect the following.
a) Illuminate the 'NO SMOKING' signs

b) Switch the selector, to 'FANS ONLY' position to give cabin
air circulat ion
c) Open flight compartment D. V. panel to increase ventilation.
After a period of 5 mins this window may be closed at the pilots
discretion
Before Starting
a) Battery Master Switch ON
b) "Fan only" Selector ON
c) Establish fans running by:- "1l
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i) Audible identification Z
il) Flow of pjr from cabin duct outlets rrl
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Starting Procedure z
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Air conditioning OFF Z
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Pre Take-off checks »
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Air conditioning OFF, o
After take-off and initial climb
When above 1500 ft
Air conditioning ON (as required)
.(
Page 2 of 4 Issue 2
BN Supp 28 to FM/7
Note ..•
The best gradient speed is 70 knots (81 mph) IAS
Airfield Appr.Jach
Procedures and checks

Air conditioning OFF
Post Landing checks
Air conditioning ON 'as required)
Checks after stopping
Air conditioning OFF
PERFORMANCE
When fitted with air conditioning, there are certain performance reductions of
the aeroplane in respect of the information contained in Section 5 of the flight
manual. The following data is applicable with the air conditioning selected
"OFF". For aircraft fitted with wing tip fuel tanks the associated improvement
in performance as given in the relevant flight manual supplement may be used.
o Fig 6 Maximum take-off and landing weight for altitude and temperat-
z ure-obtain the weight from the graph by using Rn altitude of 200
~
...J ft greater than the actual airfield altitude .
CJ
Z Fig 7 Take-off distance required - no change.
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~ Fig 8 Net take-off flight path example - no change.
o
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f-
Z 10 per cent. From the take-off safety speed increase airspeed
a: .to 70 knots (81 mph J
0..
Fig 10 Net take-off flight path 2 - second segment - decrease gradient
by O. 1 per cent gradient. Increase airspeed to 70 knots (81 mph)
IAS.
Fig 11 Net take-off flight path 3 - third segment - decrease gradient by
Q. 1 per cent gradient. Increase airspeed to 70 knots (81 mph )
IAS.

Issue 2 Page 3 of 4
BN Supp 28 to FM/7
Fig 12 En route performance ceiling and gross rate-of-climb - two

engines operating. Increase airspeed to 70 knots (81 mph) rAS.
Fig 13 En route net gradient of climb - one engine inoperative - reduce
gradient by' 0.1 per cent gradient. Increase airspeed to 70 knots
(81 mph) IAS.
Fig 14 Landing distance required - no change.
Fig 15 En route climb - one engine inoperative. Increase airspeed to 70

knots (81 mph) IAS.
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Page 4 of4 1ssue 2
BN Supp 29 to FM/7
LIMITATIONS, INFORMATION AND PROCEDURES

FOR OPERATION OF A BN-2A-8 OR BN-2A-26
ISLANDER WITH THE WATER BOMBER MODIFICATION
NB/M/852 INSTALLED
INTRODUCTION
Modification NB/M/852 incorporated in either a BN-2A-8 or BN-2A-26, intro-

duces 4 internally mounted fuselage tanks with a total capacity of 800litres(176
Imp Gal. ). The tanks are mounted in line longitudinally and linked into two
tank groups: Tank group 1 comprises the forward and aft tanks and Tank group
2the middle two tanks. Filling of the water tanks is accomplished by use of a
single large diameter filler which is connected to all four tanks. Access to the
filler is gained through the port rear baggage door. An overflow is connected to
the inlet neck of the front tank which provides the double function of straight
overflow and indication that all tanks are full (due to the common interconnected
filling system). There is no other visual method of ensuring all tanks are full
and partial filling of the water tanks is not permitted. Drainage facilities in the
fuselage floor allow any accidental spillages or leaks to escape. Each tank has
a large jettison door which proj ects through the underside of the fuselage and all
doors are hinged alo):lgtheir port sides. After jettison, the doors are support~d
o close to the underside of the fuselage by bungee cords. From the closed, hori-
z
<{ zontal, position the doors swing through 135 deg. to 150 deg. to the open posit-
-J
<.'J ion. The options on water jettison are either jettison Tank group 1 (followed by
Z
w Tank group.2 as required) or jettison all tanks simultaneously. Jettison selec-
~ tion is made by a lever situated on the pilot's right hand side just aft of the thr-
o ottle box. A secondary lever determines whether initial jettison is total, or
w Tank group 1 only. It is not possible to select jettison of Tank group 2 prior to
I-
Z jettison of'Tank group 1.
a:
Cl.
Notes ...
1) :rhe dropping of items from 'lircraft may contravene the Air
:Navigation Orders. Therefore, the advice and/or permis-
sion of the Civil Aviation Authority should be obtained.
2) The satisfactory operation and safety of the airc'raft when

flying at low height above vegetation fires has not been proven
Issue 2 Page 1 of 5
BN Sllpplement 29 to FM/7
and no special means are provided to safegllard against the
flame, sparks, dense smoke and extraordinary tllrbllience
which may be so encountered.
LIMITATIONS
Unless sllperseded by any of the following special limitations imposed by this
sllpplement, the normal operating limitations in Section 2 of this Flight Manllal
remain applicable.
Use of aeroplane
With this modification installed the aeroplane shall not be llsed for the purpose of
pllblic transport.
Rllnway surface
The aircraft mllst only be operated on the prepared rllnways and taxiways to enSllre
adeqllate grollnd clearance of the jettison doors and their operating mechanism.
Water tanks
No liqUid other than fresh water may be carried. The aircraft may only be flown
with the water tanks in the following conditions:-
(a) All tanks empty
(b) All tanks fllll
(c) Tank grollp 1 empty, Tank group 2 full (this must only be achieved
"1J
by filling all tanks and jettisoning Tank grollp 1 on the grollnd JJ
before take-off). Z
nj
Under no circumstances mllst the aircraft be flown with partially filled tanks. o
The water tanks must only be filled immediately prior to flight. Once full the Z
aeroplane should be flown within one hour, or the tanks check-filled to prOdllCe m
Z
overflow. This is to avoid the possibility of taking off with one tank partially (or G)
r
completely) empty due to llnobserved leakage, with the resultant effect of theC.G »
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being outside the normal envelope. o
Water jettison ,
The approved speed range and configuration for water jettisoning is from 65 kt to
100 kt IAS with flaps in the TO position (25 deg). Water jettisoning has not been
demonstrated outside this speed range or in other flap settings.
Water may only be jettisoned by either selecting Tank grollp 1 followed by Tank
Section 7 13th JlI1le 1977
Page. 2 of 5 Issue 2
BN Supp 29 to FM'j7
group 2 (when, required) 'or by jettisoning both groups simultaneously.
Placard
The following placard is fitted in the roof on the LH side,justat't of the flap speed
limitations label:-
The water tanks must be filled, or check-filled to produce overflow"

within 1 hour before flight.
The approved speed range and configuration for water jettison is 65

to 100 kt IAS with flaps in TO position (25 deg).
It should be appreciated that the aeroplane's climb performance can be improv-

ed, particularly in 'an engine-failed condition, by jettisoning contents of water
tanks.
o Ground
z The water, tanks are filled via the common filler pipe to which there is access
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Cl through the port rear baggage door. "All tanks full" is indicated by water ,unn-
Z ing from the overflow pipe situated between the port rear cabin door and the bag-
w
,gage bay door.
~
Q Air
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Z Flight handling characteristics are unchanged and the procedures are those given
a::
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in the main body of this flight manual.
The only effect on the aircraft when water is jettisoned (within the approved speed
range and configuration) is a small change in longitudinal trim.

I'ssue 2 Page 3 of 5
(
BN Supp 29 to FM/7
PERFORMANCE
General
There is a reduction in the aircraft performance level when this modification is
embodied. Amendments to the performance of Section 5 of this Flight Manual
are given below. These amendments apply with the jettison doors open or clos-
ed.
Fig. 6 Maximum Take-off and Landing Weight for Altitude and

Temperature - obtain the weight from the graph by using an
altitude 2,500 ft greater than the actual airfield altitude.
Fig. 7 Take-off Run and Take-off Distance Required - Increase by
10 per cent.
Fig. 9 Net Take-off Flight Path 1 - First Segment - Assume an airfield
altitude 1,200 ft greater than actual.
(
Fig. 10 Net-Take-off Flight Path II - Second Segment - Assume an airfield
altitude 1,200 ft greater than actual.
Fig. 11 Net Take-off Flight Path III - Third Segment - Reduce by a gradient
of 1. 0 per cent.
Fig. 12 En Route Performance Ceiling and Gross Rate of Climb - Two
engines - Reduce by 65 ft/min.
"U
Fig. 13 En Route Net Gradient of Climb - One 'engine - Reduce by a gradient Jl
Z
of 1. 0 per cent. -i
m
Fig. 14. Landing Distance Required - No change. o
Z
Fig. 15 En Route Climb - One engine - Reduce by 65 ft/min. m
Z
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Note•.• r
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For flight planning purposes, the loss in cruise speed in this Z
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configuration may be assumed to be 9 kt.
WEIGHT AND BALANCE
The weight penalty, due -to tank and jettison system. installation, is 260 lb with a
Moment change of +8 ,083 lb. in.
Section 7 13th Jillle 1977
. , ,Pag~'4 of 5 Issue 2
BN Supp 29 to FM/7
A total water load of 800 litres has a weight of 1,760 lb and a Moment change of
+51,608 lb. in when loading. *
Individual Tank Groups

Considering Tank group 1 (Tanks 1 and 4):-
Weight = 860lb
Moment change = +24,833 lb. in when loading*
Considering Tank group 2 (Tanks 2 and 3):-
Welght = 900 lb
Moment change = +26,775 lb. in when loading*
* Change signs when considering discharge cases.
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Issue 2 Page 5 of 5
BN Supp 31 to FM/7
SUPPLEMENT 31 TO SECTION 7
LIMITATIONS, PROCEDURES AND INFORMATION RELATING

TO FLIGHT WITH A PARACHUTISTS STEP AND HANDRAIL
INSTALLED (MOD No NB/M/567) WITH OR WITHOUT THE
PORT REAR CABIN DOOR FITTED
INTRODUCTTON
This supplement is applicable to Islander Models BN-2A, BN-2A-6, BN-2A-8 and

BN-2A-26, with a Parachutists Step and Handrail fitted to Modification NB/M/567 ,
and covers flight both with and without the port rear cabin door. The limitations
and procedures which are set out in the following paragraphs give concise instruc-
tions for proper operation of such aeroplanes in these circumstances. Pilots of
British registered aircraft are reminded that the Air Navigation Ord81 prohibits
the dropping of articles, animals and persons from ai rcraft in flight. A dispens-
ation against Article 38 of the Order must therefore be obtained for any dropping
operations, including parachuting, from this airc~·aft.
LIMIT ATIONS

supplement, the normal limitations stated in Section 2 of this flight manual remain
applicable.
o
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<{ Revised Minimum Control Speed (VMC) with external parts of Mod. No. NB/M/
...J
t9 .567 fi tted
Z
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The MiniIllu'n Control Speed is amended to 43 knots and is placarded:
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WITH PARA STEP FITTED - MINIMUM CONTROL SPEED 43 KNOTS
I-
Z Smoking
a:
Q.
Smoking is prohibited whenever the aeroplane is flown with a cabin door removed.
Use of Aeroplane
The aeroplane may be used for the purposes of parachute jumping, supplies drop-
ping and aerial photography when any (or all) of the passenge, seats have been
removed from the 5th, 4th, 3rd or 2nd Pas::;enger Seat Rows - in that order -
provided that the undermentioned conditions are satisfied:-
11th September 1975 Section 7
Issue 1 Page 1 of 3
BN Supp 31 to FM/7
1. No passengers other than parachutists and persons performing duties
in the aircraft in connection with the flight shall be carried.
2. Seats need not be installed for parachutists but, unless the dropping
zone is in the immediate vicinity of the aerodrome of take-off, each
parachutist must be provided with an approved means of restraint.
3. All loose articles must be secured or removed before take-off.
4. When parachutists are using the exterior step, manoeuvres shall not
exceed i 1. 0 g from steady flight conditions.
Maximum Speed
1. The maximum permissible speed, with the port rear cabin door removed is
130 kt (150 mph) IAS.
2. The maximum speed at which a parachutist may use the exterior step and
handrail is 80 kt IAS.
Door warning lights
The pilot's door warning system will function normally when the port rear cabin
door is removed but the passenger door warning lamp will remain illuminated
when power is available at the bus bar , whether the starboard door of the cabin is
properly locked or not. It is essential for the pilot of the aeroplane to note this
fact and satisfy himself, at all ti mes, that that starboard door is correctly locked.
Cabin proced'ure during flight - with the port rear cabin door removed
"
JJ
Z
~
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Safety harness/restraint provisions where applicable must not be released in con- o
ditions of turbulence, except when preparatory to evacuation of the aircraft. Any
Z
person (other than a parachutist) who is required to approach the rear port cloor m
aperture during flight, in connection with the dropping of persons or articles, Z
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mustbe suitably secured by a safety line or harness which has received the approval r
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of the appropriate airworthiness authority. Z
o
PERFORMANCE
Fig 6 Maximum Take-Off and Landing Weight for Altitude and Temperature
- obtain the weight from the graph either by using an airfield altitude
of 3,500 ft greater than the actual airfield altitude at the same ISA
temperature, or decrease the weight by 700 lb.
Section 7 11th September 1975

Page 2 of 3 Issue 1
BN Supp 31 to FM/7
Note ...
The 700 Ib r",duction is only applicable if the weight given by t-w
grap), is less than the maximl1l11,all up weight.
Fig 7 Take-Off Run and Take-Off Distance Required - increasc by 10 pel'
cent.
Fig 9 Net Take-Off Flight Path 1 - First Segment - incrcase the hori?'ontai
Jistancc required by 750 ft.
Fig 10 Net Take-Off Flight Path 2 - Second Segment - reduce by a gradient
of 1. 5 pcr cent.
Fig 11 Net Take-Off Flight Path 3 - Third Segment - reducc by a graclicnl
of 1. 5 per cen t.
Fig 12 En-route Performance Ceiling and Gross Hate of Climb - 2 engines
operating - reduce by 100 ft per minute.
Fig 13 En-route Net Gradi- 'It of Climb - 1 F-ngine Inoperative - reduce by a
gradient of climb of 1. 5 per cent.
Fig 14 Landing Distance Requi red - no change.
Fig 15 En-route Climb -1 Engine Inoperative - reduce by 100 ftperminule.
Note ...
o For flight planning purposes the loss in cruising speed may be ass-
z
~ umed to be 15knots IAS with the port rear door removed and 10 knots
..J
Cl IAS with the port rear door fitted.
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Issue 1 Page 3 of 3
BN Supp 33 to FM/7
ADDITIONAL LANDING PERFORMANCE DATA-
MEASURED FROM 30 FT SCREEN HEIGHT
The landing distance required as shown in fig. 14 of. Section 5 of this Flight Man-
ual is based upon the distance to stop, meas ured from a screen height of 50 ft .
When the competent authority has agreed that the aerodrome environment is
such as to allow compliance with the relevant landing distance regulations from
a screen height of 30 ft, the following data may be used for that aerodrome pro-
vided that the altitude and the expected air temperature at the aerodrome do not
exceed 4000 ft and ISA + 20 deg C respectively:-
The new landing distance required is calculated

by multiplying the distance obtained from fig. 14'
by O. 85.
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Issue 1 Page 1 of 1
BN Supp 34 to FM/7

RELATING TO A COLLINS AP. 107 AUTOPILOT
INSTALLATIONTO MODIFICATIONNB/M/911
INTRODUCTION
The Collins AP.107 Autopilot installation in an Islander aircraft consists ofthree

servo motors, one each to operate the aileron, elevator and elevator trim flight
controls. The servos are controlled by a Computor /Control. Pitch and roll inf-
ormation is supplied by the Horizon Gyro, direction information from the compass
system and/or the aircraft radio installation and altitude information from an
Altitude Hold Unit.
The Computor Control unit (and optional Pitch/Turn Control, when fitted) is loc-
ated on the main instrument panel. The Magnesyn Compass system is replaced
by a Collins MCS. 107, or equivalent Compass System. Just above and to tpe left
of the pilot's head is located the Trim-.in-Motion audio warning horn which canbe
heard when wearing a headset.
A Control Wheel Steering push-button is fitted on the right-hand forward side of
the control wheel and an autopilot disengage push-button on the left. An Autopilot
Master Switch is located on the main instrument panel.
a Coupled approaches are authorised, provided the appropriate .Approved radio
~ equipment is fitted .
.J
~ LIMITATIONS
w
The autopilot must be OFF during take-off and landing.

2. The minimum height for autopilot controlled flights (other than coupled
ILS approaches) is 1,000 feet above terrain. The minimum height for
autopilot controlled flight during coupled ILS approaches is 200 ft above
the runway threshold elevation.
3. With flaps UP the autopilot must not be used outside the speed range of
65 knots IAS to VNO.
4. During coupled ILS approaches the approach speed must not be less than
65 knots IAS or greater than 100 knots IAS with flaps in the T. O. position
and not less than 65 knots IAS or greater than VNO with flaps UP.
Issue 3 Page 10f 8

BN Supp 34 to FM/7
EMERGENCYOPERATING PROCEDURES
1. In the event of autopilot malfllUction. disengage by pushing the disengage
button on the control column. The master switch should also be selected
OFF. The autopilot can be overpowered at any time without damage to
the aeroplane or components.
2. In the event of navigation signal malfunction, disengage the navigation/
steering portion of the autopilot.
3. In the event of an engine failure the autopilot must be disengaged.
4. In the unlikely event of the Trim-in-Motion warning sounding as a
continuous note a trim malfunction is indicated; the autopilot must
be disengaged and the out of trim force upon disengagement be held
by the pilot before retrimming.
ilESCRIPTION
When autopilot is engaged and no modes are selected on the Computor/Control, the
autopilot accepts pitch and roll rate commands either from the Control Wheel
Steering (C.W. S. ) or (when fitted) from the pitch/turn control knobs on the pitch/
trim control.
The pitch control is used to command a pitch rate that is proportional to knob
displacement. Rotating the control towards UP produces a pitch-up command.
Rotating the control towards DN produces a pitch-down cOmmand. The pitch control
is spring-loaded to a centre detent and causes the autopilot to maintain the aero- jJ
plane pitch attitude at the time the control is returned to the detent. Rotating the
pitch control causes a selected vertical mode on the computor/control to release, ~
o
giVing pitch hold mode.
Z
Pitch trim is automatic. It is applied after a delay of two seconds to avoid un- m
Z
necessary trim operation during short term pitch disturbances. Pitch trim is Gl
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normally applied at one second intervals. The Trim-in-Motion annunciators, both >
audible and visual,wiU operate in synchronism with the pitch trim servo. Z
o
The R/L turn control is used to command a roll rate when the autopilot is engaged.
The control is spring-loaded to!l centre detent. At ti).etime the control is retur~ed
to detent, the autopilot maintains the bank angle. If the turn control is rotated
when the autopilot is engaged with a lateral mode selected (except APPR mode),'
then the selected lateral mode will disengage.
Pa,ge 2 of 8 Issue 3
BN Supp 34 to FM/7
Annunciators
The annunciators give an indication of the status of the flight control system when
the autopilot is engaged. Annunciators located on the Computor/Control are:-
ENGAGE Green triangle lights whenever the Autopilot is engaged
DISENGAGE Amber triangle lights whenever the Autopilot is disengaged
TRIM-UP Autopilot is commanding trim-up
TRIM-DN Autopilot is commanding trim-down
HDG Heading mode selected
NAV Navigation mode selected
APPR Approach (front-course) mode selected
ALT Altitude hold mode selected
B/C Back course approach mode selected
In addition Trim-in-Motion audible tone is provided by a horn located above and

to the left of the pilot's head.
The Glideslope Arm and Glideslope Capture annunciators are located on the upper
part of the main instrument panel.
c Disengagement
z
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The autopilot can be disengaged by :-
Cl
Z 1. Depressing the autopilot disengage button on the forward left-hand side of
w
the control column.
~
C 2. Selecting DIS on the ENG/DIS swibch.
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~ 3. Switching the master switch. OFF.
Z
a: The autopilot automatically disengages when the autopilot power fails.
a..
MODES OF OPERATION
Heading
When HDG Is selected on the Computor/Control and the autopilot is engaged, the
autopilot manoeuvres the aeroplane to turn to and then maintain the heading set on
the compass with the HDGmarker. To complete a turn of more than 135 degrees.

Issue 3 Page 3 of 8
BN Supp 34 to FM/7
it is advised to set the HDGmarker approximately 135 degrees in the direction

of the desired turn and after completing about 120 degrees of the turn re-select
as req uired.
Navigation
To capture VOR radial or localizer course perform the following :-
1. Select the desired VOR radial or localizer course on the VOR/ILS Nav inst-
rument.
2. Adjust HDG knob on compass system to place the heading marker to the
VOR radial or localizer course. (If HDG mode selected aircraft will com-
mence turn).
3. Select NAVmode on theComputor/Control. (If HDGwas previously seiected
it wlll be automatically cancelled). At this time the autopilot commands the
aeroplane to turn to a fixed 45 degree intercept angle for the selected VOR
radial or localizer course. The autopilot then turns the aeroplane and tracks
the selected radio course with automatic cross wind correction. As the aer-
oplane approaches the VOR station select HDGmode to effect smooth sta-
tion passage. Reselect NAV mode after that station has been passed.
'1l
Jl
Back course
Z
In B/C mode, localizer capture is the siWle as in a front course approach. iT!
Glldesiope is inhibited during a back course approach.
o
z
Approach m
Z
G)
In APPR, localizer capture is the same as in NAVmode. The APPR mode also r-
provides glidesIope arm and capture. Glideslope captllre can be ,ac.co~p1ish~d ' »
z
from above (not recommended) or below the ,glideslope and is dependent on loca- o
llzer capture which mllSt occur first.
Vertical modes
In addition -to'the lateral modes there are two basIc modes. altitude 'hold and
pitch hold. Pitch ·hold is maintained when the autopi:lot-is engaged un:l_ altitucl$l
hold (ALT ) is selected.
(
'Page 11df 8 Issue 3

BN Supp 34 to FM/7
Control Wheel Steering

Pressing the CWS button disengages the autopilot servos from the control surf-
aces and disengages the ALT hold mode (if selected). Any other selected mode
will be retained and re-engaged on release of the button.
Note. "
The CWS facility is disabled when the APPR mode is selected
and the glides lope is captured.
PRE-FLIGHT CHECKS
To supply adequate electric and vacuum power, run at least one engine; turn on
autopilot master switch and check that the vertical gyro is erected, .and that the
gyro-stabilized magnetic compass is slaved. Set the heading marker under the
lubber line and press the HDG button of the mode selector.
Note...
The pressure of airflow that normally opposes movement of control
surfaces is absent during any pre-flight check. It is possible to get
a hardover control surface deflection if an autopilot command is
allowed to remain active for any appreciable time. If it is desired
to check operation of the pitch/turn control knobs, move them only
as required to check control operation, and allow them to return to
o the centre position.
z
«
..J 1. Engage the autopilot. Check that the controls resist movement. Adjust the
t!l
Z HDG knob to move the heading marker 10 degrees right, then 10 degrees left.
w
The control wheel should move right and left respectively.
~
o 2. Pull back on the control column and hold. After a few seconds tlte TRIM DN
w annunciator on the Computor/Control should light and flash andtheTrim-in-
I-
~ Motion warning horn sound.
II:
a. 3. Press the AP disengage button on the control column. Observe that the aut-
opilot disengages and that the flight controls operate free ly.
Issue 3 Page 5 of 8
BN Supp 34 to FM/7
4. Engage the autopilot. Tune the navigation receiver to a VOR station. Set
VOR radial to centre the lateral deviation bar and obtain a TO indication.
Engage the autopilot and select NAVmode. Set VOR radials 10 degreea
right, then left. The control wheel should move right and left respectively.
Note...
Ensure that on completion of autopilot pre-flight checks the
elevator trim is returned to the appropriate take-off setting.
FLIGHT
The autopilot Master Switch must be OFF for take-off and landing and must not
be switched on below 1,000 feet, other than for coupled approaches. After take -
off with the climb profile established and a height in excess of 1,000 feet engage
the autopilot. The aeroplane may now be controlled either by the CWSfacility or,
by th'e pitch/turn control. Alternatively, the desired heading may 'le selected with
the heading marker on the compass and selecting HDG. Heading changes as req-
uired may'be made by moving the heading marker on the compass. Just before
cruise altitude, reduce the vertical speed to approximately 500 feet per minute.
When the cruise altitude is reached, press the ALT button. The autopilot will
maintain this altitude.
VOR Operation
To establish the aeroplane on a desired VOR radial:- ;B
Z
1. Tune the navigation receiver to the desired VOR station. ;;l
o
2. Set the HDGmarker on the compass to the desired VORradial. Select
Z
the VOR radial on the VOR/ILS indicator. m
Z
3. Press the NAV mode button on the Computor/Control; and the flight Gl
r
control system will manoeuvre the aeroplane to fly a fixed 45 degree :l>
intercept angle to the VOR radial. For optimum operation, plan the Z
o
VOR capture at angles of less than 90 degrees to the desired radial.
After capture of the selected VOR radial, the system provides automatic cross-
wind correction for 'proper tracking of the radial. As the aeroplane approaches
the VOR station select HDGmode to effect smooth station passage. After the
station is passed (TO-FR indicator changes), re-select NAV mode. The system
will track outbound and provide automatic crosswind correction. (
Page 6 of 8 Issue 3
BN Supp 34 to FM/7
Outbound course changes can be commanded when passing over the VOR station
by selecting the new outbound radial while the system is in HDG mode (during
station passage). This procedure may be used to make a 'lOR approach down to
1,000 feet above the local terrain.
Coupled Approaches
The localizer and glides lope are captured automatically on an ILS front-eourse
approach. The localizer must be captured before glides lope capture can occur.
The localizer is always captured from a fixed intercept angle as described in
VOR operation, but theglideslope maybe captured from anyoftheverticalmodes.
If it is desired to use 25 deg. of flap (T. 0.) for the approach this may be selected
either before intercepting the glides lope or when established on the . glides lope.
A coupled ILS approach may be continued down to 200 ft. above the runway
threshold elevation. Perform a front-course approach as foHows.
1. To intercept the localizer, tune the navigation receiver to the ILS
frequency. Maintain flight towards the localizer course using either
pitch/turn control, CWS or HDG. Any vertical mode selected may be
retained during localizer intercept.
Note...
Limit the localizer capture to 90 degrees or less.
o
z 2. The course card does not have to be set on the inbound course when
~
..J capturing a 'localizer. The course card may be set to the inbound
Cl
Z course to provide a course reference.
w
~ 3. Set the HDG marker on the compass to tile published inbound course.
o
w 4. Select APPR on the Computor/Control to capture the localizer.
t-
?; 5. The flight control system manoeuvres the aeroplane to a fixed 45
a:
Q. degree intercept angle to the localizer course.
6. Once established on the localizer, glides lope arm and capture is
automatic and indicated. Any vertical modes' se lected on 'the
Computor/Control are automatically disengaged when glides lope
capture occurs. As the centre of the glides lope is approached,
the glides lope pointer on the course selector indicator moves
down if capturing from above.
Issue 3 Page 7 of 8
Supp 34 to FM/7
Back-Course Approach
The localizer is captured automatically as in front-course approach. The glide-
slope circuits are automatically disengaged during back-course approach. An
autopilot B/C approach may be continued down to 1000 ft. Perform back-course
approach as follows:-
1. To intercept the localizer for back-course approach,tune the navigation
receiver to the localizer frequency. Any vertical modes may be selected
dUring localizer intercept.
2. Maintain flight towards localizer course UBingthe pitch/turn control
CWSor HDG mode. Set the HDGmarker to the inbound front local-
izer course.
3. Select B/C mode on the Computor/Control. A fixed 45 degree intercept
will be commanded and as the localizer is approached, a smooth co-
ordinated turn and roll out will be ma<;leto track the localizer.
4. Use the pitch knob on the pitch/turn control or CWSto establish and
maintain the desired rate of descent. Any vertical mode selected will
automatically be cance lled.
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Section 7 25th September 1-979

Issue 3
Page 8 of 8
BN Supp 35 to FM/7
SUPPLEMENT 35 TO SECTION 7
INFORMATION APPLICABLE TO THE OPERATION OF

ISLANDERS WITH MODIFICATION NB/M/877-
RADOME NOSE CONE - INSTALLED
INTRODUCTION
Modification NB/M/877 introduces a radome nose cone to Islander aircraft. The

change in aerodynamic shape, including an increase in the projection of the air-
craft nose forward, results in a loss of performance which is detailed by this
Supplement. This supplement is applicable only to Islander aircraft equipped
with wing tip fuel tanks to modification NB/M/364 which aircraft mayor may not
also embody de-icing systems to modifications NB/M/116 and NB/M/388. The
performance amendments published in the associated Supplements for these mod-
ifications (BN Supp 2 to FM/7 and BN Supp 17 to FM/17) are superseded by the
performance amendments specified in this supplement.
To avoid the possibility of confusion over the performance levels of aircraft
equipped with wing tip tanks (NB/M/364) only, or whig tip tanks (NB/M/364) and
de-icing systems (NB/M/116 and NB/M/388) this supplement deals with both
standards of performance of aircraft so equipped.
BN Supp 17 must be embodied in the flight manual, together with BN Supp 2 when
applicable, and must be read in conj unction with this supplement except in the
context of performance amendments
o
z There are !YO changes to limitations, emergency operating procedures, or normal
«
...J operating procedures, as published in Sections 2,3,4 and BN Supplements 2 and
CJ
Z 17 to FM/7 resulting from the embodiment of this modification.
w
~ PERFORMANCE AMENDMENTS
o
w Configuration - Aircraft with Radome Nose Cone and Wing Tip Fuel Tanks
I-
Z
a: The performance improvements due to the installation of wing tip fuel tanks (Mod
a.
NB/M/364) as detailed in BN Supp. 17 to this manual must not be used. The per-
formance amendments specified below must be applied directly to the performance
in Section 5 of this manual.
Figure 6 Maximum take-off and landing weight for altitude and
temperature - obtain the weight from the graph by
using an altitude of 1000 ft. greater than the actual
airfield altitude.
2nd March 1978 Section 7
Issue 1 Page 1 of 3
Islender CAA approved Flight Manual
I"
BN Supp 35 to FM/7
Figure 7 Take-off run and take-off distance required - no change.

Figure 9 Net take-off flight path I - first segme~t - assume an
airfield altitude of 1000 ft. greater than actual.
Figure 10 Net take-off flight path II - second segment - assume
an airfield altitude of 1000 ft greater than actual.
Figure 11 Net take-off flight path III - third segment - reduce by a
gradient of O.5 per cent gradient.
Figure 12 En-route performance ceiling and gross rate of climb -
two engines - reduce by 30 ft. per minute.
Figure 13 En-route net gradient of climb - one engine - reduce
by a gradient of O. 5 per cent of gradient.
Figure 14 Landing distance required - no change.
Figure 15 En-route climb - one engine - reduce by 30 ft. per minute.
Configuration - Aircraft with Radome Nose Cone! Wing Tip Fuel Tanks
and De-icing Systems
For those aircraft additionally fitted with de-icing systems to Mod NB/M/116 and
NB/M/388 details of which are given in BN Supplement No. 2 to this manual the
following performance amendments apply instead of either those above! or those
published in BN Supp. 2 to this manual. The performance corrections given in
Supplement No.2 must not be used and! the performance amendments below must "U
be applied directly to the Performance in Section 5 of this manual. ;!!
Z
-I
Figure 6 Maximum take-off and landing weight for altitude and m
temperature - obtain the weight from the graph by
o
using an altitude of 1400 ft. greater than the actual Z
m
airfie ld altitude. Z
Gl
Figure 7 Take-off run and take-off distance required - no change. r
z
»
Figure 9 Net take-off flight path I - first segment - assume an o
airfield altitude of 1000 ft greater than actual.
Figure 10 Net take-off flight path II - second segment - assume an
airfield altitude of 1000 ft greater than actual. (
Figure 11 Net take-off flight path III - third segment - reduce by a
gradient of O.7 per gradient.
Section 7 2nd March 1978

Page 2 of 3 Issue 1
BN Supp 35 to FM/7
Figure 12 En-route performance ceiling and gross rate of

climb - two engines - reduce by 30 ft. per minute
Figure 13 En-route net gradient of climb - one engine -
reduce by a gradient of O.7 per cent gradient
Figure 14 Landing distance required - no change
Figure 15 En-route climb - one engine-reduced by 45 ft. per
minute
Note ...
For flight in light icing conditions, the cruise speed loss stated in
BN Supp. 2 to this manual remains applicable i. e. with the de-icing
system functioning and an ice accretion of the order of 1 inch (25.4
millimetres) on the unprotected surfaces, a loss of approximately
20 knots (23 mph) must be expected.
a
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2nd March 1978 Section 7

Issue 1 Page 3 of 3
BN Supp 36 to FM/7
SUPPLEMENT NO 36 TO SECTION 7
INFORMATION, LIMITATIONS AND PROCEDURES ASSOCIATED

WITH THE INCORPORATION OF MODIFICATION NB/M/913
(REMOVABLE INWARD OPENING BAGGAGE BAY DOOR)
INTRODUCTION
Modification NB/M/913 Part 1 introduces an alternative Baggage Bay Door inst-

allation which allows the door to be removed from inside the aircraft for aerial
photography or other purposes. Use of the aircraft in these roles may affect the
certification status; refer to Types of Operation be low. The door is sec ured in
the aperture by a spigot at the rear and two shoot-bolts at the forward inside edge.
Part 2 of modification NB/M/913 provides for the baggage bay door to be rendered
boperative thus enabling the aircraft to be operated without change to its certifi-
cation status.
LIMITATIONS
Unless' superseded by any of the following limitations imposed by this supplement

the normal operating limitations of Section 2 of this manual remain applicable.
Placards
The following placards are to be fitted to the inside surface of baggage bay doors
o
Z modified in accordance with NB/M/913:-
<1:
...J
Cl
Z
w THIS DOOR MUST BE IN PLACE WHEN :-
~
(a) TAKING-OFF OR LANDING
o
w
I- (b) ONE ENGINE IS INOPERATIVE
Z
a:
0.
IN THE INTERESTS OF PERSONAL SAFETY OCCUPANTS ARE

ADVISED TO REMAIN PRONE AND FORWARD OF THIS DOOR-
OPENING AT ALL TIMES WHEN REMOVING OR REPLACING
THE DOOR, OR WORKING IN THE VICINITY OF THE OPENING

Issue 2 Page lof2
B ~I---l
BI\' Supp 36 to FM/7
Tvpes of Operation
a. To satisfy the requirements of Part 2 of NB/M/913 the two shoot-bolts
of the baggage bay door must be wire locked in the engaged position at
all times. In this condition there are no changes to the limitations of
the aircraft.
b. When the baggage bay door is required to be removed in flight, as
provided for by Part 1 of NB/M/913, the wirelocking of the two shoot-
bolts is to be removed. With the aircraft in this condition, only those
people essential to the flight are to be carried and the aircraft shall not
be flown for purposes other than Aerial Work and/or demonstration
of the removable baggage bay door installation.
c. When the baggage bay door is removed in flight any persons approaching
or working in the vicinity of the opening, must wear an appropriately
approved safety harness, unless a photographers couch is fitted in acc-
ordance with Modification NB/M/936. This harness can be attached to
the two lugs provided for baggage screen fixing in the aircraft roof.

In the event of an engine failure in flight with the baggage bay door removed the
door must be replaced as soon as possible.
NORl\IAL )PERATING PROCEDURES

-0
When removed in cruise flight conditions, the baggage bay door should be storec JJ
in the space forward of the door opening and retained by the elasticated straps Z
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provided. o
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Section 7 14th Jme 1978

Page 2 of 2 Issue 2
B hl---{
BN Supp 37 to FM/7
INFORMATION AND PROCEDUR,ES FOR THE OPERATION OF

ISLANDER AmCRAFT WITH MODIFICATION NB/M/866
PARTS '2 OR 4 INCORPORATED (PROPELLER
SYNCHRONIZER)
INTRODUCTION
Modification NB/M/866 introduces a Woodward Propeller Synchronizer system

for the Islander. Part 2 ofthe modification caters for non wide-deck engines (pre-
mod NB/M/746) and Part 4 caters for wide-deck engines (post-mod NB/MI.746).
TECHNICAL DETAIU'
The Woodward Propeller Synchronizer. when energized. automatically adj usts

the speed of each engine to identical rev /min provided that the rev /min of each
engine are within 50 rev/min of each other. The speedadjuEtment is accomplished
by varying the governor speeder-spring tension with an eLectric solenoid. The
solenoid is controlled by a small computer which, when the system is ON. receiveS
a signal from magnetic speed sensing devices in each governor. The computer
signals for a reauction in rev /min on the fast engine and an increase in rev /min
on the slow engine. Control of the system is effected by a single ON/OFF toggle
switch at the lower L. H. side of the main instrument panel. The synchronizer
o system will not have sufficient power to automatically synchronize the engines
z unless the pilot has manually selected the engine speeds within 50 rev /min of each
<{
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other. In the event of any failure of the synchronizer system. the propeller speed
Z control system is only affected in that propeller synchronization must be accomp-
w
lished manually (as for aircraft without this modification). There is no loss of
~
constant speed facility or normal R. P. M. control.
o
w
I-
Z EMERGENCY PROCEDURES
a:
Q.
Propeller Synchronizer Failure
If the synchronizer system fails, as indicated by the failure of the system to auto-
synchronize when both engine rev /min are within 50 rev /min of each other. select
the system OFF.
Engine Failure
Select the synchronizer- OFF in the event of an engine failure.
Issue 1 Page 1 of 2
BN Supp 37 to FM/7 (
NQRMAL OPERATING PROCEDURES
The propeller synchronizer system must be OFF for take-off but may be selected
ON at any time during normal flight after the en-route climb speed of 65 kt IAS
has been attained and the flaps are in the UP position. The system will only fun-
ction when the engine 'rev /min are within 50 rev /min of each other, as stated
earlier in this Supplement.
Airfield Approach - Procedure and Checks

During the pre-landing checks, select the propeller synchronizer system OFF.
~
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Section 7 1'Zth May 1978

Page 2 of 2' Issue 1
BN Supp 38 to FM/7
LIMITATIONS, INFORMATION AND PROCEDURES FOR OPERATION

OF BN-2A-1, BN-2A-7, BN-2A-9 AND BN-2A-27 ISLANDERS
WITH UNDERWING PYLONS AND PYLON-MOUNTED
FUEL TANKS TO BRITTEN-NORMAN MOD-
IFICATIONS NB/M/754, NB/M/755
AND NB/M/756 OR NB/M/941
INTRODUCTION
A series of design changes introduced by the above modifications ,permit the

above mentioned Islander models to be converted to a long-endurance role if so
desired. In the case of these aircraft, however, the relevant Supplement (BN
Supp 17 to FM/7) must also be incorporated in this Section and must be read in
conjunction with this supplement. The design changes brought into effectby Mod
NB/M/754 and NB/M/755 enable the carriage of four underwing stores pylons,
each of which may be equipped with a "hard carrier". (Provision has been made
for the pylons to accept electro-magnetic release units - EMRU's - instead of the
"hard carriers" but those units cannot be used with the underwing fuel tanks). Mod
NB/M/756 makes provision for, and introduces, two underwing fuel tanks on the
inboard pylons. Each of these tanks has a maximum capacity of 56 U. S. gallons.
As an alternative to these tanks, Mod NB/M/941 makes provision for and introduces
two improved underwing fuel tanks , of Pilatus Britten-Norman manufacture, each
a of which has a maximum capacity of 59.4 U.S.gallons.
2
~
..J LIMITATIONS
C)
2
w Unless superseded by any of the following special limitations imposed by this sup-
~ plement, the normal operating limitations stated in Section 2, and BN Supp 17 to
a
w Section 7, of this flight manual remain applicable.
I-
2 Use of aeroplane
a:
ll. When equipped with the detachable underwingfuel tanks as described in this supp-
lement, the aeroplane shall not be used for the purpose of public transport.
Fuel system configuration
No fuel shall be carried in the detachable underwing fuel tanks unless the duration
of the intended flight requires more fuel than the wing main and tip tanks can acc-
ommodate. Pursuant to this limitation, the following considerations apply before
5th October 1982 Section 7
Issue 2 Page 1 of 4
BN Supp 38 to FM/7
any take-off is attempted:-

a. Wing tip tanks must always be full.
b. The underwing fuel tanks must be either full or empty in
combination with a. and c.
c. Wing main tanks may be fuelled according to range/payload/
maximum weight considerations.
d. A placard on the main instrument panel warns that fuel
transfer must not proceed when more than 60 U. S. gallons are
indicated in each wing main tank.
Maximum duration of flight
For the purpose of flight planning it should be assumed that an engine will fail at
any point en route. The destination, whether alternative or intended, should be such
that the operating engine has sufficient oil to continue operation at maximum cont-
inuous power until a landing at that destination is made. It has been established
that the engine oil capacity is adequate for such long endurance flights provided that
a mean rate of oil consumption of not more than three quarter imp. pint per hour
per engine has been shown over the last five hour period.
In the event of an asymmetric condition of fuel, due to a system failure, the aircraft
remains fully controllable. In order to retain adequate control effectiveness, how-
ever, particularly in turbulence, it is recommended that an approach speed of 10 ~
kt above normal should be employed for landing. Z
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Z
Ground handling m
Z
When refuelling procedures involve filling the detachable underwing fuel tanks, these Gl
r
should be filled after refuelling the wing main tanks and tip tanks and by visual· »
z
reference. since no fuel contents indicators are installed. For tanks to modific- o
ation NB/M/756 standard; each tank, when full, contains 56 U. S. gallons, of which
55.5 U. S. gallons is usable fuel. For tanks to modification NB/M/941 standard;
each tank, when full, contains .59.4 U. S. gallons, of which 58.7 U. S. gallons is
usable fuel. Before starting the engines the operation of the twin pumps for each
detachable tank should be checked, by momentarily selecting the appropriate tra-
nsfer switch situated at the outer extremities of the windscreen centre console
Section 7 5th October 1982
Page 2 of 4 Issue 2
BN Supp 38 to FM/7
panel; a distinctly audible note is evidence of functioning.

Flight handling
Flight handling procedures are unchanged from the instructions already promul-
gated but the fuel management drill described in BN Supp 17 to this Section is
subject to amendment, as follows, when the detachable underwing tanks are in use
on the airc raft.
1. When the indicated contents of each main fuel tank have decreased
to 40 U. S. gallons, fuel may be transferred from the detachable
underwing tanks to the main tanks.
2. Monitor the main fuel contents indicators closely at all times when
flying with the fuel transfer pumps selected; it takes approximately
1 hour 40 minutes for the twin pumps of each tank to transfer the
usable fuel. If during the transfer process either of the main tanks
indicators registers more than 60 U.S gallons, switch off the app-
ropriate transfer pumps. Do not recommence fuel transfer until
the main tank contents indication drops to 40 U.S. gallons. Do not
leave the transfer pumps switched on when main tank contents ind-
icators register maximum capacity or the transferred fuel will be
discharged overboard through the tank vents.
3. When transfer of the underwing tank contents has been completed,
the transfer pumps should be switched off. Completion of fuel
transfer can be determined from the rate of change in main fuel
a tank contents.
~
C) PERFORMANCE
z
w
General
~
a
-w
Performance improvements due to the installation ofwing tip fuel tanks as detailed
I- in BN Supp 17 to this manual must not be used. The performance amendments
Z specified below embrace all modifications relevant to this supplement and should
II:
ll. be applied directly to the performance in Section 5 of this manual.
Effects on scheduled performance with detachable underwing tanks installed
Fig. 6 Maximum Take-off and Landing Weight for Altitude and Temperature -
Obtain the weight from the graph by using an altitude of 800 feet
greater than the actual airfield altitude
Fig. 7 Take-off Run and Take-off Distance Required - Increase by 100 ft.
-5thOctober 1982 Section 7

Issue 2 Page 3 of 4
BN Supp 38 to FM/7
Fig. 9 Net Take-off Flight Path 1 - First Segment - Increase by 20 per cent
Fig. 10 Net Take-off Flight Path 11 - Second Segment - Decrease by 1 per cent
gradient
Fig. 11 Net Take-off Flight Path 111 - Third Segment - Reduce by a gradient
of O. 3 per cent gradient
Fig. 12 En Route Performance Ceiling and Gross Rate of Climb - Two
Engines - Reduce by 80 ft/min
Fig. 13 En Route Net Gradient of Climb - One Engine - Reduce by a gradient
of O. 3 per cent gradient
Fig. 14 Landing Distance Required - No change
Fig. 15 En Route Gross Climb - One Engine - Reduce by 20 ft/min
Note ..•
For flight planning purposes the loss in cruising speed consequent
upon the installation of underwing fuel tanks may be assumed to
be :tpproximately 2 kt IAS.
WEIGHT AND BALANCE

The additional weight of fuel in the underwing detachable fuel tanks (when these are
in use) is taken at the same C of G as quoted in Section 6 (Table 3) of this manual
but the weights and moments will be extended as shown in the following table:-
ADDENDA TO TABLE OF LOAD WEIGHTS AND MOMENTS FOR jj
FUEL AND OIL z
nl
Weight Wing tank
o
Ib Station 161. 5 z
Moments are divided by 100
m
Z
(lb in. ) Gl
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850 '+ 229.5
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900 + 243.0 o
950 + 256.5
1000 + 270.0
1050 + 283.5
1100 + 297.0
1150 + 310.5
Section7 5th October 1982

Page 4 of 4 Issue 2
BN Supp 39 to FM/7
INFORMATION, LIMITATIONS AND PROCEDURES FOR ISLANDER

SERIES AEROPLANES EQUIPPED WITH AN OXYGEN SYSTEM
TO MODIFICATION NB/M/530
INTRODUCTION
A "continuous-flow" oxygen system, with up to 10 low-pressure supply outlets,
is introduced under this modification. One simple ON/OFF slide control and a
system pressure gauge are mounted, adjacently, on the right-hand side P.S.!.:.,
above the co-pilot's position. Installed on the right-hand side of the baggage
bay is a 115 ft3 storage cylinder, with integral regulator, to which is connected
the remote control cable from the slider control in the flight eompartment. A
high-pressure oxygen charging pipeline connects between the system pressure
gauge (in the flight compartment), the storage cylinder and a charging adapter,
just within, and to the rear of, the baggage bay door. To increase the duration
of the oxygen supply, some aeroplanes may have a suppiementary, smaller,
oxygen storage cylinder connected into the system via the regulator on the main
cylinder.
LIMIT ATIONS
In addition to the normal limitations given by Section 2 of this manual the follow-
ing additional limitations apply:
a
z 1. Smoking is prohibited at all times when oxygen cylinders are installed a,1d
<l: the NO SMOKING sign in the aircraft cabin roof must be selected ON for the
-l
(,')
Z
total duration of all flights where oxygen cylinders are carried.
UJ
?; 2. A placard mounted in the baggage compartment prohibits the use of the

compartment for the carriage of any baggage when oxygen cylinders are in-
a
UJ stalled.
f-
Z
a: NORMAL OPERATION
ll.
Ground
Check oxygen contents as indicated by supply pressure gauge. The system
should be recharged if this gauge reads less than 1000 Ib/in2•
20th October 1980 Section 7
Issue 1 Pagt' 1 of 2
,/
BN Supp 39 to FM/7
Fully charged the system will have a pressure indication as given in table 1
below:-
Table 1 Oxygen Charging Data
AMBIENT FILLING AMBIENT FILLING

TEMPERATURE PRESSURE TEMPERA TURE PRESSURE
(Deg. Celsius) lb/in2 (Gauge) (Deg. Celsius) lb/in2 (Gauge)
- 18 1600 + 22 1925
- 12 1650 + 26 1950
- 7 1675 + 33 2000 -
-2 1725 + 38 2050
+4 1775 + 43 2100
+ 10 1825 + 49 2150
+ 15 1875 + 55 2200
Example: If ambient temperature is 22 Deg. C, fill oxygen cylinder

to approximately 1925 lb/in2 (gauge) - as clo.S€ to this
pressure as the gauge may be read. Upon cooling, the
cylinder should have approximately 1800 lb/in2 (gaug!l)
pressure.
\J
::Il
Full instructions for charging are given in the aircraft Maintenance Manual Z
-1
(Pub. Ref. MM/1) Supplement 17 to Chapter 2.4. m
o
Z
Flight m
Z
The oxygen system is operated by moving the slider control knob to the ON Gl
r
position. A normally closed valve, in each outlet, will be opened when the hose p
Z
connector from the face mask is plugged in. After descent from altitudes at o
which oxygen has been used the pilot must ensure that the slider control knob is
returned to the fully OFF position and that all face masks have been disconnected
from the P.S. U. outlets. This ensures that the risk of oxygen leakage is min-
imised.
Section 7 20th October 1980
Page 2 of 2 Issue 1
Islander CAA apprOYed Flight Manual
BN Supp 40 to FM/7
INFORMATION, LIMITATIONS AND PROCEDURES FOR OPERATION

WITH EXTERNAL GRAB HANDLE TO MODIFICATION NB/M/1221 INCORPORATED
INTRODUCTION
This supplement is applicable to all BN-2A Series Islanders which may be

required to fly on parachuting duties without the port rear cabin door,
and with external grab handle fitted. The limitations and proceQures
which are set out in the following paragraphs give concis~ instructions
for proper operation of such aeroplanes in these circumstances. Pilots
are reminded that operations involving the dropping of personnel and/or
articles are subject to certain restrictions in the British Air
Navigation Legislation.
LIMITATIONS
Unless superseded by any of the following limitations imposed by this

supplement the normal operating limitations in Section 2 of this Flight
Manual remain applicable.
Use of Aircraft
1. When flying with the port rear door removed and external grab handle
fitted to Mod NB/M/1221 the aircraft must not be operated in the
Passenger Transport Category of certification.
2. If the aircraft is used in a parachute dropping role ths baggage bay

door must be closed and Locked, with an approved fairing installed
in front of the handle to prevent entrapment of lines and clothing.
3. The static line method for parachute deployment must not be used
unless Pilatus Britten-Norman Mod NB/M/489 is installed and the
pilot has satisfied himself that the static line length is such that
deployment bags clear the tail plane by at least 2 inches.
4. Pilots should be aware that transient and extended aft CG cases,

occasioned by "free-fall" mode parachuting, will cause lighter
control wheel forces per 'g' than those prevailing at the standard
aft CG position. (An aft extension to the normal CG envelope has
been proved acceptable to the CAA and, by virtue of the transient
nature of the extension, when the aircraft is flown for dropping
parachutists in "free-fall" mode the limit may be extended to 33.4
inches AOD (41.7 percent SMC).
18th December 1984 Section 7

Issue 1 Page 1 of 4
BN Supp 40 to FM/7
Pilots should be aware that, with a take-off CG further aft than

23.5 in AOD (29.4 percent SMC) it is possible to exceed the 33.4
inches AOD (41.7 percent SMC) limit, when the maximum number of
parachutists is carried and they move aft to their dropping
positions; either inside or outside the aircraft, i.e. 6 bodies in
the region of the rear door aperture and 3 bODies on the external
grab handle. It is therefore essential that the in-flight CG
position be checked before take-off, using the values of APS Weight
and CG in Section 6 of this manual, together with values from Table
1 of this Supplement, to ensure that the CG position does not exceed
the agreed extension of 33.4 inches (41.7 percent SMC) AOD.
5. Other than the flight crew, no passengers except parachutists shall

be carried. Any crew member (if seated away from the flight
compartment and not on an approved passenger seat) shall be provided
with a suitable safety harness or restraint, for use during take-off
and landing, to the satisfaction of the appropriate airworthiness
authority. This shall also apply to any parachutist carried, unless
the aeroplane is flying in the immediate vicinity of the airfield of
take-off. Likewise, despatchers must be secured by a similarly
approved safety harness when effecting their duties.
6. The total number of persons carried, including crew, shall not

exceed the number for which such safety harness/restraint provisions
have been made (except as otherwise excluded in condition 5 above)
but, in any case, shall not exceed ten.
Airspeed
With the port rear door of the cabin removed the maximum permissible
speed is 130 kt IAS.
Note ...
Although not a limitation, it is recommended that 65-70 kt IAS

flaps UP, with a straight and level attitude is used for the
actual dropping run.
Section 7 18th December 1984

Page 2 of 4 Issue 1
Islander CAA apprOlied .Flight Manual
EN Supp 40 to FM/7
Preparation for Flight
Passenger seats may be removed from the 5th, 4th, 3rd and 2nd Passenger
Seat Rows in that order to permit parachute jumping, supplies
dropping, or aerial photography when any (or all) of the above seats
have been removed.
Door Warning Lights
The passenger door warning lamp will remain illuminated so long as a

port rear door is not fitted. When flying with the port rear door
removed, therefore, it is the pilot's responsibility to satisfy himself
that the starboard passenger door is correctly closed and latched before
take-off, and throughout the flight.
Cabin Procedure During Flight
Safety harness/restraint provisions must not be released in conditions

of turbulence, or other than straight and level flight, except when
preparatory to evacuation of the aircraft. Any person who is required
to approach the rear door aperture in flight, in connection with th~
dropping of persons or articles, must be suitably secured by a safety
line/harness or, alternatively, be wearing a serviceable parachute.
PERFORMANCE
When the aeroplane is flown with the port rear cabin door removed, there
is a reduction in certain performance aspects when compared with the
information scheduled in Section 5 of this manual; these degradations
are listed below. Operating speeds (including stall speeds) and
procedures are unchanged.
Figure No.
6 Maximum Take-off and Landing Weight for Altitude and Temperature

- Assume aerodrome altitude increased by 400 ft.
13 En-route Net Gradient of Climb (one engine inoperative) - Reduce

gradient by 0.25 per cent.
15 En-route Climb (one engine inoperative) - Reduce rate-of-climb

by 20 ft/min.

Issue 1 Page 3 of 4
BN Supp 40 to FM/7
WEIGHT AND BALANCE
The following table is presented to assist in calculating the in-flight

CG position when "free-fall" mode parachutists are carried.
TABLE 1
Moment - lb in/lOO
Parachutist Mean CG - Door Position Mean CG - External Grab

Weight - lb + 48.0 in AOD Handle + 100.8 in AOD
150 72.0 151.2
160 76.8 161. 3
170 81.6 171. 4
180 86.4 181.4
190 91.2 191,5

,
200 96.0 201.6
210 100.8 211, 7
220 105.6 221, 8

Issue 1 Page 4 of 4
BN Supp 41 to FM!7
SUPPLEMENT No. 41 TO SECTION 7
INFORMATION, PROCEDURES AND LIMITATIONS

FOR THE OPERATION OF BN2A-26 AND BN2A-27 ISLANDERS
EQUIPPED WITH ANTI-ICING AND DE-ICING PROTECTION SYSTEMS
INTRODUCTION
This supplement contains the operational instructions for aeroplanes modified to

Pilatus Britten-Norman modification NB/M/1232 standard which enables unrestricted flight in
icing conditions. The flight manuals of any aeroplanes so modified must incorporate this
supplement and pilots should be aware that certain performance decrements occur, when the
airframe de-icing systems are installed, as stated.
LIMITATIONS
Unless superseded by any of the following special limitations the normal operating limitations,
stated in Section 2 of this flight manual, remain applicable.
Types of Operation
The aeroplane may be flown in icing conditions provided that the following equipment is
installed and serviceable:
1. Pitot head and stall warning vane heaters, engine carburettor heating (all of which are
installed as basic equipment on each aeroplane when delivered) together with a combined
cabin heater and windscreen de-misting system.
2. Electric propeller de-icing to Mod NB/M/116 (Appendix 1) and inflatable rubber boots on
leading edge surfaces of wing, tail plane and fin to Mod NB/M1l220 for airframe
de-icing.
3. An external electrically heated glass panel to Mod NB/M/388 (Appendix 2) in front of the
pilot's windscreen.
4. A wing leading edge ice inspection light to Mod NB/M/1232, controlled from the pilot's
switch panel.

Issue 3 Page 1 of 4
'''H' , 'I "II' """'"'''' "Ill"'" t

8N Supp 41 to FM!7
5. Propeller governor ice shields to Mod NB/M/1232 (if not already fitted under earlier
modifications).
6. An ice shield to Mod NB/M/1236 in front of the nose wheel steering disconnect
mechanism, for those aircraft embodying the disconnect mechanism to Mod NB/Mf733.
7. An ice protection panel to Mod NB/M/1237 fitted over the outer skin of the starboard
passenger door in the track of the starboard propeller.
Inadvertent Encounter with Icing Conditions
1. Pitot head/Stall warn heater switch ON
2. Heated windshield switch ON
3. Propeller de-icer switch ON
4. Propeller controls Set to not less than 2030 rev/min
WARNING ...
SHOULD EITHER ENGINE SERIOUSLY LOSE POWER, SELECT
CARBURETTOR HEAT CONTROL LEVER FOR AFFECTED
ENGINE FULL ON FOR 30 SECONDS. AFTER RETURNING THE
HEAT CONTROL TO DESIRED LOCATION, IF ENGINE POWER IS
NOT RESTORED, PERFORM ANY NECESSARY PROCEDURES
FOR DISTRESSED ENGINE AND LEAVE ICING CONDITIONS AS
SOON AS POSSIBLE.
Note ...
Refer to Normal Operating Procedures "Flight in Visible Moisture",
beginning with Item 3, in the following text.

Page 2 of 4 Issue 3
BN Supp 41 to FM/7
Pre-Flight Checks (External)
In addition to the normal checks momentarily select each of the following:
1. Pitot head/Stall wam heaters - ON - Check heat at vane and pitot head, aod vane for
AUDIO - then OFF
2. Windshield panel anti-ice - ON - Check heat - OFF
3. Ice light - ON -Check - OFF
After Starting Engines
1. Airframe de-ice - ON - Check. Boot inflation on for 10 seconds and 3 minute boot cycle,
then OFF.
2. Airframe de-icer inspection light (at night or in bad visibility for beam focus on LIE) - ON
- Check - OFF
Flight In Visible Moisture, OAT less than 5 deg C
Before entering cloud:
1. Ice Protection Systems (Except Airframe De-icers) ON
2. Propeller controls .. , Set to not less than 2030 rev/min
3. Ice light. .., ... As required (night operation)
4. Ice Protection System Meters & Carb charge temp indicator Checked
5. Cabin Ventilation/Heating Windscreen De-misting ON
Note...
When Propeller de-icing is selected, the propeller de-icer ammeter will
show a displacement of the pointer into the green arc. A slight flickering
of the ammeter pointer may occur as various de-icing elements are
cycled. A zero indication is normal for not more than 34 seconds.
Issue 3 Page 3 of 4
1111' 11111111' t '''''''''1I1II''' mlll,Wotl'"

BN Supp 41 to FM/7
(
After entering cloud:
Carburettor heat control levers As required
Monitor wing leading edge for ice formation. When the accumulation is estimated to be 0.3
inches thick:
Airframe de-ice - ON - for not more than two cycles and then OFF.
Pre-landing Checks
Ice Protection Systems - OFF - (unless required)
Stalling
With a small ice accumulation (less than 0.3 inch) on the wing the stall characteristics are
essentially unchanged from those of the basic aeroplane, however, stall speeds will increase
slightly.
WARNING ...
THE STALL WARNING SYSTEM MAY BECOME INOPERATIVE
DUE TO ICE BUILD-UP, BUT ADEQUATE STALL WARNING IS
PROVIDED BY AIRFRAME BUFFET WHEN APPROACHING THE
STALL.
En-Route Climb - One Engine Inoperative
Rate of climb for one engine inoperative (Figure IS in Sect 5 of the flight manual) is reduced by
15 feet per minute with de-icing boots installed and no ice accumulations.

Page 4 of 4 Issue 3
BN Supp 42 to FM/7
INFORMATION, LIMITATIONS AND PROCEDURES

FOR OPERATION WITH SLIDING REAR DOOR
TO MODIFICATION NB/M/1212 (AND APPENDIXES) INCORPORATED
INTRODUCTION
A new rear passenger door for the left-hand side of the cabin has been
designed, under Mod NB/M/1212, to slide in external tracks attached to
the side of the fuselage. The installation has been engineered to
permit removal of the sliding door, if desired, and attachment of the
standard rear passenger door for operation in the normal passenger
transport role with either door fitted. External tracks and certain
other components, however, will remain on the aeroplane as "fixed
fittingsJ! when the sliding door has been removed. When flying in the
normal passenger transport role the aeroplane should be operated in
accordance with the information in the main body of the flight manual
and this supplement can be disregarded. Whenever the sliding rear door
is opened in flight the aeroplane must be operated in accordance with
the instructions in this supplement. Pilots are reminded that
operations concerning the dropping of personnel and/or supplies are the
subject of restrictions in British Air NaVigation Legislation, as they
may also be in foreign regulations.
LIMITATIONS
Unless superseded by any of the following limitations imposed by this

supplement the normal operating limitations in Section 2 of this Flight
Manual remain applicable.
Use of Aircraft
1. When flying with a sliding rear door to Mod NB/~V1212 and thls door
is required to be opened in flight, the aircraft must not be
operated in the Passenger Transport Category of certification.
2. When operating in a parachute dropping role the limit on passenger

occupancy, stated in Sect 2 of this manual does not apply, provided
that the aeroplane lS operated within the limits expressed in this
supplement.
3. If the aircraft is used in a parachute dropping role the baggage bay

door must be fixed in the closed position and the follOWing safety
precautions must be incorporated to prevent entrapment of lines and
clothing.

Issue 2 Page 1 of 5
BN Supp 42 to FM/7
a. Cover over the sliding door release handle behind pilots seat.
(Appendix 4)
b. Baggage bay door secured with butt straps (instead of hinges) in

the closed and locked position. (Appendix 2)
c. Approved fairing in front of baggage bay door handle.

(Appendix 2)
d. Removal of external nylon door 'hold-back' hooks on baggage bay

door and fuselage side. (Appendix 2)
8. Removal of the spring-loaded door retaining catch from rear of

port u/c leg fairing. (Appendix 2)
4. The static line method for parachute deployment must not be used
unless Pilatus Britten-Norman Mod NB/M/489 is installed and the
pilot has satisfied himself that the static line length is such that
deployment bags clear the tail plane by at least 2 inches.
5. Pilots should be aware that transient and extended aft CG cases,

occasioned by "free-fall II mode parachuting, will cause lighter
control wheel forces per 'g' than those prevailing at the standard
aft CG position. (An aft extension to the normal CG envelope has
been proved acceptable to the CAA and, by virtue of the transient
nature of the extension, when the aircraft is flown for dropping
parachutists in a "free-fall ll
mode the limit may be extended to 33.4
inches AOD (41.7 percent SMC). Pilots should be aware that, with a
take-off CG further aft than 23.5 inches AOD (29.4 percent SMC) it ~
is possible to exceed the 33.4 inches AOD (41.7 percent SMC) limit, z
-<
m
when the maximum number of parachutists is carried and they move aft o
to their dropping positions for a mass exit. It is therefore Z
essential that the in-flight CG position be checked before take-off, m
as set out in Table 1. tj

r
~
o
6. A safety harness, or restraint approved by the appropriate
airworthiness authority shall be provided for each person and shall
be used when the sliding door is open. However, this shall not
apply to parachutists carried in an aeroplane which is flying in the
immediate vicinity of the airfield of take-off.

Page 2 of 5 Issue 2
I~ander CAA approved Flight Manual
EN Supp 42 to PM!7
7. The total number of persons carried, including crew, shall not

exceed the number for which such safety harness/restraint provisions
have been made (except as otherwise excluded in condition 6 above).
Airspeed
When the sllding rear door of the cabin is open the maximum permissible
speed is 130 kt IAS.
Note ...
Although not a limitation, It lS recommended that
65-70 kt IAS flaps UP, with a straight and level
attitude is used for the actual parachutist dropping
run.
Preparation for Plight
Passenger seats may be removed from the 5th, 4th, 3rd and 2nd Passenger
Seat Rows in that order to permit parachute jumping, supplies
dropping, or aerial photography when any (or all) of the above seats
have been removed. When parachutists are carried the second pilots seat
may be turned through 180 degrees and relocated on the rails in such a
position that the seat back does not interfere with the control column
in its aftermost position and with the seat occupied. Unless positive
stops are fitted to pI'event forward movement uf the seat, on the seat
rails, security of the seat should be checked prior to flight, to
protect against inadvertent seat movement.
Note ...
With the co-pilots seat turned through 180 degrees the normal
seat strength requirements are not complied with but CAA have
agreed that an equivalent level of safety applies to the seated
occupant, as to the parachutists on floor mounted restraints.
Additional Pre-flight Inspection
Ensure that the sliding rear door, when fitted, moves freely in the
tracks dnd that the pllot's release handle mechanism (at the forward
stop) operates smoothly, allowing the door to be rolled back to engage
the rear latch automatically, thus extinguishing the passenger door
warning 1 ight.

Tssue 2 Page 3 of 5
BN Supp 42 to FM/?
Door Warning Lights
The passenger door warning lamp will remain illuminated so long as a

port rear door is not closed and latched. When flying with the port
rear door open, therefore, it is the pilot's responsibility to satisfy
himself that the starboard passenger door is correctly closed and
latched throughout the flight.
Cabin Procedure During Flight
Safety harness/restraint provisions must not be released in conditions

of turbulence, or other than straight and level flight, except when
preparatory to evacuation of the aircraft.Any person who is required to
approach the rear door aperture in flight, in connection with the
dropping of persons or articles, must be suitably secured by a safety
line/harness or, alternatively, be wearing a serviceable parachute. The
rear sliding door to Mod NB/M/1212 may be unlatched by using the
internal handle and pushing forward until retained by the forward stop
and spring latch. After parachutists have left the cabin the pilot may
close the sliding door, while still in the dropping configuration and at
speeds of up to 90 kt lAS, by depressing the red handle (behind and to
the left of his seat) when the airflow will actuate the door.
PERFORMANCE
When the aeroplane is flown with the rear sliding door installed to Mod
NB/M/1212,and closed, there i8 no measurable difference in performance.
Operating speeds (including stall speeds) and procedures are unchanged.
~
When taking off, or landing, the sliding door must be closed and z
;;i
latched. o
Z
m
1\r
~
o
Section 7 26th Auguct 1985

Page 4 of 5 Issue 2
BN Supp 42 to FM!7
WEIGHT AND BALANCE
The following table is presented to assist in calculating the in-flight

CO position when ltfree-fallil mode parachutists are carried.
TABLE 1
Moment - lb in/100
Parachutist Forward Handle Mean CG - Door Mean CG - Rear

Weight - lb (if fitted) Position Handle
+ 19.2 in AOD +48.0 in AOD + 100.8 in AOD
150 28.8 72.0 151. 2
160 30.7 76.8 161. 3
170 32.6 81.6 171. 4
180 34.6 86.4 181. 4
190 36.5 91.2 191. 5
200 38.4 96.0 201. 6
210 40.3 100.8 211. 7
220 42.2 105.6 221. 8
Note ...
With a typical group of parachutists (11), when 3 are located
on the external rear handle, with 1 on the forward external
handle (if fitted) and 7 in the cabin,of whom 5 are in the door
aperture ,the limits in para 5 must not be exceeded. In order to
maintain the same CG position when the forward external handle
lS not used, the handle's related CO station inside the cabin
must be occupled.

Issue 2 Page 5 of 5
Islandet- CAA approved Right Manual
SUPPLE,IENTNO 43 TO SECTION 7
INFORMATION, LIMITATIONS, AND PROCEDURES,

FOR ISLANDER MODELS EQU~PPED WITH TWO
PRESTOLITE 70-AMP GENERATORS TO
MODIFICATION NB ~/1148
INTRODUCTION
This supplement contains information on a revised electrical generating

and power supplies system, consequent upon the embodiment of Pilatus
Britten-Norman modification NB/M/1148, in any of the Islander models to
which the flight manual (Pub Ref FM/7) applies. Installation of this
modification is conditional, however, upon the subject aeroplane
having Prestolite 50-amp generators to Pilatus Britten-Norman
modification NB/M/256 already embodied.
TECHNICAL DETAILS
Instead of the 50-amp generators normally fitted, aeroplanes

incorporating Mod NB/M/1148 have more powerful Prestolite generators of
70-amp output each installed. As a result of this, changes have been
made to the charging and voltage control sections of the electrical
system, and the larger capacity battery, of 25-ampere/hours, (available
under optional modification NB/M/509) must be fitted as a concurrent
part of the installation. Where the above changes affect limitations,
procedures, and other information, published elsewhere in this manual,
the revised instructions are set out in the following paragraphs.
LDIITATIONS
The limitations published in Section 2 of this manual remain effective,

except for the generator load limit which is superseded by the
follo\<ing.
Generator Load
The generator load limit for an aeroplane in which one generator has
failed is 70-amps. Battery charge rate current must be considered as
part of the above load.
CAUTION ...
Should a demand in excess of 70-amps be registered, the battery
will be progressively discharged accordingly.

Issue 1 Page 1 of 4
Be;Supp 43 to FNI7
Emergency procedures are changed from those already published in Sect 3

of this manual, under the heading of "Electrical Failure", but the
sequences affected are repeated in full for the sake of coherence as
follows. Differences are mainly due to equipment terminology and method
of operation.
ELECTRICAL FAILURE
GENERAL
These emergency procedures refer to system failures rather than

operational errors, even though the indications may be the same.
Electrical system failure indications are:-
1. Ammeter: may be switched to measure the output current of each

generator or the charge - discharge of the battery. Indications in
the red sector are abnormal.
2. Busbar low-volt warning lamp: lit whenever the busbar voltage falls
below 25-volts.
3. Voltmeter: measures the busbar voltage which is normally

27.5-volts.
4. Generator failure warning lamps: lit whenever relevant generator

fails.
5. Circuit breakers: expose a white collar when tripped.
Loss of one generator
Indications:
1. Ammeter indicating zero

2. Generator failure warning lamp may be lit
3. Circuit breaker of failed generator may be tripped
Action:
1. Switch off failed generator

2. Ensure failed generator circuit breaker is tripped

Page 2 of 4 Issue 1
IsIande< CAA apprOYed Right Manual
BN Supp 43 to f:-!.'{
3. The live generator will normally carry the full busbar load. If,
however, this load approaches the single generator maximum of
70-amperes, the generator output voltage may be reduced below
25-volts causing the busbar low-volt warning lamp to be lit.
Busbar loads in excess of 70-amperes will be carried by the
battery. Under those conditions it is recommended that the
electrical load be reduced to stop the battery discharge, and to
extinguish the busbar low-volt warning lamp.
Loss of both generators
Indications:
1. Ammeter indicating discharge on battery and zero on each generator

2. Busbar low-volt warning lamp lit
3. Voltmeter indicating 24-volts or less
4. Generator failure warning lamps lit
5. Generator circuit breakers may be tripped
Action:
1. Switch both generators off

2. Ensure circuit breakers of both generators tripped
3. Trip all circuit breakers except the following:-
a) Wing flaps - limit to essential operation
b) Fuel contents
c} Navigation lamps, if required
d} Engine instrument cluster
e} Map lamp - one only, if required
f} Landing lamp - one only, if required
g) Turn co-ordinator (or Turn-and-Bank indicator)
h} Stall warning
i) Stall warning heat
j) Pitot heat, if required
k) Gyro compass (or Magnesyn Compass)
1) Tachome ter
m) Audio system
n) One essential radio navigational aid
0) One essential communications radio - limit transmission
to less than 3 minutes total time
The battery has sufficient capacity for at least 30 minutes flight

without benefit of the generators, night or day, provided the measures
listed above are carried out within 10 minutes of the start of "battery
only" operation.

Issue 1 Page 3 of 4
Islander CAA approved Right Manual
BN Supp 43 to FM/7
Main Busbar
The main bus bar is connected to the emergency bus bar by a heavy duty
fuse. In the very unlikely event of a main busbar ground fault this
fuse will rupture, isolating the emergency busbar which is connected to
the battery. Such a fault would take both generators off line. The
indication would be the same as the loss of both generators, except that
the voltmeter would indicate off scale to zero and the emergency to
main busbar warning lamp would be lit. The only action necessary is to
switch off both generators. The following services are available from
the emergency busbar:-
1. Auxiliary fuel pumps
2. Fuel contents
3. Navigation lamps
4. Map lamp
5. Turn co-ordinator
6. Stall warning
7. Stall warning heater
8. Pitot heater
9. Tachometer
10. Audio system - headphones only
11. VHF No 1
Battery
The generators depend, to some extent, upon the battery for stability.
In the very unlikely event of the battery becoming disconnected, it is
possible that both generators may go off line when switching heavy
loads. In this event the pilot must reduce the electrical loads and the
battery master switch must be selected to OFF. Sufficient load
reductions should then automatically restore both generators. Loads may
then be re-applied.
Normal operating procedures are not affected by the instructions in this

supplement.

Page 4 of 4 Issue 1
BN Supp 44 to FM/7
LIMITATIONS, INFORMATION AND PROCEDURES

FOR MODEL BN~2A ISLANDERS EQUIPPED
WITH CENTURY 31 AUTO-PILOT - MODEL AK930
INTRODUCTION
This supplement must be incorporated in the relevant Flight Manual when

a Century Flight Systems Inc, Century 31 Autopilot Model AK930 is
installed in accordance with PBN Mod NB/M/1271. The information
contained herein supplements the information of the basic flight manual
for the Islander Models designated on the title page and the Autopilot
Pilots Operating Manual "Century Flight Systems" ref 68s1024.
Note ...
The optional manually selected electric trim system is not
fitted to this Autopilot installation and all references
relating to it, in the Pilots Operating Manual, are to be
disregarded.
LIMITATIONS
Unless superseded by any of the following special limitations, the

limitations stated in Section 2 of this manual remain applicable.
1. Autopilot OFF during take-off and landing.

0
z
« 2. Maximum airspeed for autopilot operation is 150 kt IAS.
-'
"ai 3. The minimum height for autopilot controlled flights (other than
~ coupled ILS approaches) is 1000 ft above terrain. The minimum
0
w
I-
height for autopilot controlled flight during coupled ILS
Z approaches is 200 ft above the runway threshold.
a:a.
22nd September 1989 Section 7
Issue 4 Page 1 of 5
BN Supp 44 to FM/7
4. i) Century 31 Autopilot Operator's Manual, document No 68s1024

dated October 1,1983, or later applicable revision, must be
available to the pilot at all times in the aircraft when the
autopilot is enabled. A label fitted adjacent to the Autopilot
Controller states "PRIOR TO EACH FLIGHT CONDUCT AUTOPILOT AND
AUTO TRIM CHECKS." These checks are detailed in the Pilots
Operating Manual, however, because the Autopilot does not have
the optional manually selected electric trim system fitted, the
following items are to be omitted when conducting the Preflight
Test Sequence
a) Autopi10t/Autotrim Step 1
Note ...
These checks are to be performed prior to each
flight
b) Command Trim System Steps 1 to 3 inclusive
ii) Whilst performing steps 9 onwards of this Test, note that

whenever the test switch is pressed the AP Mode annunciator
light will flash. (
5. Full flap with autopilot engaged is not approved.
Autopilot
In the event of an autopilot malfunction, or anytime the autopilot is

not performing as commanded, do not attempt to identify the problem
system. Regain control of the aircraft by overpowering and immediately
disconnecting the autopilot. The master switch should also be selected
OFF. Be prepared for any residual trim force and retrim, as necessary,
using the aircraft's primary trim control.
CAUTION ...
Do not overpower autopilot in pitch for more than approximately

3 seconds as the elevator trim system will cause an increase in
pitch overpower forces.
Section 7 22nd September 1989
Page 2 of 5 Issue 4
BN Supp 44 to FM/7
1. Autopilot may be disconnected by:
a. Pressing the Autopilot Disconnect switch on the pilot's control

wheel.
b. Pressing the AP ON-OFF switch on the programmer OFF.
c. Select master switch OFF.
d. Opening the Alp System circuit breaker.
After failed system has been identified, leave system circuit

breaker open and do not operate until the system failure has been
identified and corrected.
2. Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruise or descent with a

4 second delay in recovery initiation could result in as much
as 35 deg of bank and 310 ft altitude loss. Maximum altitude
loss was recorded at 150 kt IAS during descent.
b. An autopilot malfunction during an approach (single engine,

flaps at T.O.) with a 2 second delay in recovery initiation
could result in as much as a 7 deg bank and 55 ft alti tude
loss.
3. Single Engine Operations:
a. Engine failure during final approach operation:

o Disengage autopilot, conduct remainder of approach manually.
z~
dz b. Engine failure during initial approach operation: Retrim
w
aircraft; perform normal engine out procedures.
<;
o
w c. Engine failure during climb, cruise or descent: Retrim
r-
Z aircraft, perform normal engine out procedures.
~
d. Maintain aircraft Yaw Trim throughout all single engine
operations, either by aircraft rudder trim or manual rudder
application.
Issue 4 Page 3 of 5
BN Supp 44 to PM/7
Refer to Section 4 of the Plight Manual for procedures not contained

herein. All operating procedures are detailed in the Autopilot Operators
Manual, which also describes the pilot controls, annunciators and modes
of operation.
The autopilot disconnect and cws switches are mounted and labelled on
the pilots hand wheel.
Enroute
All power changes I particularly at slow speeds 1 should be of small

magnitudes and smoothly applied.
Altitude Hold Operation
Por the best results, reduce rate of climb or descent to 1000 ft/min
before engaging altitude hold mode.
Instrument Approach Operations
Initial and/or intermediate approach segments should be conducted

between 70 - 110 kt IAS with take-off flap selected. Upon intercepting
the glide path or when passing the final approach fix (PAP) reduce the
power for approximately 65 - 70 kt IAS on the final approach segment.
Lower full flaps after disengaging autopilot and landing is assured.
Adjust power as necessary during remainder of approach to maintain
correct airspeed. Monitor course gUidance information (raw data)
throughout the approach. All power changes should be of small magnitude
and smoothly applied for best tracking performance. For optimum ~
Z
performance do not change aircraft configuration during final approach -I
m
whlle autopilot is engaged. For approaches without glide path coupling, o
adj ust pitch atti tude in conj unction with power to maintain desired Z
airspeed and descent rate. Proper rudder trim must be maintained :1J
Gl
throughout the approach to ensure maximum tracking quality. r
~
o
Note ...
The autopilot will not decouple from the GS or localizer in the
event of radio failure however, warnings will
I flash in the
mode appropriate to the failure. Monitor course guidance raw
data during the approach to assure signal quality.
Section 7 22nd September 1989
Page 4 of 5 Issue 4
BN Supp 44 to FM/7
Instrument Approach Go-Around Manoeuvre
1. Disconnect the autopilot and manually control the aircraft.
2. Add take-off power, or power as desired.
3. Check that correct attitude and a positive rate of climb is

indicated, then raise the flaps.
4. Set the heading bug to the desired missed approach heading.
5. Re-engage the autopilot.
ADDITIONAL INFORMATION
Coupling to Area Navigation System (if fitted)
The Century 31 Autopilot has the capability to be fully coupled to the

aircraft VOR/ILS radio system. It may also be coupled to an Area
Navigation System, such as Omega, by means of switches external to the
autopilot, located on the instrument panel. These switches allow the
Area Navigation System to supply data to the autopilot and HSI in place
of the VOR/ILS data. When coupled to an Area Navigation System the
autopilot must be operated in NAV mode.
The Century 31 Autopilot does not have the facility for the composite
roll-steer command provided by some Area Navigation Systems. As a
result the Autopilot steering data is derived from the left/right
steering signals obtained from the Area Navigation System. Consequently
in order to progress from one waypoint to another when the Area
Navigation System is coupled to the autopilot, a greater degree of pilot
track monitoring and input is required than with more complex systems.
The Omini Bearing Selector (OBS) on the HSI must be selected to the new
DIRECT TRACK at each waypoint to enable the autopilot to steer by the
deviation bar on the HSI; some mid leg corrections using the OBS may be
necessary to ensure accurate tracking.
An annunciator is fitted with the Area Navigation System to alert the

pilot that the aircraft is nearing a waypoint.
Issue 4 Page 5 of 5
IoIandllr CAA lIpIJr<M>(l Flight ManqaI
BN Supp 45 to FM/7
LIMITATIONS AND INFORMATION ASSOCIATED WITH

AERIAL SURVEY CAMERA INSTALLATION
INTRODUCTION
This modification introduces a range of fixed and removable fittings to

enable the aeroplane to undertake aerial photographic survey duties. A
ventrally positioned camera aperture, together with apertures for two
drift sights and one IRU (camera control unit), forms part of the
modification.
LIMITATIONS
Unless superseded by any of the following special limitations imposed by

this supplement the normal limitations stated in Section 2 of this
Flight Manual remain applicable.
Use of Aeroplane
a) Except when the internal and external hatch covers to Mod NB/M/1155
are in place the aeroplane must not be used for the purpose of
Public Transport.
b) Seating may be provided for a maximum of five persons, including

the crew, when in the aerial survey role.
Although the capacity of the aeroplane's electrical system is such that

no load shedding is normally necessary in the event of a single
generator failure, it is recommended that electrical loads demanded by
the Zeiss camera are avoided, or shed as soon as is practicable after
such a failure. If the camera is in operation at the time, filming may
continue for a short time (at the discretion of the pilot) and the
effect of this will be a reduction in bus bar voltage to a point at which
the undervolt warning lamp may be temporarily lit; in this condition the
aeroplane battery .ill be carrying all loads in excess of 50 amps and
its charge will, therefore, be progressively reduced.

Issue 1 Page 1 of 2
Islander CAA appo-oved Flight Manual
BN Supp 45 to FM/7 (
Due to the additional drag of the camera aperture when in the aerial
photography configuration, account must be taken of the performance
losses to all affected BN-2A series aircraft by changing the data shown
in Section 5 of this manual as follows:-
Figure No.
6 Assume airfield altitude is increased by 1000 ft
7 Increase the take-off distance by 5 per cent
Reduce climb gradient by 0.5 per cent

(
13
14 No change
Note ...
With the aperture covers fitted, as required for Public

Transport Operation, there is no degradation of aircraft
performance :ll
z....
m
a
Z

Page 2 of 2 Issue 1
Issue 2
FM Supplement 54.00
Introduction of 6600 Ib Maximum Landing Weight

This Supplement must be included in the approved Flight Manual when the aircraft has
Modification NB/M/1669 installed.
The information contained within this Supplement either supplements or, in the case of conflict,
overrides the Flight Manual only in those areas listed in this Supplement.
For Limitations, procedures and performance information not contained in this Supplement,
consult the approved Flight Manual.
Applicability
Aircraft model and type: BN2A-26/27 and BN2A-20/21 Islander aircraft with Modification
NB/M/1669.
Flight Manual: FM/7 and FM/9
Aircraft Serial No.:
Registration No.:
Approved
Date .2:7.:-:.*.-...:::9...'........
This Supplement is prepared and published by the Technical Publications Department
B-N Group Ltd.
Bembridge, Isle of Wight
United Kingdom, P0355PR
CAA Design Approval Number: DAI/9747/00
2001-02-03 Page 1
FM Supplement 54.00
Issue 2
1 General
1.1 Introduction
This supplement gives the changes and additional information to the pilot when the aircraft has
Modification NB/M/1669 installed.
1.2 AssociatedPublications
None.
2 Limitations
Weight Limits
Maximum landing weight is 6600 lb.
3 Emergency Procedures
No change to this Section.
4 Normal Procedures
5 Performance
5.1 Variationof LandingSpeedwith AircraftGrossWeight

The variation of landing speed with aircraft gross weight is shown in Fig 1.
5.2 LandingDistanceRequired
The landing distance required is show in Fig 2 for different air temperatures, airfield altitudes,
weights, forecast wind conditions and uniform runway slopes.
Associated Conditions
Engines RPM controls at MAX RPM, power to maintain

approach gradient of 5 % to the threshold. This
equals a giideslope of 30•
Wing flaps DOWN.
Technique Approach at the appropriate threshold speed.

Apply maximum wheel braking immediately after
touchdown.
Runway Dry hard runway.
Note 1
The landing distance required includes the Air Navigation Regulation (ANR) field length factor
of 10000. This means that the distance obtained from Fig 2 may be equal to the landing
distance available.
Note 2
For operations from dry grass runways with freshly cut grass and firm subsoil the distance for
a dry hard runway should be increased by 10%.
Effectivity:
All
2001-02-03 Page 2
FM Supplement 54.00
Issue 2
Note 3
Refer to Section 4 for recommended airfield landing approach procedures.
Note 4
The wind grids are factored so that 50 % of headwinds and 150 % of tailwinds are obtained.
Example
Airfield altitude 2000 It
Air temperature 11 °C (ISA conditions)
Weight 6000lb
Wind 6 kt headwind
Runway slope 0.8 % downhill
Landing distance 1365 It
MPH IAS ktlAS

,,
80 ,,
70'~emmBI_mm
:t-
75 -I --++ "
: :.j:.-,::n:
70 60 ,, I
~f-
-LL _
65 , --I=-J:~-' - - - "-:t.
+ I,
I I I I
60 I I I I j I I
~~;....j- -·H-, 1" ... + : 1+ -1" - ~+l....- -,-
J~t-~+
50' -t-
55 1- :.f':: - 4-
-j---r- -t--
-- --~- -=-1'='
t-+- -l ,--I-
w- - --. -= --++-=1- +' ..
=1-
"I
=:
--;11
L
-r-
-= ~=t·i:
-. L"t
=- -
- -
~~--1_
~
,
50 -- + ..~
t ......
-0 . i
4000 4500 5000 5500 6000 6500

6600
Weight (Ib)
?C·A-1 S7000·A-UOO2S-00002.A.Q1·1
Fig 1 Variation of Landing Speed with Aeroplane Gross Weight
6 Weight and Balance

Effectivity:
All
2001-02-03 Page 3
FM Supplement 54.00
D Issue 2
Landing Distance (Feet)

o o o o
o o o o o
g: g
<Xl
~ CD
~ '"
~
~:.
.4-" .1._;: d r .. j ~ '-
1-1 --! j• .,.

,
..t t..t· -I .: • • j
\J~t li,H-j-- '.'

+~~fe'renc~-Lr~~ -
!+ -:: -l-- - :-
;.t :~Hl=F ~ crt .. r
}J -+1'.+-\-+ -:. . -1·1 ,.

t·- +r _:: _I -:-
.~. ,I
; I J" L
1',--
OJ i j t..l
.,
-
) -ft ~~-..q
tF
-i -I
~fereni::e Line 1 ...

'.
T
o
.;:
o
.l~i
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I':; 1~~ '1 ~I'I ,
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.•. I.,. ...
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If -f'" -!- t J.~ t-H- , +

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tot
- ~: 1-
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'6 '-l-"': .f: t" ·:-·t __ I
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• ·- f
t ... -
: r
I .! .1-; -i- •.. ";' + j i

.w t .•.1:~ t -d-:t-~~..
.,
J:!: ~. j... -i-
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- .... ! ._p t t i
, ,.,
j :I i- ·.f . I
o
! :1- _~!~!.t=:':~ .[- -i..i- r:_ --1:
+ l' :+ .• !. tt·-:· t .. -
.: H_
t't !- t t -,- .,. t ,-, • T
o
~
,
PC-A-15700o-A-U0625 OOOo:l_A.o1.1
Fig 2 Landing Distance Required
Effectivity: End of Supplement

All
2001-02-03 Page 4

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BRITTEN-NORMAN

A.R.B. APPROVED FLIGHT MANUAL FMI7

THIS AffiCRAFT MUST BE OPERATED IN

BRITTEN-NORMAN (BEMBRIOOE) LIMITED

* Delete boxes which do not apply

Insertion Insertion Insert iol1

List of Effective Pages

J Page ,I " . . .., ,,' . .

Preliminaries - Title Page 4 15th March 1973

Preliminaries - Record of Permanent Revisions

Preliminaries 1 List of Effective Pages 12 1st January 2003

Preliminaries 2 List of Effective Pages 12 1st January 2003

Preliminaries 3 List of Effective Pages 12 1st January 2003

Preliminaries 4 List of Effective Pages 12 1st January 2003

Preliminaries 5 List of Effective Pages 12 1st January 2003

Preliminaries 6 Revision Highlights 12 1st January 2003

Preliminaries 7 Revision Highlights 12 1st January 2003

Preliminaries 8 Revision Highlights 12 1st January 2003

Preliminaries 9 Revision Highlights 12 1st January 2003

Preliminaries 10 Revision Highlights 12 1st January 2003

Section 1 . Section 1 Divider Card - .

Section 1 2 - - 15th Jan 1970

Section 1 3 - 10 19th March 1987

Section 1 4 - 8 8th May 1980

Section 1 5 - 10 19th March 1987

Section 1 6 . 8 8th May 1980

Section 2 - Section 2 Divider Card - .

Section 2 2 - 9 9th March 1981

Section 2 3 - 9 9th March 1981

Section 2 3a - 10 19th March 1987

Section 2 3b - 10 19th March 1987

Section 2 4 - 10 19th March 1987

1st January 2003

Section 2 5 · 11 20th August 1991

Section 2 6 · 10 19th March 1987

Section 2 7 · 10 19th March 1987

Section 2 8 · 4 15th March 1973

Section 2 9 · 4 15th March 1973

Section 3 . Section 3 Divider Card · .

Section 3 2 · 8 8th May 1980

Section 3 3 · 12 1st January 2003

Section 3 4 · 12 1st January 2003

Section 3 5 · · 15th Jan 1970

Section 3 6 · · 15th Jan 1970

Section 3 7 · 3 24th March 1971

Section 3 8 · 10 19th March 1987 (

Section 3 8b · 6 9th May 1977

Section 3 9 · · 15th Jan 1970

Section 3 10 · 6 9th May 1977

Section 4 . Section 4 Divider Card · .

Section 4 1 Normal Operating Procedures· Contents 10 19th March 1987

Section 4 2 · 10 19th March 1987

Section 4 3 · 10 19th March 1987

Section 4 4 · 10 19th March 1987

Section 4 5 · 10 19th March 1987

Section 4 6 · 10 19th March 1987

Section 4 7 · 10 19th March 1987

Section 4 8 · 10 19th March 1987

, " "" Section " .,

Section 4 10 10 19th March 1987

Section 4 11 10 19th March 1987

Section 4 12 10 19th March 1987

Section 4 13 10 19th March 1987