lIavilleon AircraftSECTION IliA

ABNORMAL PROCEDURES

TABLE OF CONTENTS

SUBJECT

Beech Super King Air B200 & B200C

PAGE

I

Air Start 3A-3Starter Assist 3A-3No Starter Assist (Windmilling Engine and Propeller) 3A-4

Landing 3A-4Flaps Up Landing 3A-4One-Engine-Inoperative Approach and Landing 3A-5One-Engine-Inoperative Go-around 3A-5

System!;) 3A-5Engine Oil System 3A-5

Low Oil Pressure Indication 3A-5Chip Detect (L or R CHIP DETECT Annunciator) 3A-6

Fuel System 3A-6Crossfeed (One-Engine-Inoperative Operation) 3A-6To Discontinue Crossfeed 3A-6Auxiliary Fuel Transfer Failure (NO TRANSFER Light) 3A-6

Electrical System 3A-6Generator Inoperative (L or R DC GEN Annunciator) 3A-6Battery Charge Rate (BATTERY CHARGE Annunciator) 3A-6Excessive Loadmeter Indication (Over 1000/0) 3A-7Circuit Breaker Tripped 3A-7Bus Feeder Circuit Breaker Tripped 3A-7

Avionics Master Power Switch Failure 3A-7Landing Gear System 3A-7

Hydraulic Fluid Low (HYD FLUID LOW Annunciator) 3A-7Landing Gear Manual Extension (Hydraulic System) 3A-7Landing Gear Manual Extension (Mechanical System) 3A-8

Environmental Systems 3A-9Duct Overtemperature (DUCT OVERTEMP Annunciator) 3A-9

Ice Protection Systems 3A-9Electrothermal Propeller Deice (Auto System) 3A-9Electrothermal Propeller Deice (Manual System) 3A-9Engine Ice Vane Failure (L or R ICE VANE Annunciator) 3A-10

Static Air System 3A-10Pilot's Alternate Static Air Source 3A-10

Cracked or Shattered Windshield 3A-11

Crack In Any Side Window (Cockpit or Cabin) 3A-11

Severe Icing Conditions (Required By FAA AD 96-09-13) 3A-12

January, 2002 3A-1

Beech Super King Air B200 & B200CSection II - Limitations Raytbeon Aircraft

3A-2

THIS PAGE INTENTIONALLY LEFT BLANK

December, 1994

~ftModel B200/B200C

Section lilAAbnormal Procedures

All airspeeds quoted in this section are indicated airspeeds (lAS) and assume zero instrument error.

AIR START

IWARNING ,.

Airstart using the STARTER ASSIST procedures may momentarily cause the loss of attitudedisplay on Electronic Flight Instrument System (EFIS) equipped airplanes, and lead to prema­ture system failures. IF FLIGHT CONDITIONS DO NOT PERMIT THE TEMPORARY LOSSOF ATTITUDE REFERENCE, CONDUCT AIRSTART USING THE NO STARTER ASSISTPROCEDURES.

The pilot should determine the reason for engine failure before attempting an air start. Do notattempt an air start if N1 indicates zero.

Above 20,000 feet, starts tend to be hotter. During engine acceleration to idle speed, it maybecome necessary to move the condition lever periodically into CUT-OFF in order to avoidan overtemperature condition.

STARTER ASSIST

1. Cabin Temp Mode - OFF

2. Vent Blower - AUTO

3. Aft Blower (if installed) ... OFF

4. Radar ... 5TANDBY or OFF

5. Windshield Heat ... OFF

6. Power Lever - IDLE

7. Propeller Lever (inoperative engine) ... LOW RPM

8. Condition Lever ... FUEL CUT OFF

9. Firewall Shutoff Valve - OPEN

10. Generator (inoperative engine) - OFF

NOTEIf conditions permit, retard operative engine ITT to 700°C or less to reduce the possibility ofexceeding ITT limit. Reduce electrical load to minimum consistent with flight conditions.

11. Ignition and Engine Start - ON, IGNITION ON annunciator ... ILLUMINATED)

12. Condition Lever ... LOW IDLE

13. ITT and N1 - MONITOR (1000°C MAXIMUM)

14. Ignition and Engine Start ... OFF (N1 above 500/0)

15. Propeller Lever ... AS REQUIRED

16. Power Lever - AS REQUIRED

17. Generator ... ON

18. Auto Ignition .. ARM

19. Prop Sync - ON

20. Cabin Temp Mode - AUTO

December, 1994 3A-3

Section IliAAbnormal Procedures

21. Aft Blower (if installed) - AS REQUIRED

22. Radar - AS REQUIRED

23. Windshield Heat - AS REQUIRED

NO STARTER ASSIST (Windmilling Engine and Propeller)

1. Power Lever - IDLE

2. Propeller Lever - FULL FORWARD

3. Condition Lever - FUEL CUT OFF

4. Engine Ice Vane (inoperative engine) - RETRACTED

5. Firewall Shutoff Valve - OPEN

6. Generator (inoperative engine) - OFF

7. Airspeed - 140 KNOTS MINIMUM

8. Altitude - BELOW 20,000 FEET

9. Auto Ignition - ARM (IGNITION ON annunciator - ILLUMINATED)

10. Condition Lever - LOW IDLE

11. ITT and N1 - MONITOR (1000°C MAXIMUM)

12. Power - AS REQUIRED (after In has peaked)

13. Generator - ON

14. Prop Sync - ON

LANDING

FLAPS UP LANDING

Refer to Section V, PERFORMANCE, for Flaps Up Landing Distance and Approach Speed.

1. Approach Speed - CONFIRM

2. Autofeather (if installed) - ARM

3. Pressurization - CHECK

4. Cabin Sign - NO SMOKE & FSB

5. Flaps - UP

~ftModel B200/B200C

3A-4

Do not silence the landing gear warning horn, since the flap actuated portion of the landinggear warning system will not be actuated during a flaps up landing.

6. Landing Gear - ON

7. Lights - AS REQUIRED

NOTEUnder low visibility conditions, landing and taxi lights should be left off due to light reflections.

8. Radar - AS REQUIRED

9. Surface Deice - CYCLE (as required)

NOTEIf crosswind landing is anticipated, determine Crosswind Component from Section V, PER­FORMANCE. Immediately prior to touchdown, lower upwind wing and align the fuselage withthe runway. During rollout, hold aileron control into the wind and maintain directional controlwith rudder and brakes. Use propeller reverse as desired.

December, 1994

Raytheon Aircraft CompanySuper King Air B200 & B200C

10. Approach Speed · ESTABLISHED

11. Yaw Damp - OFF

12. Propeller Levers· FULL FORWARD

13. Power Levers - IDLE

After Touchdown:

14. Power Levers - LIFT AND SELECT REVERSE

15. Brekes - AS REQUIRED

ONE·ENGINE-INOPERATIVE APPROACH AND LANDING

1. Approach Speed - CONFIRM

2. Fuel Balance - CHECK

3. Pressurization - CHECK

4. Cabin Sign· NO SMOKE & FSB

When It is Certain that the Fieid Can Be Reached:

5. Flaps - APPROACH

6. Landing Gear - DN

7 . Propeller Lever - FULL FORWARD

8. Airspeed - 10 KNOTS ABOVE NORMAL LANDING APPROACH SPEED

9. Interior and Exterior Lights - AS REQUIRED

10. Radar - AS REQUIRED

11 . Surface Deice· CYCLE (as required)

When It is Certain There is No Possibility of a Go-Around:

12. Flaps· DN

13. Airspeed- NORMAL LANDING APPROACH SPEED

14. Pertorm normal landing.

Section 3A

Abnormal Procedures

I

NOTESingle-engine reverse thrust may be used with caution after touchdown on smooth, dry, paved surtaces.

ONE-ENGINE·INOPERATIVE GO·AROUND

1. Power - MAXIMUM ALLOWABLE

2. Landing Gear - UP

3. Flaps -UP

4, Airspeed -INCREASE TO BLUE LINE, 121 KNOTS

SYSTEMS

ENGINE OIL SYSTEM

LOW OIL PRESSURE INDICA TlON

Oil pressure values between 60 and 85 psi are undesirable; they should be tolerated only for the completion of the flight, andthen only at a reduced power setting not exceeding 1100 foot-pounds torque. Oil pressure values below 60 psi are unsafe; theyrequire that either the enginebe shut down or that a landing be made at the nearestsuitable airport, using the minimum powerrequired to sustain flight.

April,2004 3A-5

Seelion iliAAbnonnal Procedures

CHIP DETECT (L or R CHIP DETECT Annunciator)

fkeduaftModel B200lB200C

3A-6

Illumination of a CHIP DETECT annunciator indicates possible metal contamination in the eng ine oil supply.IUumination of a CHIP DETECT annunciator is not in itseij cause for an engine to be shut down. Engineparameters shou ld be monitored for abnormal indications. If parameters are abnormal, a precautionary shut­down may be made at the pilot's discretion. Aher ilklminatiOn of a CHIP DETECT annunciator, cause of themalfunction should be detennined and co rrected prior 10 the next flight.

FUEL SYSTEM

CROSSFEED (One-Engine-lnoperative Opera tion)

1. Crossfeed - LEFT OR RIGHT. AS REQU IRED (FUEL CROSSFEED annunciator · ILLUMINATED)

2. Standby Pumps - OFF

3 . Aux iliary Tank Transfer' AUTO

4. Fuel Balance - MONITOR

tt Fuel is Required 'rom the fnoperative Engine's Auxiliary Fuel Tankand the Rearon for Shlildown was Notan Engine Fire or Fuel Leak:

5. Firewall Shutoff Valve (inoperative engine) - OPEN (FUel PRESS annunciator' EXTINGUISHED)

6. No Transfer Light ~noperative engine) • EXTINGUISHED IN 30 TO 50 SECONDS.

TO DISCONTINUE CROSSFE£D

• Crossleed Flow Switch· OFF (centered)

AUXILIARY FU£L TRANSFER FAILUR£ (NO TRANSFER Light)

1, Auxiliary Tank Transfer - OVERRIDE

2. No Transfer Light - EXTINGUISHED (II light does not extinguish, auxiliary fuel may not be available)

3. Auxiliary Fuel Quantity· MONITOR

4. Auxiliary Tank Transfer - AUTO (when auxiliary fuel tank is empty)

ELECTRICAL SYSTEM

G£NERATOR INOPERATIVE (L or R DC GEN Annunciator)

1. Loadmeter - VERIFY GENERATOR IS OFF (0% LOAD)

2. Generator · RESET, THEN ON

If generator will not reset

3. Generator - OFF

4. loadmeter · DO NOT EXCEED 100% (88% Above 31,000 leet)

BATTERY CHARGE RAT£ (BA TTERY CHARGE Annunciator)

Ground Opera tions:

The BATTERY CHARGE annunciator will illuminate aller an engine start. Do not take off with the annuncia­tor i1iuminated unless a decreasing battery charge current is conlinned. see Nickel-Cadmium Battery Checkin Sect ion IV, NORMAL PROCEDURES.

In Right:

In-flight illumination of the BATTERY CHARGE annunciator indicates a possible battery malfunction.

1. Battery Switch· OFF

2. BATTERY CHARGE Annunciator Extinguished · CONTINUE TO DESTINATION

3. BATTERY CHARGE Annunciator Stil l lIIuminaled - LAND AT NEAREST SUITABLE AIRPORT

December, 1994

~Model B200/B200C

Section lilAAbnormal Procedures

EXCESSIVELOADMETERINDICATION (over 100%)

1. Battery - OFF (monitor loadmeter)

If Loadmeter Still Indicates Above 100%:

2. Nonessential Electrical Equipment - OFF

If Loadmeter Indicates 100% or Below:

3. Battery - ON

CIRCUIT BREAKER TRIPPED

1. Nonessential Circuit - DO NOT RESET IN FUGHT

2. Essential Circuit:

a. CircuitBreaker - PUSHTO RESET

b. If CircuitBreakerTrips Again - DO NOT RESET

BUS FEEDER CIRCUIT BREAKER TRIPPED (Fuel Panel Bus Feeders and Right CircuitBreakerPanel Bus Feeders)

• A short is indicated, do not reset in flight.

NOTEThe itemsthat may be inoperative can be determined from the electrical system schematicinSectionVII, SYSTEMSDESCRIPTION.

AVIONICS MASTER POWER SWITCH FAILURE

If the Avionics Master Pwr SwitchFails to Operate in the ON Position:

• Avionics Master Circuit Breaker - PULL

NOTETurningon the AvionicsMasterPwrswitch removes power that holds the avionicsrelay open.If the switch fails to the OFF position, pulling the Avionics Master circuit breaker will removepower to the relay and should restorepower to the avionics buses.

LANDING GEAR SYSTEM

HYDRAULICFLUID LOW (HYDFLUID LOWAnnunciator)

If HYD FLUID LOW annunciator illuminates during flight, attempt to extend the landing gear normally uponreaching destination. If the landing gear fails to extend, follow LANDING GEAR MANUAL EXTENSION pro­cedures.

LANDING GEAR MANUAL EXTENSION (HYDRAUUC SYSTEM)

On airplanes 88-1158, 88-1167, 88-1193 and after, BL-73 and after, and those airplanes incorporatingBeech Kit PIN 101-8018-1

If the landing gear fails to extendafter placing the Landing Gear Control down, perform the following:

1. Landing Gear Relay Circuit Breaker (pilot'ssubpanel) - PULL

2. Landing Gear Control - ON

3. Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-DOWNANNUNCIATORS ARE ILLUMINATED. WHILE PUMPING, DO NOT LOWER HANDLETO THE LEVELOF THE SECURING CLIP DURING THE DOWN STROKE AS THIS WILL RESULTIN THE LOSS OFPRESSURE.

If all three green gear-down annunciators are illuminated."

4. AlternateExtension Handle - STOW

April, 1996 3A-7

Section lilAAbnormal Procedures

OeechcmftModel B200/B200C

3A-8

5. Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing Gear RelayCircuitBreakermust not be activated.The landinggear should be considered UNSAFEuntil the systemis cycledand checkedwith the airplane on jacks.)

If one or moregreen gear-downannunciatorsdo not illuminate for any reasonanda decisionis madeto landin this condition:

6. Altemate Extension Handle - CONTINUE PUMPINGUNTIL MAXIMUM RESISTANCE IS FELT.

7. Altemate Extension Handle - DO NOT LOWER. LEAVEAT THE TOP OF THE UP STROKE.

Prior to Landing:

8. Alternate Extension Handle - PUMP UNTIL MAXIMUM RESISTANCE IS FELT. DO NOT STOW.

After Landing:

9. Altemate Extension Handle - CONTINUE PUMPING, WHEN CONDITIONS PERMIT, TO MAINTAINHYDRAUUC PRESSURE UNTIL THE GEAR CAN BE MECHANICALLYSECURED. DO NOT STOWHANDLE. DO NOT ACTIVATE THE LANDING GEAR CONTROL OR THE LANDING GEAR RELAYCIRCUIT BREAKER. THE LANDING GEAR SHOULD BE CONSIDERED UNLOCKED UNTIL THESYSTEM IS CYCLED AND CHECKED WITH THE AIRPLANE ON JACKS.

LANDING GEAR MANUAL EXTENSION (MECHANICAL SYSTEM)

On airplanes prior to BL-73 and BB-1193 (except 8B-1158 and 88-1167) not incorporating Beech Kit PIN101-8018-1

If the landinggear fails to extend after placing the Landing Gear Control down, performthe following:

1. Airspeed - ESTABUSH 130 KNOTS

2. Landing Gear Relay Circuit Breaker (pilot's subpanel) - PULL

3. LandingGear Control - ON

4. Alternate Engage Handle - LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE.

5. Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-DOWNANNUNCIATORS ARE ILLUMINATED. ADDITIONALPUMPINGWHEN ALL THREEANNUNCIATORSARE ILLUMINATED COULD DAMAGE THE DRIVE MECHANISM AND PREVENT SUBSEQUENTELECTRICAL GEAR RETRACTION.

If all threegreengear-downannunciatorsare illuminated:

6. Alternate Extension Handle - DO NOT STOW (Proceed to step 8.)

If one or more greengear-downannunciatorsdo not illuminate for any reasonanda decisionis madeto landin this condition:

7. AltemateExtension Handle - CONTINUE PUMPING UNTIL MAXIMUM RESISTANCE IS FELT, EVENTHOUGH THIS MAY DAMAGE-THE DRIVE MECHANISM..

8. Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing Gear RelayCircuitBreaker must not be activated.The landing gear should be considered UNSAFEuntil the systemis cycledand checked with the airplane on jacks.)

April, 1996

Raytbeon Aircraft Beech Super King Air B200 & B200CSection lilA - Abnormal Procedures

ENVIRONMENTAL SYSTEMS

DUCT OVERTEMPERATURE (DUCT OVERTEMP ANNUNCIATOR)

1. Vent Blower - HIGH

2. Cabin and Cockpit Air - PUSH IN (to increase airflow to cabin)

If Condition Persists:

3. Cabin Temp Mode - MAN HEAT

4. Manual Temp - DECR (for 60 seconds)

If Condition Persists, the Right Bypass Valve May Be Inoperative, Preventing Both Valves from Moving to theColder Position:

5. Left Bleed Air Valve - ENVIR OFF

If the DUCT OVERTEMP Annunciator Does Not Extinguish After 2 Minutes:

6. Oxygen - AS REQUIRED

7. Right Bleed Air Valve - ENVIR OFF

8. Descend as required.

ICE PROTECTION SYSTEMS

ELECTROTHERMAL PROPELLER DEICE (AUTO SYSTEM)

Abnormal Readings on Deice Ammeter: (Normal Operation: 14 to 18 amps)

1. Zero Amps:

a. Prop Deice - CHECK AUTO

b. If OFF, reposition to AUTO after 30 seconds.

c. If in AUTO position with zero amps reading, system is inoperative: position the switch to OFF.

d. Use manual backup system. (No deice ammeter indication - monitor loadmeter)

2. Below 14 amps:

a. Continue operation.

b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.

3. Over 18 amps:

a. If the Auto Prop Deice circuit breaker switch does not trip, continue operation.

b. If propeller imbalance occurs, increase rpm briefly to aid in ice removal.

c. If the Auto Prop Deice circuit breaker switch trips, use the manual system. Monitor loadmeter forexcessive current drain.

d. If the Prop Deice Control circuit breaker or the Left or Right Prop Deice circuit breaker trips, avoidicing conditions.

ELECTROTHERMAL PROPELLER DEICE (MANUAL SYSTEM)

On Airplanes Prior to BB-829:

1. To use manual system, hold switch in OUTER position for approximately 30 seconds, then in INNERposition for approximately 30 seconds.

2. Monitor manual system current requirement using the airplane's loadmeters when the switch is in OUTERor INNER. A small needle deflection (approximately 50/0) indicating the system is functioning.

Airplanes BB-829 and After, BL-37 and After:

3. To use manual system, hold manual propeller deice switch in MANUAL position for approximately 90seconds, or until ice is dislodged from blades.

4. Monitor manual system current requirement with the airplane's loadmeters when the manual deice switchis in the MANUAL position. A small needle deflection (approximately 5%) indicates the system isfunctioning.

September, 1995 3A-9

Beech Super King Air B200 & B200CSection IliA - Abnormal Procedures Raytbeon Aircraft

3A-10

ENGINE ICE VANE FAILURE (L or R ICE VANE Annunciator)

1. Ice Vane Control Circuit Breaker - PULL

2. Airspeed - 140 - 160 KIAS

3. Manual Extension Handle - PULL OUT (ICE VANE EXT Annunciator Illuminated)

4. Airspeed - RESUME

If ICE VANE EXT Annunciator Does Not Illuminate:

5. Exit icing conditions.

6. Manual Extension Handle - PUSH IN (to retract vanes when required)

Do not activate ice vanes electrically once the manual system has been used until theoverride linkage has been reset after landing.

NOTEThe ICE VANE fail annunciator will be illuminated any time the position of the ice vanedoes not match the corresponding switch position. The switch may be repositioned tomatch the vane position without damaging the linkage as long as the Ice Vane Controlcircuit breaker is out.

STATIC AIR SYSTEM

PILOT'S ALTERNATE STATIC AIR SOURCE

THE PILOT'S ALTERNATE STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THENORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the airplane has been exposed to moistureand/or icing conditions (especially on the ground), the possibility of obstructed static ports should beconsidered. Partial obstructions will result in the rate of climb indication being sluggish during a climb ordescent. Verification of suspected obstruction is possible by switching to the alternate system and noting asudden sustained change in rate of climb. This may be accompanied by abnormal indicated airspeed andaltitude changes beyond normal calibrated differences.

Whenever any obstruction exists in the Normal Static Air System, or when the Alternate Static Air System isdesired for use:

1. Pilot's Static Air Source (right side panel) - ALTERNATE

2. For Airspeed Calibration and Altimeter Correction, refer to Section V, PERFORMANCE.

NOTEBe certain the static air valve is in the NORMAL position when the alternate system is notneeded.

January, 2002

Raytbeon AircraftCRACKED OR SHATTERED WINDSHIELD

Beech Super King Air B200 & B200CSection lilA - Abnormal Procedures

The following procedure should be used when one or more cracks occur in the inner or outer ply of thewindshield. The procedure is also applicable if the windshield shatters. This usually occurs in the inner ply andis characterized by a multitude of cracks which will likely obstruct the crew members vision and may producesmall particles or flakes of glass that can break free of the windshield.

1. Altitude - MAINTAIN 25,000 FT OR LESS, IF POSSIBLE

2. Pressurization Controller - RESET

a. Cruise and Descent - MAINTAIN A CABIN DIFFERENTIAL PRESSURE OF 2.0 TO 4.6 PSI (A cabindifferential pressure of 4.6 psi will produce approximately a 10,500-foot cabin altitude at an airplanealtitude of 25,000 feet)

b. Before Landing - DEPRESSURIZE CABIN PRIOR TO TOUCHDOWN

3. Other In-flight Considerations

a. Visibility through a shattered windshield may be sufficiently reduced to dictate flying the airplane fromthe opposite side of the cockpit.

b. Precautions should be taken to prevent particles or flakes of glass from a shattered inner ply of thewindshield from interfering with the crew's vision.

c. A cracked outer windshield ply may damage operating windshield wipers.

d. Windshield heat may be inoperative in the area of the crack(s).

e. The structural integrity of the windshield will be maintained.

4. Postflight Considerations - SEE SECTION II, LIMITATIONS

CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN)

1. Altitude - DESCEND IF REQUIRED

a. Descend to an altitude not requiring oxygen, if possible, or

b. Descend to at least 25,000 feet if passengers are on board.

2. Crew and Passengers - DON OXYGEN MASKS, IF REQUIRED

3. Pressurization Controller - RESET AS REQUIRED TO DEPRESSURIZE CABIN

4. Cabin Pressure Switch - DUMP

5. Postflight Considerations - SEE SECTION II, LIMITATIONS

January, 2002 3A-11

Beech Super King Air B200 & B200CSection lilA - Abnormal Procedures Raylbeon Aircraft

3A-12

SEVERE ICING CONDITIONS (Required By FAA AD 96-09-13)

THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING:

• Visible rain at temperatures below aoc ambient air temperature.

• Droplets that splash or splatter on impact at temperatures below aoc ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT:

These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient airtemperature. While severe icing may form at temperatures as cold as -18°C, increased vigilance is warrantedat temperatures around freezing with visible moisture present. If the visual cues specified in Section II,LIMITATIONS for identifying severe icing conditions are observed, accomplish the following:

1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change toexit the severe icing conditions in order to avoid extended exposure to flight conditions more severe thanthose for which the airplane has been certificated.

2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.

3. Do not engage the autopilot.

4. If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.

5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of­attack.

6. Do not extend flaps during extended operation in icing conditions. Operation with flaps extended canresult in a reduced wing angle-of-attack with the possibility of ice forming on the upper surface further afton the wing than normal, possibly aft of the protected area.

7. If the flaps are extended, do not retract them until the airframe is clear of ice.

8. Report these weather conditions to Air Traffic Control.

January, 2002