1.

Maximum Design Weights

Maximum Ramp Weight (MRW)
14 070 kg (31 019 lb)
Maximum Takeoff Weight (MTOW)
13 990 kg (30 843 lb)
Maximum Landing Weight (MLW)
13 230 kg (29 167 lb)
Maximum Zero Fuel Weight (MZFW)
12 610 kg (27 800 lb)
Minimum Flight Weight
9 400 kg (20 724 lb)
Maximum load in baggage comp.
750 kg (1653 lb)
2. Speed Limitations
Maneuvering speed (V
A
) 180 KIAS
Maximum operating speed
SL 20 000 ft 270 KIAS
20 000 31 000 ft 0.59 M
Maximum flaps extended speeds (V
FE
)
Takeoff (flaps 12) 200 KIAS
Approach and Landing (flaps 20) 180 KIAS
Approach and Landing (flaps 32) 160 KIAS
Maximum landing gear operating
speed (V
LE
= V
LO
)
200 KIAS
Rough Air Speeds (V
RA
)
SL 15 000 ft 185 KIAS
15 000 22 200 ft 200 KIAS
22 200 31 000 ft (M
RA
) 0.46 M
Maximum tire speed
165 kts Groundspeed
Maximum windshield wiper operation speed
166 KIAS
3. Environmental envelopes
3.1 Pressure Altitude
Altitude Limits for Takeoff and Landing
1 000 ft - 12 000 ft
for Flight
1 000 ft - 31 000 ft


Max. altitude for landing gear operation
18 000 ft
Max. altitude for flap extension
18 000 ft
Max. altitude for APU operation
30 000 ft
Max. altitude for APU start or main engine
restart with APU assistance
20 000 ft
3.2 Outside Air Temperature
-56 C - +50 C (ISA+35 C)
3.3 Wind
Maximum tailwind component for takeoff and landing
10 kts
Maximum crosswind component for takeoff and landing
21 kts
3.4 Runway
Maximum runway slopes
2% up - 2% down
Maximum depth of runway precipitants for
takeoff
15 mm slush or wet snow on runway
Maximum depth of runway precipitants for
takeoff
60 mm dry snow on runway
4. Engine and Propeller Limitations
4.1 Engine
Maximum takeoff power operation limit 100% TQ at 100% NP
Maximum takeoff power operation time
limit
dual engine 5 min
single engine 10 min
Maximum cont. power operation limit
85% TQ at 100% NP
100% TQ at 85% NP or below
Maximum N
H
RPM
102,7%
Maximum N
L
RPM
104,4%
Maximum N
P
RPM
102,5%
Maximum ITT-limit
800 C
Maximum temperature limit for engine
starting
950 C
850 C - 950 C for 5 sec
4.2. Propeller:
Maximum NP in feathered position
26,9% NP
Prohibited continuous operation
between 26,9% NP and 46,2% NP
With surface winds from behind the
propeller disc and above 25 kts
continuous operation between 57,7% NP and 71,2% NP has
to be avoided
Maximum power in case of propeller or
propeller governor malfunction
75% torque provided N
P
does not exceed 110%.
4.3. Oil:
Temperature
0 115 C
125 C for max. 20 min
Limit for starting (Aeroshell 560)
-40 - +54 C
Min.oil temperature during icing conditions
45 C to ensure intake strut de-icing
Pressure
55 65 PSID
Maximum oil consumption
0,19 l/h or 0,05 US Gal/h over 10 hrs of operation
N o m i x i n g o f t y p e s o r b r a n d s o f o i l a l l o w e d
4.4. Starter:
Cranking limitations
3 consecutive starts with a 1 min 30 sec maximum
combined starter running time followed by 10 min off.
5. Fuel
Tank temperature limits for Jet A1
47 C - +54 C
Maximum fueling pressure
50 PSI
Maximum defueling pressure
-10 PSI
Maximum allowable fuel imbalance LH/RH
wing tank group
95,3 kg or 210 lbs
AVGAS use
Engine: max. 150 hrs during any period between overhaul
APU: max. 12 hrs in 2500 hrs
If fuel tank temperature INOP
replace tank temperature by SAT
Increase of unusable fuel if LH/RH booster
or jet pump INOP
13,6 kg or 30 lbs
6. Pressurization
Maximum differential pressure
6,90 Psi
for landing: 0,4 Psi i
Maximum altitude for ECS single pack
operation
25 000 ft
7. Center of gravity limitations
CG limits for takeoff and landing
Weights FWD Limit AFT Limit
Min. Flight Weight 16,0% MAC ARM 40% MAC ARM
Max. Zero Fuel Weight 20,2% MAC ARM 40% MAC ARM
Max. landing Weight 21,3% MAC ARM 40% MAC ARM
Max. Takeoff Weight 22,5% MAC ARM 40% MAC ARM

Pressurization
Airconditioning and pressurization is using bleed air from the engines or the APU.
This bleed air is supplied to 2 identical ECS packs.
2 outflow valves are installed on the Do328, 1 in fwd and 1 in aft bulkhead.
The pressurization is controlled by a digital electro pneumatic cabin pressure controller.
Components:
! Flow limiting venturi: HP flow limiting valve: lowers flow to ~10% of engine airflow and
guarantees operation in case of line rupture
! MP reducing and shutoff valve: reduces pressure to 30-40Psi
! HP reducing and shutoff valve: reduces 200Psi to 30-40Psi
! Non return valve: prevents introduction of HP air into LP system
! Checkvalve: in case of engine failure prevents airflow to U/S engine
! Crossbleedvalve
! HP and main duct overtemp switches
! Overpressure switches: when pressure >40Psi supply is shut off
Malfunctions:
If HP BLEED SOV FAIL: leave ECS on
If MP BLEED SOV FAIL: switch ECS off, after 30sec recycle to see, if problem still exists, if
unsuccessful, turn ECS button off and crossbleed button on.
Limits for passenger comfort:
Altitude: 8000ft
Cabin rate of climb: 450ft/min
Cabin rate of descent: 300ft/min
Pressurization schedule:
PA(ft) CAB ALT(ft) DIFF PR(Psi)
5000 0 2,54
10000 1000 4,09
15000 2100 5,30
20000 3400 6,20
25000 5300 6,63
31000 8000 6,75

2 pressurization modes:
Auto: via electropneumatic outflowvalve
Manual via fwd pneumatic OFV: This OFV is located on right side of fwd PBH, on ground is it
kept open when:PL in Grd Idle and when Pax or service or
cargo door not properly closed

Guarded dumpswitch controls electropneumatic OFV
Manual modeswitch: full down: -1500ft/min, full up: 2500ft/min
In Auto mode switch has to be set to full down!
Warnings:
CABIN ALT: when cabin alt>9500

250
ft
CABIN DIFF PRESS: when !P>6,9Psi or <-0,2Psi airborne or >0,725Psi on ground
Oxygen
Storage cylinder: capacity: 2270lts=77cuft
On the top of the cylinder a valve assy is mounted, which reduces the pressure from 12,7
Mpa to 0,5 Mpa for crew-, firstaid- and pax masks
Distribution components:
! Seal valve: incase of rupture of line seals off side with lower pressure
! Shuttle valve: closes other end of ruptured line
! Oxy masks: 3 in flight compartment, has an integrated purge valve, which has to be
pressed in order to purge smoke, fumes, etc. out of the goggles
! Seperation valve: means of connecting crew to pax system, normally closed
! 4 first aid outlets in the cabin
! Cabin altitude switch: if cabin pressure>13.800ft solenoid valve is activated to
pressurize dropout circuit, masks drop out. This solenoid is either
controlled by the altitude switch or a manual dropout switch on
the overhead panel. The solenoid valve controls the O2
distribution to the altitude compensating regulator, which regulates
O2 pressure to pax masks depending on altitude
! 4 additional masks: 2 in galley, 2 in lavatory
! Pressure reducer on bottle for crew masks reduces pressure from 483Kpa to 70Psi

Ticmarks on CPCS-OXY page: yellow from 20-80% and 110-120%, white from 80-110%,
red above 120%
PBE hood
Provides O2 and protects eyes, chemical reaction supplies O2 to wearer
Consists of potassium superoxyde canister with 2 openings: 1 for exhaled gases, 1 outlet for
the generated O2
Consists of a chlorate starter chandle which, when the wearer dons the hood, starts the
chemical reaction.
Supplies ~8lts of O2 for a short period of time, the crew PBE hood located in the flight
compartment step is usable for ~ 15min
Fire
3 smoke detectors: galley, cargocompartment, lavatory
3 portable fire extinguishers: between last seat row and galley, flight compartment step
stowage, F/A stowage
Engine fire protection
4 loops (coaxial cable with a temperature sensitive material) in fire detection circuit on each
side
Injured loop does not affect detecting capability
Cable is sensitive to temp changes up to 1095C for 5 min
224 cuin HALON 1301 agent is used in the engine fire bottles
4 functions of engine fire protection: Test, Fault, Overheat/fire, Extinguishing
Shutoff functions are (when fire button is pressed):
! Fuel SOV closes
! Motive fuel valve closes
! Bleed air closes
! Feather solenoid and aux feather pump will be activated (prop goes to feather)
! DC generator switched off
! Auto ignition switched off
! Additionally SQUIB lights are illuminated
Ice Protection
9 neoprene deicer boots installed: inflatable with HP bleed air, 6 wing, 3 empennage
2 modes: fast: T>-20C in heavy icing conditions
slow: T<-20C in light icing conditions
Horn deicing: LH horn button: deices LH elevator horn and rudder horn
RH horn button deices RH elevator horn
Intake deicing: 3 neoprene boots. When the LH or RH engine intake switch is pressed, a
timer starts a 6 sec inflation cycle, followed by a 54 sec deflation cycle
Prop heating: when NP<50% electrical power is removed from deicer mats to avoid
overheating. 2 cycle modes: below 10 (25 sec on, 60 sec off), above 10
(7 sec on, 65 sec off)
Probe switches: Probe 1 controls LH AOA +LH pitot, Probe 2 controls RH AOA +RH pitot,
STBY controls STBY pitot+TAT probe
Ice detector: hollow nickel alloy tube, when ice is detected, the probe is automatically heated
and the advisory message stays in the CAS field for 5 min.
Warnings:
When LH/RH DEICE warning comes on switch deice bleed off!
Engine
14 fuel nozzles
Direction of rotation (when viewed from rear): HP clockwise
LP counterclockwise
Powerturbine and Propeller clockwise
Ignition
Powered by DC Essential bus
During start only one plug is used, but they are alternately used
AUTO IGN active when NH<60%, CL>Min, WOW=Air, both plugs powered by Hot Bus
During startcycle ignition is switched off at 45%NH
Air/Exhaust
LP air (P2.5): used for sealing, oil scavenging, internal cooling
HP air (p3): used for sealing, oil scavenging, internal cooling, modified P3 air used by FCU
and propeller overspeed protection
Oil System
Pressure relief valve on oil pressure pump opens when Poil>200Psi
Oil cooler with thermal relief valve keeps Toil at min 45C
Propeller
Dual acting with reversing capability
N
P
-RPM: T/O: 100%-1300U/min, Climb: 85%-1100U/min, Crz: 81%-1050U/min
Loss of oil pressure to propeller causes prop to go to a lower blade angle
Loss of oil pressure to PCU causes propeller to go to a higher blade angle
Beta mode: oil bypasses CSU,EEC controls NP from 70% at below Flight Idle to 80% at full
Reverse, blade angle between 15 and 11
Overspeed protection: overspeed governor: 104%NP, EEC/ECU: 106%NP, HMU: 109%NP
Condition levers: 2 microswitches: one half way between Feather and Min for electrical
feathering, the other one close to maximum to cancel the sysnchronization
with T/O RPM
Autofeather Arm. feather propeller when torque of engine falls to below 19% and prevents
the other propeller from feathering automatically. To arm the autofeather
the TQ must be higher than 50%, CL set to max and Auto-FX armed
Pitch lock unit prevents Prop to go to fine pitch in case of oil pressure drop, is engaged,
when blade angle differs from selected blade angle by more than 2.
Prop test features: NP ovrspeed test, Prop autofeather test, CL electrical feather test, CL
mechanical feather test. To check the mechanical autofeather test, the
ECU switch has to be in manual mode to cancel the NP signal and by
pulling the respective CB (D22 for RH, D14 for LH Prop)
Flight Controls
Consist of primary (elevators, ailerons assisted by roll spoilers, rudder) and secondary flight
controls (aileron, elevator and rudder trim systems,flaps, ground spoilers)
Flaps: single slotted. Electrically controlled and hydraulically operated.
AP operation is prohibited with the LH or RH aileron disconnected.
Hydraulics
Main System Components:
! Reservoir
! Main AC pump: powered by AC bus No.1, axial piston pump with variable displacement,
supplies 3002Psi
! Stby DC pump: gear type pump with constant displacement
! Main filter package with priority valve: components are: pressure filter, return filter with
bypass, mainsystem relief valve, stby pressure
switch for controlling DC stby pump operation,
temp and press transducer for EICAS indication,
priority valve
! Main system accumulator: precharge pressure is 1813Psi
Hydraulically driven systems are:
! Roll spoilers
! Ground spoilers
! Flaps
! Normal brake supply: consists of normal brake accu, pressure dump and relief valve,
check valve, pressure transducer
! Nosewheel steering
! Landing gear: Proxi Switches (WOW, uplock and downlock) on each Mlg and Nlg send
signals to PSEU, which controls hydraulic operation. During gear retraction
a controlpressure is sent to the Mlg wheel brakes to stop rotation
Auxiliary hydraulic system main components:
! Aux reservoir with proximity switch C located in Nlg bay
! Handpump: 2 stage doubleacting
! Manual selector valve: when handpump cover is opened, valve is set to emergency ldg.
gear operation
! Pilot check valve
! E/P brake supply: consists of an accumulator, a checkvalve, which hold the pressure in
the system, if main system is switched off and a dumpvalve, which
allows pressure to be dumped for maintenance reasons
Manual shutoff valve: located in return line to main reservoir, a bypass valve prevents
excessive pressure buildup in return tubes if valve is closed and
hydraulic system is operating
Controls:
Main pump switch: closes power relay to connect main AC pump to AC bus No.1
Stby switch: MAN: pump operates continuesly, AUTO: controlled by pressure switch or
control logic activated by fluid level situation
Priority valve switch: ALL: springloaded to center position, all consumers are supplied with
hydraulic pressure, ROLL: only roll spoilers are supplied, AUTO: depends
on fluid level in main reservoir and position of main AC pump power
relay
Operation:
If system pressure drops below 1813Psi the pressure sensing valve isolates Landing gear
and NWS system to enable roll spoiler operation.
If system pressure drops below 1958Psi DC Stby pump is activated, if switch is set to AUTO.
If hydraulic level reaches Proxi A, a CAS message HYD MAIN QTY LOW is generated. The main
AC pump should be switched off and the priority valve be closed to supply roll spoilers only.
If hydraulic level reaches Proxi B, the main pump is switched off and the priority valve is
closed.
Emergency extension:
Opening of the handpump cover switches the bypass valve to depressurize the normal
pressure and return lines (connects up and down lines to return)
Wheels and brakes:
The brake temperature indicator is white from 0-135C and changes to yellow from 135-
250C. This yellow range causes a CAS message BRK TEMP
HIGH T/O is not allowed.
Normal braking does not require any electrical power.
Antiskid requires 28V DC and is active when speed is >16kts during acceleration and
<12kts during deceleration.
Touchdown protection circuit is active as long as all WOW switches repot air mode.
Locked wheel protection circuit dumps all hydraulic pressure an the respective side when
one wheel speed drops to below 30% of the reference signal.
The control signal is removed when wheel speed reaches
70% of the reference signal.
Emergency brake system: with a fully charged accumulator up to 6 full handle operations are
possible, but no Antiskid is available.
When Antiskid is off the ASD (Accelerate and stop distance) has to be multiplied by 1.2 and
the landing distance by 1.15.
Nosewheel steering: with pedal commands a maximum nosewheel deflection of 10, with
the tiller wheel a maximum nosewheel deflection of 60 is possible.
Tiller wheel steering is enabled when the CLs are in Min and rudder
pedal inputs can be disabled by pressing the rudder disconnect button
on the tiller wheel.
During approach with gear down and NWS on rudder commands have no effect on
nosewheel deflection, the nose wheel is centered in 0 position. After touchdown and a
delay of 0.5sec the rudder inputs a enabled within 2sec.