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message is displayed or at 170 pounds or less of indicated fuel in either tank.
Maximum approved fuel imbalance is 200 pounds. An emergency fuel imbalance of 600 pounds has
been demonstrated for safe return and landing.
Minimum fuel quantity for takeoff is 200 pounds per wing.
Figure 2-10 lists the fuel temperature limitations for each approved fuel.
NOTE
• The fuel tank temperature indication on EICAS does not monitor for fuel
temperature out of limits.
• Dupont Stadis 450 antistatic additive or equivalent is permitted to bring fuel up to
300 conductive units, but not to exceed 3 ppm (parts per million) by weight.
• SOHIO Biobor JF biocide additive is approved at a concentration not to exceed
270 ppm by weight.
• EGME/DIEGME anti-icing additive is approved for use, but not required, at a
concentration not to exceed 0.15% by volume. Refer to Normal Procedures,
ANTI-ICE ADDITIVES for blending instructions.
Figure 2-10
UNUSABLE FUEL
Unusable fuel is the fuel remaining in the fuel tanks when the fuel quantity indicator reads zero. This
fuel is not usable in flight.
GRADE
(TYPE) SPECIFICATION
MINIMUM FUEL
TEMPERATURE
°C (°F)
JET A, JET A-1 ASTM-D1655 -35 (-31)
RP-3 (JET No. 3) GB 6537-94 (China) -35 (-31)
JP-8 MIL-T-83133 -35 (-31)
2-14 AA 510FM-07
MODEL 510 SECTION II - OPERATING LIMITATIONS
FAA APPROVED
Configuration U.S.
APPROVED OILS
The following oils are approved for use:
* Oils denoted with an asterisk are “THIRD GENERATION” lubricants.
In addition, oils listed for the engine in the latest revision to PW615F Maintenance Manual (P/N
3059712) are approved.
CAUTION
When changing from an existing lubricant formulation to a “third generation”
lubricant formulation, the engine manufacturer strongly recommends that such
a change should only be made when an engine is new or freshly overhauled.
For additional information on use of third generation oils, refer to engine
manufacturer’s pertinent oil service bulletins.
Figure 2-11
Maximum oil consumption is 1 U.S. quart per 13.5-hour period. If oil consumption exceeds this
amount, refer to the Pratt and Whitney PW615F-A Maintenance Manual.
The oil level must be serviced to the MAX indication on the sight glass for any flight planned to
exceed 5 hours in duration.
Should it be necessary to replenish oil consumption losses when oil of the same brand (as tank
contents) is unavailable, then the following requirements apply:
For contingency purposes, oil replenishment using any other approved oil brand listed is acceptable
provided:
• The total quantity of added oil does not exceed 2 U.S. quarts in any 400-hour period.
• If it is required to add more than 2 U.S. quarts of dissimilar oil brands, drain and flush
complete oil system and refill with an approved oil in accordance with Engine Maintenance
Manual instructions.
Should oils of non-approved brands or of different viscosities become intermixed, drain and flush
complete oil system and refill with an approved oil in accordance with Engine Maintenance Manual
instructions.
MOBIL JET OIL II AIR BP / EXXON 2380
MOBIL JET OIL 254* AIR BP / EXXON 2197*
ROYCO TURBINE OIL 500 AEROSHELL TURBINE OIL 500
ROYCO TURBINE OIL 560* AEROSHELL TURBINE OIL 560*
TurboNycoil TN 600 CASTROL 5000
510FM-07 AA 2-15
SECTION II - OPERATING LIMITATIONS MODEL 510
FAA APPROVED
U.S. Configuration
SPEED LIMITATIONS
Maximum Operating Limit Speeds:
VMO (Between Sea Level and 27,120 Feet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
MMO (Above 27,120 Feet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.63 Mach (Indicated)
NOTE
The maximum operating limit speeds may not be deliberately exceeded in any regime
of flight (climb, cruise or descent) unless a higher speed is authorized for flight test or
pilot training.
Maximum Operating Maneuvering Speeds - VO. . . . . . . . . . . . . . . . . . . . . . . . . .Refer to Figure 2-12
WARNING
Avoid rapid and large alternating control inputs, especially in
combination with large changes in pitch, roll, or yaw (i.e., large sideslip
angles) as they may result in structural failures at any speed, including
below VO.
NOTE
Full application of rudder and aileron controls, as well as maneuvers that involve
angle-of-attack near the stall, should be confined to speeds below maximum
maneuvering speed.
EXAMPLE PROBLEM: Refer to Figure 2-12
PRESSURE ALTITUDE - 35,000 FEET
WEIGHT - 8,000 POUNDS
MAXIMUM MANEUVERING SPEED - 158 KNOTS
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