AIRCRAFT OPERATIONS MANUAL
Part 1
The content of this document is proprietary and confidential to Saab AB
and may not:
a) be used for any purpose other than those for which it was supplied;
b) be copied or reproduced in whole or in part without the prior written
consent of Saab AB; nor
c) be disclosed to any third party without the prior written consent of
Saab AB
Saab AB
SE−581 88 Linköping
Sweden
Doc. No: 340LKS042109
Ref. No: SAAB 340B AOM
Telephone: int+46 13 18 00 00
Initial Issue: JUN 15/89
Revision 54: Dec 01/17
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Aircraft Operations Manual
LETTER OF TRANSMITTAL
REVISION No. 54, Dec 01/17
To: All holders of SAAB 340B AIRCRAFT OPERATIONS MANUAL.
FILING INSTRUCTIONS
Before inserting this revision, ensure that Revision No. 53, Jun 01/17 is incorporated.
Update the manual according to the revised ”List of Effective Pages”.
R = revised (to be replaced)
D = deleted (to be removed)
N = new (to be introduced)
Ensure that the contents of the manual are in compliance with the List of Effective Pages.
REASON FOR ISSUE
This revision contains minor changes and page shifts.
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Aircraft Operations Manual
RECORD OF REVISIONS
Rev.
No.
Revision date
Rev.
No.
Revision date
Rev.
No.
Revision date
1
Sep 06/89
24
Dec 21/95
47
Jan 14/15
2
Oct 01/89
25
Jun 17/96
48
Apr 01/15
3
Dec 01/89
26
Nov 30/96
49
Jun 30/15
4
Jan 22/90
27
Apr 30/97
50
Dec 01/15
5
Feb 14/90
28
Mar 20/98
51
Jun 01/16
6
Apr 02/90
29
Nov 06/98
52
Dec 01/16
7
May 10/90
30
Jun 24/99
53
Jun 01/17
8
Sep 01/90
31
Oct 15/99
54
Dec 01/17
9
Nov 26/90
32
Feb 02/01
10
Jan 07/91
33
Oct 05/01
11
Apr 29/91
34
Dec 03/01
12
Jul 15/91
35
Sep 06/02
13
Mar 05/92
36
Dec 15/03
14
Apr 30/92
37
Feb 15/04
15
Aug 03/92
38
Dec 10/04
16
Nov 02/92
39
Mar 04/05
17
Dec 30/93
40
Feb 03/06
18
Mar 16/94
41
Jun 23/08
19
Apr 29/94
42
Feb 17/11
20
Sep 30/94
43
Aug 16/21
21
Dec 21/94
44
May 14/13
22
Mar 20/95
45
Nov 21/13
23
Jun 30/95
46
Jul 01/14
By
By
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By
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Aircraft Operations Manual
HIGHLIGHTS
REVISION No. 54, Dec 01/17
AOM BOOK I
SE/CH/SU
PAGES CODE
REASON FOR CHANGE
17.2
2
Restriction added to the AOM since the OB is removed. It has been
requested by the GE that OB No. 18 should be removed since there
was a risk of damaging the engine if the procedure in the OB was not
followed.
3
Text shift due to new text in 17.2 page 2.
6
Cooling time changed to the new recommended 70 seconds.
9
Misspell of word “extensive” corrected.
10
SI units added behind numeric temperature. Bullit “Must be in OFF..”
has been changed to a sub bullit to clarify which switch to be set in
OFF position.
11
Explanation of the different starting techniques rewritten. Editorial
correction to NOTE text, “be” added to correct sentence structure
and reposition of NOTE.
12−14
Presentation clarified by structural changes and reposition of text on
pages 12−14. The technical content has not been changed, only editorial changes to increase readability. Page 13, BUS TIE CONN
added in two places in the last two sub bullits on page, this is done to
clarify which light is meant. Editorial change to headline.
15−16
Procedure for engine start has been clarified and modified with new
layout. No technical changes except the new recommended 70 sec
cooling time of S/G.
17
Word “ground” replaced with “external”.
8−40
Page shift due to partly new layout on pages 12−14.
29
P added to correct misspelled word PRIOR in CAUTION.
31
GPU changed to external power.
39
New page due to page shift.
40
−”−.
PAGE
Dec 01/17
1
Aircraft Operations Manual
HIGHLIGHTS
REVISION No. 54, Dec 01/17
AOM BOOK II
SE/CH/SU
PAGES
20 contents
1−2
No new or cancelled Alert Operations Bulletins.
21 contents
1−2
Operations Bulletins incorporated into the AOM and moved to List
of Cancelled Operations Bulletin. See Section 21 Contents.
22/2
11−13
Editorial changes to page. Text moved and repositioned on page.
Procedures “Motoring Start” and “Direct Start” reconstructed and
clarified.
12−26
Page shift.
25−26
New page due page shift.
23/2
CODE
REASON FOR CHANGE
A6−2
00
Note added concerning aircraft speed during icing conditions.
A6−2
10
−”−.
A6−3
10
−”−.
A8−9
00
−”−.
A10−2
00
Item 1 corrected to DISENGAGE. In NOTE, word “item” in list of
affected system corrected to “systems” and next to last sentence,
“radar” corrected to “radio”.
24/2
E7−8
00
Note added concerning aircraft speed during icing conditions.
25/9
1
Landing procedure partly reworded, highlighting the use of added
speed increments to reach the correct corrected VREF for landing.
2
Page shift due to reworded procedure on page 1.
36/10.1
2
NOTE added regarding erroneous steering and guidance from FMS
during go−around.
37/1
19
Word UNFEATHER changed to START in item 3.4 After Engine
Start. Text cancelling OB No. 18 added/removed to AOM.
PAGE
Dec 01/17
2
Aircraft Operations Manual
To: Saab AB
Support and Services
Publication Engineering
SE−581 88 Linköping
SWEDEN
Phone: +46−13 18 00 00
Email: customer.support.publications@saabgroup.com
From:
MANUAL USER COMMENTS
on omissions, procedures, etc.
Aircraft Operations Manual
Date:
Phone/Fax/Email:
Manual:
AOM
Topic:
Chap/Sect/Page:
Page Date:
Comments:
Please forward this form, when completed, to the above address. If possible, attach a photo−copy
of the relevant manual page with any comments added, as necessary.
Flight Ops Action
Date Received
.............
V
V
V
To be included in Rev. . . . . , dated . . . . . . . . . .
In process
Rejected; reason: . . . . . . . . . . . . . . . . . . . . . . . . . .
. .........................................
Manual User Comments
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Manual User Comments
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Aircraft Operations Manual
1.
FOREWORD
The SAAB 340B AIRCRAFT OPERATIONS MANUAL (AOM) is the property of Saab AB. It is supplied
in confidence of commercial security. It shall not be
used for any purpose other than that for which it is
supplied, nor may any information contained in it be
disclosed to unauthorized persons. It shall not be
reproduced in any form in whole or in part without
permission in writing from owners of the copyright.
The technical content of this document is approved
under the authority of DOA nr. EASA.21J.066
2.
PURPOSE AND SCOPE
This manual is specifically prepared for flight personnel and contains information and instructions for
operating the SAAB 340B. The procedures in this
manual cover the international standards and recommendations given in ICAO Annex 6, as applicable and specific to this type of aircraft. Although
these procedures must be adhered to, nothing
should limit personnel from acting on their own best
judgement in an emergency.
Procedures and limitations in the AOM are recommended by Saab AB. In the event of conflict with
the LFV approved Airplane Flight Manual (AFM) the
AFM shall apply.
3.
MANUAL LAYOUT
The manual is divided into three parts, each contained in a separate binder.
3.1
Part 1
The first binder is applicable to aircraft both without
and with extended wingtips and is divided by means
of tab dividers in the following sections:
0.
Introduction and Records
1.
Aircraft General
2.
Air Conditioning and Pressurization
3.
Autoflight
4.
Communications
5.
Electrical
6.
Emergency Equipment
7.
Fire Protection
8.
Flight Controls
INTRODUCTION
9.
Fuel
10.
Hydraulics
11.
Ice and Rain Protection
12.
Instruments and Recorders
13.
Landing Gear
14.
Lighting
15.
Navigation
16.
Pneumatics
17.
Power Plant
18.
Water and Waste
19.
Warning and Cautions
Each section in Part 1 contains one or more chapters.
Example:
4/1.1
AUDIO INTEGRATING
4/2.1
HF COM
4/3.1
VHF COM
4/4.1
PA/INTERPHONE
Each chapter is separated in three subchapters:
Subchapter 0 (if applicable) includes Highlights,
which includes descriptions, limitations and procedures for the various aircraft systems at lower
modstatus.
Subchapter 1 consists of short technical descriptions of the various aircraft systems at the highest
modstatus.
Subchapter 2 (if applicable) covers Limitations,
Normal Operations and Abnormal Procedures as
applicable for the various aircraft systems at the
highest modstatus.
INTRO
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Aircraft Operations Manual
INTRODUCTION
Example:
Prefix
Subchapter
Chapter
Section
15/4.1
KO
Page 1
To distinguish possible alternatives in the NORMAL
and ABNORMAL procedures, symbols are used to
the left of the appropriate headings. The symbols
within each group of alternatives in a procedure are
connected by a line.
33.
Special Range
34.
Performance Supplements
35.
Line Checks
36.
Appendices
37.
Supplements
Each section in Part 2 contains one or more chapters.
The chapter can if necessary be separated in subchapters.
Example:
Subchapter
Chapter
Section
The symbols are in descending order:
27/1.1
Page 1
3.3
Part 2 Extended Wingtips
The third binder is applicable to aircraft with extended wingtips and is divided in the following sections:
3.2
Part 2
The second binder is applicable to aircraft without
extended wingtips and is divided in the following
sections:
20.
Alert Operations Bulletins AOB
21.
Operations Bulletins OB
22.
Normal Procedures
23.
Abnormal Procedures
24.
Emergency Procedures
25.
Flight Procedures
26.
Power Settings
27.
Speeds
28.
Takeoff
29.
Service Ceiling
30.
Landing
31.
Range
32.
Climb/Cruise/Descent
20.
Alert Operations Bulletins AOB
21.
Operations Bulletins OB
22.
Normal Procedures
23.
Abnormal Procedures
24.
Emergency Procedures
25.
Flight Procedures
26.
Power Settings
27.
Speeds
28.
Takeoff
29.
Service Ceiling
30.
Landing
31.
Range
32.
Climb/Cruise/Descent
33.
Special Range
34.
Performance Supplements
35.
Line Checks
INTRO
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Aircraft Operations Manual
INTRODUCTION
36.
Appendices
5.
37.
Supplements
Revisions will be issued as necessary. They will be
distributed together with a List of Effective Pages
(LEP) which shall be checked and filed under the
front flysheet of the manual. Missing Revisions or
pages shall be requested from:
Each section in Part 2 Extended Wingtips contains
one or more chapters.
The chapter can if necessary be separated in subchapters.
Example:
Phone: +46 13 18 00 00
E-mail:
customer.support.publications@saabgroup.com
Subchapter
Chapter
Section
27/1.1
Page 1
4.
REVISIONS
PAGE IDENTIFICATION
In a Transmittal Letter, a short summary will be given to highlight the revision. In addition, a vertical
line in the appropriate margin will be used to indicate directly on the manual pages where changes
have been made.
The manual shall be revised by chapter. When a
revision is received, replace the entire chapter or
subchapter.
Each page is identified by the AOM index and page
number. A number of ”INTENTIONALLY LEFT
BLANK” pages have been added to maintain page
sequencing. The effective date is shown in the lower left corner of each page.
For identification of instructions for different types of
equipment a prefix is used together with the AOM
chapter number. The following prefixes are used as
the example shows:
Prefix
Explanation
S
Standard equipment
S1
Different standards
S2
Different standards
O
Optional equipment
O1
Different options
O2
Different options
C
Collins equipment
CI
Collins Pro Line I
C II
Collins Pro Line II
CO
Collins optional
K
King equipment
KO
King optional
INTRO
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INTRODUCTION
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LIST OF EFFECTIVE PAGES
REVISION 54
DATE: Dec 01/17
N, R or D, indicates pages which are New, Revised or Deleted respectively. Remove and insert the affected
pages.
AOM PART 1
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TAB DIV. 16
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TAB DIV. 17
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See list of Effective and Cancelled Alert Operations Bulletins in the AOM.
TAB DIV. 21
See list of Effective and Cancelled
Operations Bulletins in the AOM.
TAB DIV. 22
22
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Jun 01/17
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DATE
Jun 01/16
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Jun 01/17
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Jun 01/17
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Jun 01/17
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Jun 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
A6−11 exp Dec 01/17
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Dec 01/17
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Dec 01/17
A7−0
Jun 01/16
A7−1 exp
Jun 01/16
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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Dec 01/17
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00
00
00
00
00
00
00
00
00
00
R
R
R
R
R
R
R
R
R
R
R
A8−7 exp
A8−7
A8−8 exp
A8−8
A8−9 exp
A8−9
A8−10 exp
A8−10
A8−11 exp
A8−11
A8−11 exp
A8−11
A8−12 exp
A8−12
A8−13 exp
A8−13
A8−14 exp
A8−14
A8−15 exp
A8−15
A8−16 exp
A8−16
A8−17 exp
A8−17
A8−18 exp
A8−18
A9−0
A9−1 exp
A9−1
A10−0
A10−1 exp
A10−1
A10−2 exp
A10−2
A10−3 exp
A10−3
A10−4 exp
A10−4
A10−5 exp
A10−5
A11−0
A11−1 exp
A11−1
A12−0
A12−1 exp
A12−1
DATE
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Jun 01/16
Jun 01/16
Jun 01/16
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
SECT/SUB
PREFIX
00
00
00
00
10
10
00
00
00
00
00
00
10
10
00
00
00
00
00
00
PAGE
DATE
A13−0
Jun 01/16
A13−1 exp Jun 01/16
A13−1
Jun 01/16
A13−2 exp Jun 01/16
A13−2
Jun 01/16
A13−2 exp Jun 01/16
A13−2
Jun 01/16
A13−3 exp Jun 01/16
A13−3
Jun 01/16
A14−0
Jun 01/16
A14−1 exp Jun 01/16
A14−1
Jun 01/16
A15−0
Jun 01/16
A15−1 exp Jun 01/16
A15−1
Jun 01/16
A15−1 exp Jun 01/16
A15−1
Jun 01/16
A16−0
Jun 01/16
A16−1 exp Jun 01/16
A16−1
Jun 01/16
A16−2 exp Jun 01/16
A16−2
Jun 01/16
A17−0
Jun 01/16
A17−1 exp Jun 01/16
A17−1
Jun 01/16
TAB DIV. 24
24
1
2
Apr 01/15
Apr 01/15
24/1
1
2
Apr 01/15
Apr 01/15
24/2
00
00
10
10
00
00
10
10
00
00
00
00
E0−0
E0−1
E0−1
E0−1
E0−1
E1−0
E1−1
E1−1
E1−1
E1−1
E1−2
E1−2
E1−3
E1−3
exp
exp
exp
exp
exp
exp
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
LEP
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Dec 01/17
20
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CHAPTER/
SECT/SUB
24/2 Cont’d
CHAPTER/
PREFIX
PAGE
10
10
00
00
10
10
00
00
10
10
00
00
00
00
10
10
20
20
30
30
40
40
00
00
10
10
20
20
30
30
40
40
00
00
00
00
00
00
10
10
00
00
10
10
00
E1−3 exp
E1−3
E1−4 exp
E1−4
E1−4 exp
E1−4
E1−5 exp
E1−5
E1−5 exp
E1−5
E1−6 exp
E1−6
E1−7 exp
E1−7
E1−7 exp
E1−7
E1−7 exp
E1−7
E1−7 exp
E1−7
E1−7 exp
E1−7
E1−8 exp
E1−8
E1−8 exp
E1−8
E1−8 exp
E1−8
E1−8 exp
E1−8
E1−8 exp
E1−8
E1−9 exp
E1−9
E1−10 exp
E1−10
E2−0
E2−1 exp
E2−1
E2−1 exp
E2−1
E2−2 exp
E2−2
E2−2 exp
E2−2
E2−3 exp
DATE
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
SECT/SUB
PREFIX
00
00
00
10
10
00
00
00
00
10
10
00
00
10
10
00
00
10
10
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
10
10
00
00
10
10
00
00
PAGE
DATE
E2−3
Jun 01/17
E3−0
Jun 01/16
E3−1 exp
Jun 01/16
E3−1
Jun 01/16
E3−1 exp
Jun 01/16
E3−1
Jun 01/16
E3−2 exp
Jun 01/16
E3−2
Jun 01/16
E3−3 exp
Jun 01/16
E3−3
Jun 01/16
E3−3 exp
Jun 01/16
E3−3
Jun 01/16
E3−4 exp
Jun 01/16
E3−4
Jun 01/16
E3−4 exp
Jun 01/16
E3−4
Jun 01/16
E3−5 exp
Jun 01/16
E3−5
Jun 01/16
E3−5 exp
Jun 01/16
E3−5
Jun 01/16
E3−6 exp
Jun 01/16
E3−6
Jun 01/16
E4−0
Dec 01/16
E4−1 exp
Dec 01/16
E4−1
Dec 01/16
E4−2 exp
Dec 01/16
E4−2
Dec 01/16
E4−3 exp
Dec 01/16
E4−3
Dec 01/16
E4−4 exp
Dec 01/16
E4−4
Dec 01/16
E5−0
Jun 01/16
E5−1 exp
Jun 01/16
E5−1
Jun 01/16
E5−2 exp
Jun 01/16
E5−2
Jun 01/16
E5−3 exp
Jun 01/16
E5−3
Jun 01/16
E5−3 exp
Jun 01/16
E5−3
Jun 01/16
E5−4 exp
Jun 01/16
E5−4
Jun 01/16
E5−4 exp
Jun 01/16
E5−4
Jun 01/16
E6−0
Jun 01/16
E6−1 exp
Jun 01/16
E6−1
Jun 01/16
LEP
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SECT/SUB
24/2 Cont’d
CHAPTER/
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00
00
00
00
00
00
00
00
00
00
00
00
10
10
00
00
00
00
00
00
00
00
24/3
24/4
24/5
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
DATE
E7−0
E7−1 exp
E7−1
E7−2 exp
E7−2
E7−3 exp
E7−3
E7−4 exp
E7−4
E7−5 exp
E7−5
E7−6 exp
E7−6
E7−6 exp
E7−6
E7−7 exp
E7−7
E7−8 exp
E7−8
E7−9 exp
E7−9
E7−10 exp
E7−10
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
1
2
3
4
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
1
2
Apr 01/15
Apr 01/15
SECT/SUB
24/6
PREFIX
PAGE
DATE
1
2
Apr 01/15
Apr 01/15
25
1
2
Apr 01/15
Apr 01/15
25/1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
25/2
1
2
3
4
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
25/3
1
2
3
4
5
6
7
8
9
10
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
25/4
1
2
Dec 01/15
Dec 01/15
25/5
1
2
Dec 01/15
Dec 01/15
25/6
1
2
Apr 01/15
Apr 01/15
TAB DIV. 25
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CHAPTER/
PREFIX
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25/7
DATE
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
1
2
Dec 01/15
Dec 01/15
1
2
3
4
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
1
2
3
4
5
6
7
8
9
10
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
25/11
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
25/12
1
2
3
4
5
6
7
8
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
26
1
2
Apr 01/16
Apr 01/16
26/1
1
2
Dec 01/16
Dec 01/16
26/2
1
2
3
Jun 01/16
Jun 01/16
Jun 01/16
25/8
25/9
25/10
R
R
R
R
TAB DIV. 26
SECT/SUB
4
5
6
DATE
Jun 01/16
Jun 01/16
Jun 01/16
1
2
3
4
5
6
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
26/4
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
26/5
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
S1
S1
S1
S1
S1
S1
S1
S1
1
2
3
4
5
6
7
8
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
S2
S2
S2
S2
S2
S2
S2
S2
1
2
3
4
5
6
7
8
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
26/3
26/6
PREFIX
S1
S1
S1
S1
S1
S1
S2
S2
S2
S2
S2
S2
PAGE
LEP
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Dec 01/17
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Aircraft Operations Manual
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SECT/SUB
CHAPTER/
PREFIX
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DATE
SECT/SUB
PREFIX
5
6
7
8
9
10
TAB DIV. 27
27
1
2
Apr 01/15
Apr 01/15
27/1
1
2
3
4
5
6
7
8
9
10
11
12
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
28
1
2
Apr 01/15
Apr 01/15
28/1
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
27/2
TAB DIV. 28
PAGE
DATE
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
28/2
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
28/3
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
28/4
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
28/5
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
28/6
1
2
Apr 01/15
Apr 01/15
29
1
2
Apr 01/15
Apr 01/15
29/1
1
2
3
4
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
29/2
1
2
3
Dec 01/15
Dec 01/15
Dec 01/15
TAB DIV. 29
S1
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29/3
29/4
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DATE
S1
S2
S2
4
3
4
Dec 01/15
Dec 01/15
Dec 01/15
S1
S1
S2
S2
1
2
1
2
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
S1
S1
S1
S1
S2
S2
S2
S2
1
2
3
4
1
2
3
4
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
S1
S1
S1
S1
S2
S2
S2
S2
1
2
3
4
5
6
3
4
5
6
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
29/5
SECT/SUB
7
8
DATE
Apr 01/15
Apr 01/15
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
31
1
2
Apr 01/15
Apr 01/15
31/1
1
2
Apr 01/15
Apr 01/15
31/2
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
31/3
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
31/4
1
2
Apr 01/15
Apr 01/15
31/5
1
2
Apr 01/15
Apr 01/15
30/3
PREFIX
PAGE
TAB DIV. 31
TAB DIV. 32
TAB DIV. 30
30
1
2
Apr 01/15
Apr 01/15
32
1
2
Apr 01/15
Apr 01/15
30/1
1
2
3
4
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
32/1
1
2
1
2
3
4
5
6
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
1
2
3
4
5
6
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
32/2
1
2
3
4
5
6
7
8
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
30/2
S1
S1
S2
S2
S1
S1
S2
S2
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9
10
11
12
13
14
15
16
17
18
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
Dec 01/15
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
32/4
1
2
Jun 01/17
Jun 01/17
32/5
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
1
2
Apr 01/15
Apr 01/15
1
2
Apr 01/15
Apr 01/15
32/3
SECT/SUB
33/1
33/2
S1
S1
S2
S2
1
2
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
33/3
S1
S1
S2
S2
1
2
1
2
3
4
5
6
7
8
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
PAGE
9
10
11
12
13
14
15
16
17
18
33/4
DATE
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
1
2
Apr 01/15
Apr 01/15
1
2
Apr 01/15
Apr 01/15
35
1
2
Apr 01/15
Apr 01/15
35/1
1
2
Apr 01/15
Apr 01/15
36
1
2
Apr 01/15
Apr 01/15
36/1.1
1
2
3
4
5
6
7
8
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/1.2
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/2.1
1
2
3
4
5
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
TAB DIV. 34
34
TAB DIV. 35
TAB DIV. 33
33
PREFIX
TAB DIV. 36
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36/2.1 Cont’d
6
7
8
DATE
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/3.1
1
2
3
4
5
6
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/4.1
1
2
Apr 01/15
Apr 01/15
36/4.2
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/5.1
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/5.2
1
2
Apr 01/15
Apr 01/15
36/6.1
1
2
Apr 01/15
Apr 01/15
1
2
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/8.1
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
36/9.1
1
2
3
4
Jun 01/17*
Jun 01/17*
Jun 01/17*
Jun 01/17*
S1
S1
S2
S2
PREFIX
PAGE
5
6
7
8
9
10
11
12
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36/10.2
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DATE
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DATE
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A0−0
A0−1 exp
A0−1
A3−0
A3−3 exp
A3−3
A4−0
A4−3 exp
A4−3
A5−0
A5−4 exp
A5−4
A5−5 exp
A5−5
A5−6 exp
A5−6
A5−7 exp
A5−7
A6−0
A6−9 exp
A6−9
A6−9 exp
A6−9
A6−10 exp
A6−10
A6−10 exp
A6−10
A6−11 exp
A6−11
A6−12 exp
A6−12
A8−0
A8−5 exp
A8−5
A8−5 exp
A8−5
A8−10 exp
A8−10
A8−11 exp
A8−11
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A8−11
Dec 01/16
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37/3.5
DATE
E0−0
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E0−1
E1−0
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E1−1
E1−1 exp
E1−1
E1−7 exp
E1−7
E3−0
E3−3 exp
E3−3
E3−3 exp
E3−3
E4−0
E4−1 exp
E4−1
E4−2 exp
E4−2
E4−3 exp
E4−3
E4−4 exp
E4−4
E7−0
E7−9 exp
E7−9
E7−10 exp
E7−10
Jun 01/16
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DATE
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S1
S1
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* Distribution limited to particular operators
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DATE
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DATE
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Dec 01/17
30
Aircraft Operations Manual
LIST OF OPTIONS AND MODIFICATIONS QUOTED IN THIS MANUAL
Mod. No.
Service Bulletin No.
Prod. Eff.
1149
26−005
Fire Protection − Installation of Extra fire Extinguisher in Cargo Compartment.
1198
53−005
Fuselage − Ditching capability
1345
−
1448
30−020
1492
−
1−159, 180−999
Add of separate PGB oil press switch
1760
−
139−159
Pilot seat with mechanical lumbar support
1790
34−049
French CAT II loss of approach warning
1819
25−163
Changes related to the new cargo linings
1933
30−052
Installation of the ice detector system − type
Rosemount
1989
34−063
Weather radar with turbulence detection −
TWR−850
1991
21−024
Change of Outflow Valve and installation of Air
ventilation tailcone
2024
−
2066
61−028
PROP brake slippage due to PGB leakage
2070
33−032
Indicator “cockpit sterile”
2083
−
2091
28−012
2095
−
2198
61−026
Inadvertent uncoarsen
2204
25−210, 25−229
New ELT−system (Litton)
2245
31−020
Implementation of FDAU and ETM − new
FDAU
2250
30−036
Eng intake anti−ice, disconn & cap at ACU
2255
−
2258
25−189
Cabin air distribution − new seal
2293
25−201
Cockpit floor heater − el
2305
52−020
Modification of the crew communication hatch
2310
30−040
Low pressure − wing de−ice
2328
31−026
High failure rate on WEU − add 2 diodes
2354
30−041, 30−079
Windshield wiper low speed
2414
29−010
Hydraulic pump control − change of bus
connection
1−159, 217
Item
Installation of footwarmer
Boot de−icing system − deflation rate
174, 177, 180−999
240−999
Change of static inverter
BF goodrich.wing de−icing instl
Fuel quantity gauging system
220−999
300−999
Composite engine air intake (cox)
Eng intake anti−ice, disconn & cap at
OH−PAN
MOD LIST
PAGE
Jun 01/17
1
Aircraft Operations Manual
LIST OF OPTIONS AND MODIFICATIONS QUOTED IN THIS MANUAL
(Cont’d)
Mod. No.
Service Bulletin No.
Prod. Eff.
2417
24−021
Engine start procedure
2418
24−020
Engine start control − change of pwr supply
2514
24−023
Electrical power − Removal of the DC Test
Switches
2533
24−026
DC starter protection logic evaluation
2544
23−027
ACARS − mod of power supply
2546
30−052
Ice detector − change of power supply.
2558
76−032
Prevention of beta mode in flight.
2600
23−029
Installation of hand microphone for observer
2602
34−092
GPWS mark VII production cut in.
2609
76−034
Installation of temporary flight idle stop.
2617
24−025
Improved DC electronic start system.
2650
27−075
Stall warning − new stall curves req by
Canada − push button.
2662
30−054
Engine air intake controlled service introduction − ACT L/H side
2664
30−084
Engine air intake controlled service introduction − cox
2708
30−057
Engine air intake controlled service introduction − cox L/H side
2787
21−034
Cargo heat inst.
2938
23−057
Installation of VHF with 8.33 KHz channel
spacing.
2948
31−037
New FAA rules for FDR additional parameters.
2949
−
2966
34−125
Universal FMS/GPS UNS−1k DGAC requirements.
3034
34−136
Activation of the Non Precision Approach function.
3099
−
3112
25−274, 25−275
Air Precision ELT with 406 MHz transmission
capability.
3121
21−050
Guarded cabin/flight deck temperature select
switches.
3133
25−292
Reinforced door to flight compartment,
product improvements.
456−460
4−459
Item
New trim position indicator.
Litton ELT with 406 MHz transmisson capability.
MOD LIST
PAGE
Jun 01/17
2
Aircraft Operations Manual
LIST OF OPTIONS AND MODIFICATIONS QUOTED IN THIS MANUAL
(Cont’d)
Mod. No.
Service Bulletin No.
Prod. Eff.
Item
3134
34−151
ATC Transponder with Elementary Surveillance.
3142
23−073
Installation of UHF Communication System
3144
23−074
Provision for Active Noise Reduction in headsets.
3151
34−162
TAWS Additional Altitude Callouts.
3167
34−166
TAWS Steep Approach
3168
30−089
Improved Ice Detector
3281
34−200
Installation of UNS−1Lw (MMMS).
3310
34−204
Flight Management System (FMS) − New solid
state DTU
3400
26−033
Improved Tailpipe Overheat Detection. Left
Engine
3401
26−033
Improved Tailpipe Overheat Detection. Right
Engine
3443
34−231
Enhanced Air Traffic Service (ADS−B−NRA).
3453
24−046
Installation of Electronic Flight Bag (EFB) Arm
holder knob and USB Power outlets.
3499
23−150
VHF Transceiver with extended frequency
range
3504
25−351
25−352
25−353
Artex ELT C406−1 with 406 MHz transmission
capability
3511
34−241
Installation of UNS−1Lw (MMMS) and SSDTU.
3523
34−247
TAWS GPS Power Source
3529
27−121
Stall Warning/identification system −
Activation of improved stall warning system for
icing condition.
27−113
−”−. For A/C with serial number 170.
3543
24−052
Installation of Electronic Flight Bag (EFB) Arm
holder knob and USB Power outlets (modified
charger compared to Mod. No. 3453).
3562
34−255
VNAV Top of Descent − Advisory vertical guidance.
3564
34−256
FMS operation on battery power.
MOD LIST
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Aircraft Operations Manual
AIRCRAFT GENERAL
CONTENTS
Aircraft Data
1/1.0
1/1.1
1/1.2
Highlights
Description
Operation
− not applicable
Highlights
Description
Operation
− not applicable
Cockpit
1/2.0
1/2.1
1/2.2
− not applicable
1
−CONTENTS
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AIRCRAFT GENERAL
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1
−CONTENTS
PAGE
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Aircraft Operations Manual
1.
GENERAL
The SAAB 340B was developed and manufactured
by Saab Aircraft AB, Linköping, Sweden
This manual reflects SAAB 340B with A/C S/N from
160 and up. The aircraft is a Regional Airliner designed and built for service over short/medium sectors and multistop routes.
The fuselage has a circular cross section housing
the cockpit, passenger and cargo compartment. All
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
areas of the fuselage are pressurized except the
radome, the nose wheel well and the tail cone.
Accommodation in the cockpit is provided for two
operating crew members and one observer. The
aircraft is certificated to carry up to 37 passengers.
Passenger seating layout may, however, be varied
to suit different operating requirements.
For some basic data, see below.
Main dimensions
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 ft
9 in
19.73 m
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ft
7.0 m
Span (without extended wingtips) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 ft
4 in
21.44 m
Span (with extended wingtips) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 ft
8 in
22.75 m
Propeller clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ft
8 in
0.51 m
Passenger door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 x 63 in
0.69 x 1.60 m
Cargo door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 x 51 in
1.35 x 1.30 m
Baggage compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 cu ft
6.8 cu m
Weights
See AFM 340B
Engine Rating
2 General Electric CT7−9B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff power +APR or Go−around power (each) . . . . . . . . . . . . . . . . . . . . . . 1 870 shp
Takeoff power (each) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 750 shp
Flat rated to (at SL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35C
1/1.1
PAGE
Apr 01/15
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Aircraft Operations Manual
2.
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
THREE VIEW DRAWING
A9898
Fig. 1
Three view drawing (without extended wingtips)
1/1.1
PAGE
Apr 01/15
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Aircraft Operations Manual
3.
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
MINIMUM TURNING RADIUS
WING TIP SWEEP 104 ft (32 m), WITHOUT EXTENDED WING TIPS
WING TIP SWEEP 108 ft (33.3 m), WITH EXTENDED WING TIPS
TURN CENTER
58 ft (18 m)
MINIMUM PAVEMENT WIDTH
(TIRE SLIPPAGE IS NOT CONSIDERED)
A15474
Fig. 2
Minimum turning radius
1/1.1
PAGE
Apr 01/15
3
Aircraft Operations Manual
4.
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
CABIN CROSS SECTION
a
c
b
d
e
f
Ref
in
m
a
85.0
2.16
b
72.0
1.83
c
16.3
0.41
d
17.0
0.43
e
67.0
1.70
f
91.0
2.31
A11574
Fig. 3
Cabin cross section
1/1.1
PAGE
Apr 01/15
4
Aircraft Operations Manual
5.
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
ANTENNA ARRANGEMENT
VOR/LOC
COLLINS DUAL ADF ANTENNA ADF 1 + ADF 2 (OPTION)
ADF 2 KING (OPTION)
HF ANT (OPTION)
VHF COM 1
ELT
GLIDE SLOPE
ADF 1 KING
MARKER BEACON
ATC 2 (OPTION)
DME 1
RADIO ALT
WEATHER RADAR
VLF OMEGA (OPTION)
ATC 1
RADIO ALT
VHF COM 2
DME 2 (OPTION)
Fig. 4
Antenna arrangement
1/1.1
A/C 106−219
PAGE
Apr 01/15
5
S1
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AIRCRAFT GENERAL, AIRCRAFT DATA
Description
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1/1.1
A/C 106−219
PAGE
Apr 01/15
6
S1
Aircraft Operations Manual
5.
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
ANTENNA ARRANGEMENT
HF (option)
TCAS
(option)
TCAS
ATC 1
(option)
VOR/LOC
COLLINS DUAL ANTENNA
ADF 1 + ADF (option)
KING ADF 2 (option)
TCAS
ATC 2
(option)
VHF 1
KING ADF 2
(option)
ELT
GLIDE SLOPE
RNAV−VLF/OMEGA
(option)
WEATHER
RADAR
VHF 2 *
DME 1
DME 2
(option)
TCAS
(option)
RADIO ALT
MARKER BEACON
ACARS−VHF 3
(option)
ATC 2
(option)
RADIO ALT
* VHF 2/UHF with Mod. No. 3142 installed
ATC 1
A28642
Fig. 4
Antenna arrangement
1/1.1
A/C 220−UP or TCAS Mod for a/c 160−219 except for MARKER and
VHF 2
PAGE
Apr 01/15
5
S2
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AIRCRAFT GENERAL, AIRCRAFT DATA
Description
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1/1.1
A/C 220−UP or TCAS Mod for a/c 160−219 except for MARKER and
VHF 2
PAGE
Apr 01/15
6
S2
Aircraft Operations Manual
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
(0.802 kg/L)
A9986
Fig. 5
Ground service connections
1/1.1
PAGE
Apr 01/15
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Aircraft Operations Manual
AIRCRAFT GENERAL, AIRCRAFT DATA
Description
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1/1.1
PAGE
Apr 01/15
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Aircraft Operations Manual
1.
LIMITATION
1.1
SERVICEABILITY
AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
− The aircraft is certificated in the Transport Category for the following types of operation provided the
appropriate instruments and equipment required are installed and in operable condition according to
the Master Minimum Equipment List, MMEL.
− Carriage of passengers (Maximum number of passenger seats 37).
− Carriage of cargo. The cargo compartment is classified as a class C cargo compartment.
− Operation in day and night Visual Flying Rules (VFR).
− Operation in day and night Instrument Flying Rules (IFR).
− Operating in icing conditions.
− Category II approach.
1.2
DITCHING
The aircraft is certificated for ditching provided Mod No 1198 is installed.
1.3
OPERATIONAL LIMITS
− Maximum runway slope Takeoff (mean) −2% to +1.5%.
− Maximum runway slope Landing (mean) −2% to +2%
− Airport pressure altitude −1 000 ft to +8 000 ft.
− Flight maneuvering load factors.
 Clean configuration + 2.75 g to − 1.0 g.
 Flaps extended + 2.0 g to 0 g.
(Cont’d)
1/1.2
PAGE
Apr 01/15
1
Aircraft Operations Manual
AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
(Cont’d)
− Maximum operating altitude and environmental envelope.
PRESSURE
ALTITUDE
x 1000 FT
25
20
ISA
15
10
8
5
1.5
0
−1
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
TAKE−OFF LIMITS
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
−60
−50
−55
−40
−30
−20
−10
0
+10
+20
+15
+30
+40
+50
+47
OAT IN DEGREES CELSIUS
A12127
Below −18 certain conditions in accordance with the AFM must be met.
1.4
STRUCTURAL WEIGHT LIMITS
See approval Airplane Flight Manual (AFM).
1.5
MINIMUM CREW
− Minimum flight crew: 2.
− The minimum cabin crews on passenger carrying flight must be according to local government regulations.
1/1.2
PAGE
Apr 01/15
2
Aircraft Operations Manual
2.
AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
NORMAL OPERATION
The Saab 340 is designed for a regional airline operation where a standard mission profile includes take−
off, climb (to cruise altitude), cruise, descent and landing. A typical flight cycle is assumed to be carried out
with duration and at altitudes associated with such operation. Significant and recurring deviations from the
standard mission profile may be outside certified limits and shall be brought to Saab’s attention since a
tailored maintenance program could be required.
3.
ABNORMAL OPERATION
Not applicable.
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1.
COCKPIT GENERAL
1.1
Accommodation etc.
AIRCRAFT GENERAL, COCKPIT
Description
The cockpit has accommodation for two pilots and
one observer.
The observer seat is of a folding type and can be
removed when not in use. It is provided with an inertia reel shoulder harness.
The cockpit windows are fixed. A ground communication hatch is on the left side of the fuselage below the side windshield.
As an alternate emergency exit from the cockpit, a
hatch is located in the cockpit ceiling. This hatch
can also be used for ventilation on the ground.
The cockpit is also provided with two adjustable
sun−visors.
CAUTION
A sun−visor must never be folded in a position
blocking the handgrips in the cockpit ceiling. This
is to facilitate quick access to the grip should a
seat runaway occur.
1.2
A11948
Fig. 1
Observer seat
Instruments, switches etc.
Instruments are partly of the electronic type (”glass
cockpit”), with CRTs in front of the pilots. Other indicators, pushbuttons, switches etc, are located on
the overhead panel, glareshield panel, the instrument panels and on the pedestal.
1.2.1 Instrument/Placard color codes
Operating limits . . . . . . . . . . . . . . . . RED
Caution, temporary or idle range . . YELLOW
Normal operating range . . . . . . . . . GREEN
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2.
AIRCRAFT GENERAL, COCKPIT
Description
PILOT SEATS
The pilot seats have controls for forward/aft and
up/down movement. In addition, seat back recline,
arm rests angle and lumbar support can be adjusted. With Mod No 1760 installed an adjustable
mechanical lumbar support is introduced. With this
modification the seat back can be raised or lowered
by slightly pulling the lower part of the seat back
and then adjusting the height.
The shoulder harness is of a reel type which can be
locked by a handle or by inertia.
If optional ACARS installed
With ACARS installed the center pedestal is extended towards the observer seat resulting in less
comfort for the occupancy. In order to improve that
it is recommended that the inboard armrests on the
two pilot seats should not be folded down when the
observer seat is occupied.
mechanical
A11947
Fig. 2
Pilot seat (left seat shown)
NOTE
To improve observer comfort both inboard armrests should be stowed in up position.
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3.
AIRCRAFT GENERAL, COCKPIT
Description
EYE POSITION INDICATOR
A11949
Fig. 3
Eye position indicator
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4.
AIRCRAFT GENERAL, COCKPIT
Description
PEDALS
The rudder pedals can be adjusted in forward/aft
direction. By pulling the lever, the pedal lock is released and the pedals are free to be repositioned.
When unlocked, the pedals are springloaded towards aft position.
A11570
Fig. 4
Pedal unit
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5.
AIRCRAFT GENERAL, COCKPIT
Description
COCKPIT PANEL
Sun−visor. Should never be parked in
a position blocking the handgrips
Overhead panel
Handgrip
Glareshield panel
Handgrip
Center instrument panel
Right headset holder
Left headset holder
Right pilot
instrument panel
Left pilot
instrument panel
Left circuit
breaker panel
See AOM 1.5.
Right circuit
breaker panel
See AOM 1.5.
Left side panel
Pedestal
Right side panel
A11942
Fig. 5
Cockpit panels
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Description
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Description
Valid for a/c with Mod.no. 3529 for 340 B / 3530 for 340 WT.
(Improved stall warning system for icing condition).
A30788
Fig. 6
Standard instrument panel. King avionics shown.
(Highest modification standard shown.)
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Description
Valid for a/c with Mod.no.3529 for 340 B / 3530 for 340 WT.
(Improved stall warning system for icing condition).
A30789
Fig. 7
Standard instrument panel. Collins avionics shown.
(Highest modification standard shown.)
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Description
A9875
Fig. 8 Standard side panels and control wheels.
(Highest modification standard shown.)
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Description
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Description
A9876
Fig. 9
Max option side panels and controls wheels.
(Highest modification standard shown.)
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Description
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Description
A10750
Fig. 10 Standard overhead panel and pedestal.
King avionics shown. (Highest modification standard shown.)
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Description
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Description
A10729
Fig. 11 Max option overhead panel and pedestal.
Collins avionics shown. (Highest modification standard shown)
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Description
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6.
AIRCRAFT GENERAL, COCKPIT
Description
COCKPIT DOOR
To open the cockpit door from the cabin, the
rounded knob on the cockpit door is turned and the
door pulled open. The door can be latched in the
fully open position by pressing it against a door
catcher located on the cover panel to the avionic
rack.
The door can be latched closed on the cockpit side
by turning the latch lever to locked position as indicated by the red marking beside the lever.
In case of a rapid decompression, the door has a
pressure equalization panel (blowout panel) to
equalize the pressure between the passenger
compartment and the cockpit.
In event that cockpit door cannot be opened toward
passenger cabin due to immovable obstruction on
cabin side, the door may be partially opened into
the cockpit as follows:
a. Remove the jumpseat assembly from its frame.
b. Turn the door stop (colored red) adjacent to the
rounded knob on the door jamb.
c. Release the pintle latch by turning on the
rounded knob.
d. Pull the door inwards.
NOTE
Easy or full opening of the door may be obstructed by the observer’s smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is considered an abnormal operation, and shall be attempted only if an immovable obstruction prevents normal opening of the door in a timely
manner.
Note that emergency egress from the cockpit in
event cockpit door cannot be opened, or is inaccessible, shall be via the cockpit emergency escape
hatch.
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AIRCRAFT GENERAL, COCKPIT
Description
A
A FLIGHT COMPARTMENT DOOR
Door jamb
Latch lever
Used to latch the door in locked
position.
Door stop
Rounded knob
Prevents the door
from beeing opened
inwards.
Used to engage the pintle latch lever.
Blowout panel
In case of a rapid decompression,
the door has a pressure equalization
panel (blowout panel) to equalize the
pressure between the passenger
compartment and the cockpit.
A27403
Fig. 12
Cockpit Door
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Description
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6.
COCKPIT DOOR
6.1
General
To meet new requirements for protection of cockpit
and cockpit crew from intrusion by unauthorized
personnel, Saab 340 aircraft have been fitted with a
reinforced cockpit door. In addition to a complete
lack of means of opening the door from the cabin
side, the door also provides protection from forced
entry, including such attempted entry by use of battering instruments and large−caliber handguns.
6.2
Main components
The door is constructed of reinforced composite
board to withstand intrusion force, with ballistic material added to forward face (i.e., cockpit side). As
noted above, tests have proven the door’s capability of resisting repeated battering by weighted
sledge, and repeated impact from large−caliber
handgun rounds.
The lock pintle and barrel assembly and door hinge
are reinforced to resist intrusion. The door can only
be locked or unlocked from the cockpit, by means
of a spring−loaded pintle and latch. A short nylon
lanyard is provided to assist in closing of the door
by aircrew.
The pressure equalization panel (”blowout panel”)
fitted in the cockpit door is constructed of non−reinforced material. However, on the cockpit side of the
cockpit door, a built−up cage assembly is fitted to
prevent entry − including partial entry − into the
cockpit should the ”blowout” panel be compromised.
The forward face (i.e., cockpit side) of this cage includes a panel made from ballistic material to resist
gunfire, etc.
Also, on either side of the cockpit entryway, immediately adjacent to the metal cage, two panels made
from ballistic are fitted to protect aircrew from firearm discharge.
The cockpit door jamb is reinforced by a heavy−
gauge aluminum abutment. The abutment angle is
attached to the cockpit side of the door jamb by
three clevis pins, thus allowing removal of the abutment angle by aircrew in event door must be
opened inward.
AIRCRAFT GENERAL, COCKPIT
Description
A large, clear−vision, armored−glass sight window
is fitted to allow observation of the passenger cabin
from the cockpit. A cover is fitted to the sight window on the cockpit side of the door, to prevent
viewing of cockpit from cabin side of door
6.3
Normal Operation
As stated above, the cockpit door cannot be
opened, or latched closed, from the passenger cabin side of the door.
− To close door, either aircrew member pulls door
towards closed position via the nylon lanyard. To
engage the latch, lift up the small rounded knob
to release the pintle latch lever, and slide the
pintle latch lever inboard. Pull the door to the
closed position, release the rounded knob, and
pintle will latch closed. Proper latching of the
pintle is indicated by observation of the green
band painted above the rounded knob. Attempt
to slide the pintle latch lever inboard to ensure
proper latching − if latched properly, the lever will
not move.
− To open the door, lift up on the rounded knob,
and slide the pintle latch lever inboard. Door can
now be pushed open.
NOTE
There is no longer any installed means of latching the door in the open position.
− To observe the passenger cabin, rotate the sight
window cover either right or left to uncover the
window. DO NOT attempt to lift the cover, as
damage to the cover attach point will occur.
6.4
Abnormal Operation
In event that cockpit door cannot be opened toward
passenger cabin due to immovable obstruction on
cabin side, the door may be partially opened into
the cockpit as follows:
a. Remove the jumpseat assembly from its frame.
b. Slide the grill latch to remove the blowout panel
cage assembly removable grill (with Mod
No.3133 installed).
c. Remove the three clevis pins from the abutment
angle by pressing down the knob on the clevis
pins and pulling them out.
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AIRCRAFT GENERAL, COCKPIT
Description
d. Remove the abutment angle.
e. Release the pintle latch by lifting up on the
rounded knob, and slide the pintle latch lever inboard.
f. Pull the door inwards.
NOTE
Easy or full opening of the door may be obstructed by the observer’s smoke mask assembly,
jumpseat harness buckle holder, etc. However,
slight force should overcome such obstructions.
CAUTION
Due to possibility of damage to door assembly,
hinge, etc., opening of door inwards is considered an abnormal operation, and shall be attempted only if an immovable obstruction prevents normal opening of the door in a timely
manner.
As was case prior to installation of reinforced cockpit door, emergency egress from the cockpit in
event cockpit door cannot be opened, or is inaccessible, shall be via the cockpit emergency escape
hatch.
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AIRCRAFT GENERAL, COCKPIT
Description
A
Observation window and window
cover
Used to observe the passenger cabin.
Rotate the cover to either right or left
to uncover the window.
A FLIGHT COMPARTMENT DOOR
Pintle latch lever
Used to latch the door in closed position. Proper latching is indicated by
green band painted above the
rounded knob.
Rounded knob
Abutment angle
Used to engage the pintle latch lever.
Provides protection
from forced entry.
Nylon lanyard
Used to pull the door towards closed
position.
Clevis pins
Removing the clevis
pins allows the door
to be opened inward.
Removable grill latch (with Mod.
No. 3133 installed)
Used to remove the grill in case that
the door must be opened inwards.
Blowout panel cage assembly
The cage assembly built around the
pressure equalization panel is used to
protect the aircrew from firearm discharge.
A27402
Fig. 12
Cockpit Door
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7.
ELECTRONIC FLIGHT BAG (EFB)
7.1
General
AIRCRAFT GENERAL, COCKPIT
Description
These optional SAAB modifications, Mod. Nos.
3453 or 3543, include the structural attachment in
the aircraft and the electrical installation designed to
support tablets (e.g. iPAD).
The linkage from the structural attachment is not
included in the modification and is assumed to be
an off the shelf equipment. The linkage and
Electronic Flight Bag (EFB) attachment plate is a
carry on equipment.
NOTE
The formal operational approval of the complete
EFB installation rests with the operator.
7.2
System description
The EFB is charged by connecting the OEM USB
power cable to any of the USB power outlets, which
are installed next to the pilots’ ACPs. Each EFB is
supported and held in place by a holder assembly
of which the base is hard mounted to the aircraft
structure. The holder consists of two arms
connected by ball links.
NOTE
When the aircraft is without power, unplug the
EFB. Otherwise the EFB batteries may be
discharged.
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AIRCRAFT GENERAL, COCKPIT
Description
A
A
A
Left side shown
A31199
Fig. 13
L/H side USB
connector
Typical EFB support by RAM Mounting System, Inc.
R/H side USB
connector
A31949
Fig. 14
Location of electrical USB connector on side panels (Mod. No. 3543 shown).
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AIR CONDITIONING & PRESSURIZATION
CONTENTS
Air Conditioning & Pressurization
2.0
2.1
2.2
Highlights
Description
Operation
− not applicable
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1.
GENERAL
1.1
Air conditioning
Air conditioning is furnished by two packs located
under the cabin floor in the wing fairing.
The temperature of the outgoing air is either automatically or manually controlled from the cockpit.
The actual temperature regulation is performed by
mixing hot air directly from the pneumatic system
with air that has been cooled by the main unit of the
pack − the air cycle machine. The conditioned air
from the left pack is then distributed to the cabin
and from the right unit to the cockpit and cabin.
The two distribution systems are connected by a
cross manifold for transfer purposes, controlled by a
cross valve. The valve may only be open on the
ground. Each distribution system recirculates the air
to improve air flow.
An external air conditioning system can be connected to the aircraft when parked.
In case of over−temperature, the pneumatic system
bleed valve will close and a DUCT OV TEMP light
in the AIRCOND panel will come on together with
AIRCOND master caution.
1.2
Pressurization
The cabin is pressurized by the two air conditioning
packs. The system is so designed that it is sufficient
with one pack for pressurization up to 31 000 ft.
However, the engine bleed extraction requirement
must be observed above 25 000 ft. (See AOM
17.1.)
The cabin pressure is either automatically controlled
by a pressurization controller, or manually controlled
by means of a control valve operated from the control panel in the cockpit.
The automatic control system is the one normally
used. It receives power lever position, static pressure, cabin pressure, preselected airfield altitude,
weight on or off wheels and pressure values from
the control panel. These parameters are processed
in a control unit which then electrically regulates the
electro−pneumatic primary outflow valve to maintain
the correct pressure.
AIR CONDITIONING AND PRESSURIZATION
Description
The manually controlled system is an all pneumatic
system. The pilot operates the pneumatic secondary outflow valve by adjusting the control valve setting while watching the cabin pressure instruments.
With Mod. No. 1994 installed and in auto mode the
pressurization control system dumps cabin pressure by opening the primary electro−pneumatic outflow valve when on ground, the pneumatic secondary outflow valve will remain closed. Both outflow
valves can be opened by means of an emergency
dump switch in the cockpit when on ground. In the
air (flight mode) the dump switch only activates the
primary electro−pneumatical outflow valve. Both
outflow valves incorporate positive and negative
pressure relief functions.
Without Mod. No. 1994 installed and in auto mode,
the pressurization control system dumps cabin
pressure by opening both outflow valves when on
ground. The electro−pneumatical outflow valve can
also be opened by means of an emergency dump
switch in the cockpit. Both outflow valves incorporate positive and negative pressure relief functions.
Cabin pressure is displayed on three indicators in
the cockpit. The indicators show differential pressure, cabin altitude and cabin altitude rate−of−
change.
A CABIN PRESS master warning on the central
warning panel is activated if cabin climbs above
10 000 ft or if the differential pressure exceeds 7.5.
psi.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Air conditioning system (Fig. 1 and Fig. 2)
Air conditioning pack
Hot air from the pneumatic system is used for
conditioning of the cockpit and cabin. The air conditioning temperature is regulated by two packs.
A dual temperature control valve controls each pack
by modulating the amount of air directed to an air
cycle machine for temperature decrease (pack
valve) and the amount of air bypassing the aircycle
machine (bypass valve). The bypass valve and the
pack valve are linked together and operate in sequence so that when the bypass valve is moved
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towards open, the pack valve is moved towards
closed and vice versa. This allows a temperature
regulation of the air leaving the pack.
The cooling part of the pack consists of an air cycle
machine and a dual heat exchanger mounted on
the front end of the air cycle machine. The primary
section of the heat exchanger decreases the temperature of the bleed air from the pneumatic system
before it enters the compressor of the air cycle machine where the pressure and temperature is increased.
The air is then cooled by the secondary heat exchanger section, followed by an expansion over the
turbine of the air cycle machine where further temperature decrease occurs.
The cooled air is then mixed with hot, bypassed air
and with air from the recirculation fan. Before being
distributed, the conditioned air is paced through a
condenser where moisture in the air from the secondary heat exchanger is condensed using the
conditioned air as a cooling agent. The condensed
water is collected, routed to the heat exchanger and
sprayed into the cooling airstream to improve the
cooling.
Each pack is protected against overtemperature by
two overtemperature switches. One switch is located in the compressor outlet duct and closes if
the temperature exceeds 225C (440F). The other
switch is located in the pack outlet duct and closes
if the temperature exceeds 82C (180F).
If an overtemperature occurs, the respective bleed
valve will close and the DUCT OV TEMP light in the
AIR COND panel will come on together with AIR
COND master caution.
Distribution system (Fig. 3)
Conditioned air is ducted from the left and right air
conditioning packs. The left pack supplies the cabin
while the right pack supplies cockpit and cabin. The
required supply to the cockpit is limited to 1/3 of the
available flow from the right pack. Therefore, the
supplemental flow from the right pack is routed via
a connecting duct to the cabin ducting.
A small amount of bleed air is routed from Left and
Right Air Conditioning Pack to the Cabin Pressure
AIR CONDITIONING AND PRESSURIZATION
Description
Air Filter. The air is blown over the filter to prevent a
moisture build up in the filter.
With Mod. No. 1991 installed, there is a ducting
system from Left and Right air Conditioning Packs
supplying a limited amount of dry air into the tail−
compartment creating a slight overpressure. By
supplying a stream of dry air flow to the tail−
compartment a reducing moisture build−up in that
area will be achieved.
If a bleed valve is closed or after an engine failure
the air supply is automatically shut off by the Tail−
compartment Air Shut−off Valve (see also AOM
16.1.).
Two recirculation fans feed air from cockpit and
cabin back to the respective pack to improve the
airflow. Filters are provided for cleaning of the recirculated air before it enters the recirculation fans.
There is also a recirculation fan fault detection system installed. It consists of a speed sensor which
triggers L respectively R RECIRC light in the AIR
COND panel should the speed drop below 80% of
normal speed, indicating failure of the recirculating
fan.
The avionics rack is ventilated by a fan which draws
air from the cabin through a filter into the avionics
rack and down to the underfloor area and then
dumped overboard through the outflow valves. The
avionics vent fan operates whenever anyone of the
three AVION switches is in ON position.
There is also a vent fan fault detection system
installed. It consists of a current detector connected
to the avionics vent fan. The detector activates an
AVIONICS VENT master caution light should the
vent fan stop.
External ground equipment for heating or cooling
can be connected to the distribution system. The
connector is located inside a service door at the
bottom of the fuselage in the rear wing area. The
external ground equipment connection door is provided with an on the ground (from outside) extendable ram air intake. The ram air intake shall be extended (requires Mod. No. 2305) when dispatching
with only one airconditioning pack operating (MEL
item). The intake is used as a backup if the operating pack fails. During operation with one Air Conditioning Pack, pressure in the distribution system
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AIR CONDITIONING AND PRESSURIZATION
Description
exceeds the ram air pressure keeping the ground
connection check valve closed. Should the remaining ACP fail, ram air pressure opens the check
valve furnishing fresh air to the compartments. The
ram air pressure is adequate to ventilate the
compartments on its own. During cruise a minimum
speed of 210 KIAS must be kept to maintain a sufficient ram air pressure.
A temperature below freezing is indicated by snow
blowing through the gaspers or frost freezing in the
gasper nozzles. This situation can block the system
creating an overpressure high enough to damage
the distribution ducting.
Temperature control system (Fig. 1)
− Propeller Brake engaged with:
 X−VALVE open.
Each pack has its own, independent temperature
control system.
The dual temperature control valve can be operated
either automatically to provide a compartment temperature of between 18C and 29C, or manually if
necessary. However, in MAN mode, temperature
can be selected within a greater range.
Automatic mode is selected by setting the three
position TEMP SELECT switch in the AIR COND
panel to AUTO. The dual control valve is then operated by a controller using inputs from temperature
sensors both in the duct and in the respective
compartment. These temperatures are compared to
the temperature selector setting and the control
valves adjust accordingly.
In addition, high and low temperature limit circuits
keep the duct temperature between 3C (25F) and
75C (167F) at all times.
The dual temperature control valve is manually operated by holding the TEMP SELECT switch in either HOT or COLD spring−loaded position.
Manual temperature mode shall only be used in
case of failure in the automatic control system (with
Mod. No. 3121 installed the temperature switches
are guarded in AUTO position to prevent unnecessary use of the manual mode).
Since the temperature limit circuits are deactivated
in manual mode extreme care shall be taken not to
obtain a temperature below freezing in the distribution duct. Therefore always keep the recirculating
fan ON for that pack which is operated in manual
mode.
The left distribution duct temperature can easily be
checked on the temperature indicator in the AIR
COND panel.
Typical operating conditions with manual temp control when a temperature below 0C is created in the
distribution ducting.
 R HP VALVE open (AUTO position).
 RECIRC fans OFF.
 Dual control valves, TEMP SELECT switches,
max COLD.
− Normal engine operation with:
 Power levers below approximately 80% Ng (HP
VALVES open).
 RECIRC fans OFF or ON.
 Dual control valves, TEMP SELECT switches,
max COLD.
Optional Pilot footwarmer installation (Fig. 3)
Mod. No. 1345
As an option the cockpit can be provided with footwarmers. Air is taken from the normal supply to the
cockpit, the amount of air can be adjusted by an Air
Flow Regulator, one for each pilot. The air temperature is controlled via a heater for each pilot, thereby providing an individual adjustment for optimum
comfort.
When the footwarmer is used at least one sides−
BLEED system including the RECIRC FAN must be
ON.
Optional Cockpit floor heaters installation
(Fig. 10) Mod. No. 2293
As an alternate to Mod No 1345, an optional Cockpit Floor Heater installation Mod No 2293 can be
provided. Mod No 2293 consists of an electrically
powered heater element embedded in the cockpit
floor carpets. Extent of heater element: see Fig. 10.
On the right pilot side a pull loop is fixed to the floor
carpet close to the hydraulic hand pump position for
easy access.
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The heaters are powered from the UTILITY BUS
and are individually controlled by an ON−OFF
switch on each side panel.
Optional cargo heater installation. Mod. No. 2787
option 21:07
To improve the temperature in the normally non
heated cargo compartment an optional electrical
cargo heater can be installed.
The heater consists of an AC driven heater and a
DC driven fan for air circulation. The heater unit is
controlled from a dedicated CARGO HEATER ON−
OFF switch in the cockpit. To operate, the cargo
heater requires both AC generator to be on line,
and is accordingly automatically disconnected if either AC generator drops off line. Further more the
heater unit is disconnected if the cargo fire extinguisher is activated.
With the system in operation the temperature in the
cargo compartment will be kept at minimum +2C at
OAT −60C and +12C at OAT −40C. The temperature in the cargo compartment can be continuously
monitored by the TEMP indicator on the overhead
panel.
2.2
Pressurization system (Fig. 4)
The cabin is pressurized by both air conditioning
packs. The pressure is regulated by two outflow
valves, located in the empennage.
The primary outflow valve is electro−pneumatically
controlled by a pressurization controller and is normally used for automatic pressure regulation. The
secondary outflow valve is pneumatically controlled
from the cockpit control panel and is used as a
manual standby system. Both outflow valves are
supplied with servo vacuum pressure from the
pneumatic system.
The outflow valves also incorporate positive and
negative relief functions. For relief valve opening,
maximum positive differential pressure is 7.6 psi
and maximum negative pressure is 0.5 psi.
In the corporate version an additional altitude limit
control function is added on the electro−pneumatic
primary outflow valve preventing cabin altitude to
exceed 15 000 ft should the pressurization controller fail.
AIR CONDITIONING AND PRESSURIZATION
Description
For emergency pressure relief, the electro−pneumatical outflow valve can be opened by an emergency pressure dump switch. With Mod. No. 1994
installed both outflow valves are opened with the
pressure dump switch when on ground.
For maintenance purpose the system can be
switched to flight mode on ground using the CAB
PRESS switch in the overhead TEST 2 panel.
Automatic operation
When the system is in AUTO and powered, a pressure controller self−test is initiated. This illuminates
a FAULT light on the control panel. If no fault is detected, the light will go off in less than 3 seconds.
The automatic function of the pressurization system
works in six different modes depending on phase of
flight:
− Ground mode The system is in ground mode
when the aircraft is on ground with power levers
retarded.
Without Mod. No. 1994 installed:
After engine start, vacuum pressure is supplied
to the outflow valves which will go to fully open
position.
With Mod. No. 1994 installed:
After engine start, vacuum pressure is supplied
to the outflow valves which will make the primary
electro−pneumatic valve to go to fully open position while the secondary pneumatic valve remains closed (the valve is closed during all normal operation).
− Pre−pressurization mode When one power lever is moved above the minimum takeoff power
position (64 power lever angle), the system
transfers to pre−pressurization mode.
Without Mod. No. 1994 installed:
The secondary pneumatic outflow valve will close
and the primary electro−pneumatical outflow
valve is modulated towards its closed position
permitting cabin pressurization at a rate of 300
ft/min (at detent position) to 140 ft below actual
cabin altitude existing prior to power levers advancement. If both power levers are retarded
below the min. takeoff power position the secondary pneumatic outflow valve will go to fully open
position and the primary electro−pneumatic valve
modulates a cabin uprate of 500 ft/min. After 20
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Aircraft Operations Manual
sec. a timer will give a control command driving
the valve to fully open position.
With Mod. No. 1994 installed:
The primary electro−pneumatical outflow valve is
modulated towards its closed position permitting
cabin pressurization at a rate of 300 ft/min (at
detent position) to 140 ft below actual cabin altitude existing prior to power levers advancement.
If both power levers are retarded below the min.
takeoff power position the primary electro−pneumatic valve modulates a cabin uprate of 500 ft/
min. After 20 sec. a timer will give a control command driving the valve to fully open position.
− Climb mode At Liftoff as sensed by the weight
on wheel switches the system transfers to climb
mode. The pneumatic outflow valve will remain
closed and the electro−pneumatical valve is regulated by the controller. The controller computes
the barometric corrected selected LDG ALT and
the sensed aircraft altitude. These parameters
are compared with the computed auto−schedule
to establish a control point for cabin pressure
regulation. The rate of change is set to 500 ft/min
(at detent position) for uprate and a zero descent
rate. If the actual takeoff altitude is less than the
selected LDG ALT, the control point is initially set
to the LDG ALT. The controller starts to uprate
the cabin until it intercepts the auto−schedule
when it change control point and follows the
auto−schedule.
If the actual takeoff altitude is greater than the
selected LGD ALT, the takeoff altitude will be
maintained until the auto−schedule exceeds the
takeoff altitude. As the aircraft climb and the
auto−schedule exceed the takeoff altitude, the
controller switch will effect an uprate and follow
the auto−schedule.
If the system fails to switch to flight mode at liftoff, a backup feature in the pressurization controller will transfer the system to flight mode
when aircraft altitude exceeds 15 000 ft. In addition the controller will ensure that the differential
pressure never exceeds 7.1 psi. At takeoff with
both BLD VALVES switched off both outflow
valves will be closed. When switching on the first
BLD VALVE the pressurization system goes directly into climb mode.
AIR CONDITIONING AND PRESSURIZATION
Description
− Cruise mode When the aircraft reaches its cruising level and the altitude change is less than 200
ft per minute the system transfers to cruise
mode. Setting the cruise mode effects two
changes in the control logic:
 the down rate limit is revised from zero to 300
ft/min at detent position.
 the cabin altitude is clamped at the control
point, the cabin altitude will remain unchanged
for flight disturbances not exceeding 100 ft
climb and 200 ft descend in aircraft altitude.
However a change in LDG ALT or barometric
setting will cause either an up or down rate of
cabin altitude. When the aircraft climbs more
than 100 ft or descends more than 200ft below
the clamped altitude the clamp will be deleted
and a new control point will be established
when the altitude change again is less than 100
ft per minute.
− Descent mode When the aircraft descends 200
ft in less then one minute or descends more than
500 ft regardless of time the system transfers to
descent mode. The cruise clamp is deleted and a
new control point is established which is the higher of either selected LDG ALT or the auto−scheduled altitude. The controller starts to downrate
the cabin and maintains the new control point.
− Landing mode When the controller receives signals from the weight on wheel switches at touch
down, and aircraft altitude is less than 15000 ft,
the system is transferred to landing mode.
Without Mod. No. 1994 installed, the pneumatic
outflow valve will go to fully open position and the
electro−pneumatic valve will modulate a cabin
uprate of 500 ft/min.
With Mod. No. 1994 installed, the pneumatic outflow valve will remain closed and the electro−
pneumatic valve modulates a cabin uprate of 500
ft/min.
After 20 sec. a timer will give a control command
driving the valve to fully open position, the 20
sec. cabin uprate is to eliminate any error in selected LDG ALT or barometric correction.
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Aircraft Operations Manual
AIR CONDITIONING AND PRESSURIZATION
Description
Manual operation
Pressure indication
When the AUTO/MAN switch is set to MAN, system
pressurization is manually controlled.
The pressure system has the following indications:
A rotary knob on the pressure control panel is used
to set the pneumatic outflow valve in desired position. Rotating the knob clockwise will increase and
counterclockwise will decrease the cabin altitude.
The electro−pneumatic outflow valve will remain
closed.
− Differential pressure.
− Cabin altitude.
− Cabin altitude rate of change.
A cabin pressure warning will alert the crew if cabin
altitude exceeds 10 000 ft or if cabin differential
pressure exceeds 7.5 psi. Any one of these situations will activate the CABIN PRESS master warning.
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Aircraft Operations Manual
AIR CONDITIONING AND PRESSURIZATION
Description
(For R side, temperature signals
are received from sensors in
cockpit and duct.)
A12060
Fig. 1
Air conditioning pack − schematic (L−side shown)
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AIR CONDITIONING AND PRESSURIZATION
Description
A12061
Fig. 2
Flow path through air conditioning pack
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AIR CONDITIONING AND PRESSURIZATION
Description
A26903
Fig. 3
Air conditioning distribution system − schematic
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AIR CONDITIONING AND PRESSURIZATION
Description
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AIR CONDITIONING AND PRESSURIZATION
Description
A12063
Fig. 4
Cabin pressurization system − schematic
2.1
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AIR CONDITIONING AND PRESSURIZATION
Description
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AIR CONDITIONING AND PRESSURIZATION
Description
A26864
Fig. 3
Air conditioning distribution system − schematic
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AIR CONDITIONING AND PRESSURIZATION
Description
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AIR CONDITIONING AND PRESSURIZATION
Description
BELOW
T/O PWR
A26863
Fig. 4
Cabin pressurization system − schematic
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Description
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3.
AIR CONDITIONING AND PRESSURIZATION
Description
CONTROLS AND INDICATORS
L/R DUCT OV TEMP light (amber).
A
Comes on together with associated master caution for a:
− ACP Compressor discharge overtemp.
− Distribution duct overtemp.
Corresponding Bleed Valve will automatically
close.
CABIN TEMP indicator.
Displays cabin temperature in C.
Temperature control knob.
A AIR CONDITIONING PANEL
Used to set desired compartment temperature
when system is in AUTO. Pos. ”1” + 18C.
Pos. ”8” = up to 29C.
TEMP IND switch.
Used to select either cabin or L duct temperature to be displayed on the temp indicator. The
switch is springloaded to L DUCT position.
L/R TEMP SELECT switch.
Used to select automatic or manual control of
temperature in the respective compartments.
AUTO
Temperature automatically regulated at level selected with temperature selector knob.
HOT/COLD Springloaded positions where temperature control valve moves in
desired direction. (Shall only be
used if the automatic temp. regulation fails).
Neutral
No temperature regulation.
L/R BLD AIR LEAK light (amber).
See AOM 1.16 Pneumatics.
L/R RECIRC light (amber).
Comes on should the recirculation fan fail.
(Fan speed below 80% of normal speed).
L/R RECIRC switch.
Used to operate the respective systems recirculation fan.
A10723
Fig. 5
NOTE
AIRCOND master caution will not come on together with this light.
Air conditioning panel − controls and indicators
2.1
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AIR CONDITIONING AND PRESSURIZATION
Description
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3.
AIR CONDITIONING AND PRESSURIZATION
Description
CONTROLS AND INDICATORS
A
L/R DUCT OV TEMP light (amber).
Comes on together with associated master caution for a:
− ACP Compressor discharge overtemp.
− Distribution duct overtemp.
Corresponding Bleed Valve will automatically
close.
CABIN TEMP indicator.
Displays cabin temperature in C.
Temperature control knob.
Used to set desired compartment temperature
when system is in AUTO. Pos. ”1” + 18C.
Pos. ”8” = up to 29C.
A AIR CONDITIONING PANEL
AIR COND
CABIN
F DECK
L DUCT
OV TEMP
4
3
5
R DUCT
OV TEMP
30 40 50
20 C 60
10
70
0
80
TEMP
6
2
TEMP IND
L DUCT
1
8
HOT
TEMP SELECT
AUTO
5
Used to select either cabin or L duct temperature to be displayed on the temp indicator. The
switch is springloaded to L DUCT position.
6
2
7
COLD
4
3
TEMP IND switch.
7
1
8
COLD
HOT
TEMP SELECT
CABIN
AUTO
COLD HOT
COLD
HOT
L/R TEMP SELECT switch.
Used to select automatic or manual control of
temperature in the respective compartments.
AUTO
Temperature automatically regulated at level selected with temperature selector knob.
L/R BLD AIR LEAK light (amber).
HOT/COLD Springloaded positions where temperature control valve moves in
desired direction. (Shall only be
used if the automatic temp. regulation fails. The temperature switches
are guarded in AUTO position to
prevent unnecessary use of the
manual mode.)
See AOM 1.16 Pneumatics.
Neutral
L/R RECIRC switch.
L/R RECIRC light (amber).
Used to operate the respective systems recirculation fan.
Comes on should the recirculation fan fail.
(Fan speed below 80% of normal speed).
RECIRC
ON
RECIRC
ON
L RECIRC R RECIRC
OFF
L BLD AIR R BLD AIR
LEAK
LEAK
OFF
No temperature regulation.
NOTE
AIRCOND master caution will not come on together with this light.
A10723
Fig. 5
Air conditioning panel − controls and indicators
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AIR CONDITIONING AND PRESSURIZATION
Description
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AIR CONDITIONING AND PRESSURIZATION
Description
B
A CABIN PRESSURIZATION INDICATION
A
DIFF PRESS indicator.
Displays cabin differential pressure. Shows 8.8
when LAMP TEST switch on test panel is held
in LWR position. A negative diff pressure is indicated by

CABIN ALT indicator.
CABIN RATE indicator.
Displays cabin altitude in feet.
Displays cabin vertical speed in ft/min.
B EMERGENCY CONTROL PANEL
MOD 2204
(A/C 300−UP)
PRESS DUMP switch.
Moves the electropneumatical outflow valve to
fully open position.
A10726
Fig. 6
Pressurization system − controls and indicators
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AIR CONDITIONING AND PRESSURIZATION
Description
FAULT light (amber).
A
− Illuminates to advise of a system failure.
Cabin rate set knob.
Used to set cabin vertical speeds from 50 to
2 500 fpm up, or from 50 to 1 500 fpm down.
Detent position corresponds to 500 fpm up or
300 fpm down.
− Illuminates for 3 seconds when system self−
test is performed. If no fault is detected light
goes off.
A CABIN PRESSURE CONTROL PANEL
LDG ALT. Baro indicator.
Displays values set by Altitude and Barometric
set knobs.
Altitude set knob.
Used to set airfield altitude.
Barometric set knob.
Used to set airfield barometric pressure in inch
Hg. As an option the BARO scale is available
in millibars.
MODE SELECTOR:
AUTO Pressure controller operates automatically
according to its own cabin pressure schedule.
MAN
Cabin pressure is manually regulated by the
manual pressurization knob.
Manual pressurization knob.
Used to operate the pneumatic outflow valve in
MAN mode.
A12074
Fig. 7
Pressurization system − controls and indicators
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B
AIR CONDITIONING AND PRESSURIZATION
Description
A B
B PILOT FOOTWARMER PANELS
MOD NO 1345
LH SIDE
FOOTWARMER
TEMP
HIGH
LOW
OFF
A TEST 2 PANEL
PROP OVSP
L
R
TEST 2
L GEN R
OVV
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R
A
L
B
R
1 EFIS 2
RUD LIM CAB PRESS
Heater switch.
Three position
Heater control
switch.
Air flow Regulator.
Controls the amount
of air directed to the
fwd part of the cockpit
floor.
RH SIDE
CAB PRESS test switch.
When activated on ground the pressurization
system transfers to flight mode.
FOOTWARMER
HIGH
TEMP
LOW
OFF
A26865
Fig. 8
Air conditioning and pressurization − controls and indicators
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AIR CONDITIONING AND PRESSURIZATION
Description
A
A CENTRAL WARNING PANEL
A
1
L ENG
FIRE
2
L ENG
OIL PRESS
3
L TAIL P
HOT
B
C
D
AVIONIC
SMOKE
LAV
SMOKE
R ENG
FIRE
1
CABIN PRESS light (red).
CARGO
SMOKE
CABIN
PRESS
R ENG
OIL PRESS
2
PROP
BRAKE
R TAILP
HOT
3
Comes on if cabin altitude climbs above 10 000
ft or if differential pressure exceeds 7.5 psi.
AUTO
TRIM
4
5
AUTO
COARSEN
6
L FIRE
DET FAIL
7
4
CONFIG
PITCH
TRIM
RUDDER
LIMIT
5
FUEL
ELEC
R FIRE
DET FAIL
6
ICE
PROT
ENGINE
FLAPS
8
PARK
BRK ON
HYDR
9
A−SKID
INOP
AVIONICS
10
L STALL
FAIL
GUST
LOCK
EMER LTS
UN ARMED
AVIONICS
VET
PUSHER
SYSTEM
AIRCOND
7
OXYGEN
8
DOORS
9
R STALL
FAIL
10
AIRCOND light (amber).
Comes on when any caution light except L/R
RECIRC on the air conditioning panel illuminates.
AVIONICS VENT light (amber).
Comes on to indicate a vent fan fault condition
in the avionics compartment.
A10778
Fig. 9
Air conditioning and pressurization − controls and indicators
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A
AIR CONDITIONING AND PRESSURIZATION
Description
A
Heater element location
A COCKPIT FLOOR HEATERS MOD NO 2293
Heater switch.
Two position heater element ON−OFF
switch.
A10800
Fig. 10
Air conditioning and pressurization − cockpit floor heaters
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AIR CONDITIONING AND PRESSURIZATION
Description
A
B
B
CARGO
HEATER
ON
A AIR CONDITIONING PANEL
OFF
CARGO HEATER ON/OFF switch
Used to control the optional cargo heater.
TEMP IND switch
Used to select either CABIN, CARGO or
L DUCT temperature to be displayed on
the temp indicator. The switch is spring−
loaded to CARGO position.
A15971
Fig. 11
Optional cargo heater controls and indicators
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A15969
AIR CONDITIONING AND PRESSURIZATION
Description
Fig. 12
Optional cargo heater installation
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4.
AIR CONDITIONING AND PRESSURIZATION
Description
ELECTRICAL POWER SUPPLY
Air conditioning
Cockpit temperature control . . . . . . . . . . . . . . . . L MAIN BUS
H−15
F DECK TEMP
Cabin temperature control
P−14
CABIN TEMP
...............
R MAIN BUS
Cockpit recirculation control . . . . . . . . . . . . . . . . R MAIN BUS
Cockpit recirculation . . . . . . . . . . . . . . . . . . . . . . R GEN BUS
No CB in cockpit
P−15
Cockpit recirculation control . . . . . . . . . . . . . . . . L MAIN BUS
F DECK RECIRC
No CB in cockpit
Cockpit recirculation . . . . . . . . . . . . . . . . . . . . . . L GEN BUS
H−17
CABIN RECIRC
Overheat detection . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS
H−20
RECIRC OVHT
Cabin temperature indication . . . . . . . . . . . . . . . L ESS BUS
H−14
CABIN TEMP IND
Avionic rack fan control . . . . . . . . . . . . . . . . . . . L MAIN BUS
G−10
VENT AVION FAN CONTROL
Avionic rack fan power . . . . . . . . . . . . . . . . . . . . L MAIN BUS
G−11
VENT AVION PWR
Cockpit Floor Heaters (Mod No 2293) . . . . . . . UTILITY BUS
Cargo heater fan (Mod No 2787) . . . . . . . . . . . UTILITY BUS
No CB in cockpit
M−15
CARGO HEATER
Cabin pressurization control . . . . . . . . . . . . . . . L BAT BUS
G−7
CAB PR CTL & EM DUMP
Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS
M−7
CABIN PRESS IND
Ground mode valve opening . . . . . . . . . . . . . . . R BAT BUS
M−6
CABIN PRESS AUTO DUMP
Emergency dumping . . . . . . . . . . . . . . . . . . . . . . L BAT BUS
G−7
CAB PR CTL & EM DUMP
Pressurization
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Aircraft Operations Manual
1.
1.1
AIR CONDITIONING AND PRESSURIZATION
Operation
LIMITATIONS
Unit
Min
Norm
Max
− In flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
7.0
7.5
− Positive safety relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
−
7.5
− Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
−
0.2
− Negative diff pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
−
−0.5
− CABIN PRESS warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
7.5
−
− Cabin altitude CABIN PRESS warning . . . . . . . . . . . . . . . . .
ft
−
−
10 000
°C
18
−
29
 Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
fpm
50
500
(detent)
2500
 Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
fpm
50
300
1500
OPERATING LIMITS
Cabin differential pressure
1.2
SYSTEM LIMITS
Air conditioning
− Compartment temperature (AUTO mode) . . . . . . . . . . . . . .
Pressurization
− Cabin vertical speed
− Cabin pressure auto schedule (see below)
CABIN PRESSURE AUTO SCHEDULE
7
7
6
6
5
5
4
4
3
3
2
2
1
1
0
0
5
10
15
20
PRESSURE ALTITUDE −1000 FT
25
30
2.2
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AIR CONDITIONING AND PRESSURIZATION
Operation
2.
NORMAL OPERATION
2.1
CARGO COMPARTMENT TEMPERATURE V.S. FLYING TIME, FL AND OAT
Cargo compartment temperature varies with OAT at the departure airport, cruising level OAT, FL and
duration of flight. In general, as can be seen in below graphs there is a slight temperature increase in the
cargo compartment
How to use the charts
1.
Establish a REFERENCE TEMPERATURE: when OAT at departure airport and at cruising level deviates
from ISA, use the lowest temperature (variation from ISA) as REFERENCE TEMPERATURE.
2.
Follow the line for the REFERENCE TEMPERATURE until intersect with the FLYING TIME and find the
CARGO COMPARTMENT TEMPERATURE.
Example:
Departure Airport OAT . . . . . . . . . .
Cruising Level . . . . . . . . . . . . . . . . .
Cruising Level OAT . . . . . . . . . . . . .
Flying time . . . . . . . . . . . . . . . . . . . .
+15° C (ISA)
FL 200
−30° C (ISA −5° C)
1 hr 5 min.
Since ISA −5° C (−30° C) at cruising level is colder than ISA (+15° C) temperature at the departure airport,
the ISA −5° C shall be used as REFERENCE TEMPERATURE to establish cargo compartment temperature.
Answer: Lowest cargo compartment temperature will be about +1° C.
CARGO
COMPARTMENT
TEMPERATURE
( C )
+20
REFERENCE TEMPERATURE = ISA
FL 100
REFERENCE TEMPERATURE = ISA −10¯C
+10
0
REFERENCE TEMPERATURE = ISA −15° C
−10
20
A10251
40
60
80
100
120
FLYING TIME−MINUTES
(Cont’d)
2.2
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AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
CARGO
COMPARTMENT
TEMPERATURE
FL 150
( C )
+20
REFERENCE TEMPERATURE = ISA
REFERENCE TEMPERATURE = ISA −10 C
REFERENCE TEMPERATURE = ISA −15 C
+10
0
−10
20
40
60
80
FLYING TIME−MINUTES
100
120
CARGO
COMPARTMENT
TEMPERATURE
( C )
FL 200
+20
REFERENCE = ISA
REFERENCE TEMPERATURE = ISA−5C
REFERENCE TEMPERATURE = ISA −10 C
+10
REFERENCE TEMPERATURE = ISA −15 C
Ex
0
Ex
−10
20
40
60
80
100
120
FLYING TIME−MINUTES
A10250
(Cont’d)
2.2
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AIR CONDITIONING AND PRESSURIZATION
Operation
(Cont’d)
CARGO
COMPARTMENT
TEMPERATURE
( C )
FL 250
+20
REFERENCE TEMP.= ISA +5 C
REFERENCE TEMP. = ISA
REFERENCE TEMP. = ISA −5 C
+10
REFERENCE TEMP. = ISA −10 C
REFERENCE TEMP. = ISA −15 C
0
−10
20
40
80
100
120
FLYING TIME−MINUTES
A10251
2.2
60
CONDITIONS
NORMAL PROCEDURES
AIR CONDITIONING
NORMAL
OPERATION
(AUTO MODE)
This procedure assumes that the pneumatic system is checked and set according to AOM 16.2 PNEUMATICS.
NOTE
Running a recirculation fan creates heat around the fan itself.
If a recirc fan is running (on ground) without the corresponding ACM more than
approx. 10 minutes (depending on OAT) a thermo switch will turn off the fan for a
considerable time until the temperature has decreased and the thermo switch automatically resets.
Preflight
1.
TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
− Check both TEMP SELECT switches in AUTO.
(Cont’d)
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CONDITIONS
AIR CONDITIONING AND PRESSURIZATION
Operation
NORMAL PROCEDURES
(Cont’d)
2.
Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . SET AS
DESIRED
After engine start
3.
Air conditioning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check all caution lights to be off.
4.
RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
In flight
5.
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
− Check CABIN TEMP indicator regularly and adjust temperature as required
with temperature control knob.
Parking
6.
2.3
RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH OFF
This procedure describes the most efficient way to pull down the temperature to
a comfortable level in a heat soaked parked aircraft. The procedure will also
minimize the amount of moisture and condensation experienced in the air distribution ducting during temperature pull−down in hot and humid conditions.
CABIN COOL
DOWN
PROCEDURE
The procedure assumes right engine running with propeller brake applied.
With HP bleed extracted from the engine, ITT will be high and in some cases
limiting. If ITT is limiting, engine temperature will decrease when closing the X−
VALVE.
Before embarking passenger
With propeller brake applied and PL set:
1.
Entrance door and cockpit hatches . . . . . . . . . . . . . . . . CLOSED
2.
TEMP SELECT switches . . . . . . . . . . . . . . . . . . . . . . . . AUTO
3.
Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
− Set the knobs to max COLD, index 1.
4.
R BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
5.
R HP VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
6.
L BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
7.
X VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(Cont’d)
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CONDITIONS
AIR CONDITIONING AND PRESSURIZATION
Operation
NORMAL PROCEDURES
(Cont’d)
8.
RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9.
Reset power and operate the propeller brake in accordance
with AOM 17.2.
10.
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
− when the temperature has stabilized adjust the control knobs to maintain a
temperature of 5 to 7 C below actual OAT. At 5 to 7 C lower temperature
gives the optimum comfort feeling. A lower temperature may cause a temperature discomfort when entering the aircraft.
When embarking passenger
− Keep the cockpit door closed while the entrance door is open to minimize
moisture and condensation in cockpit.
11.
RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
With passengers on−board and entrance door closed
12.
Temperature control knobs . . . . . . . . . . . . . . . . . . . . . . . COLD
− Set the knobs to max COLD, index 1.
2.4
13.
RECIRC fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
14.
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
15.
Resume normal operation.
16.
End of procedure.
One or both air conditioning packs can be operated manually if respective sides
AUTO mode fails.
AIR
CONDITIONING
MANUAL
OPERATION
CAUTION
Extreme care must be taken not to obtain a temperature below freezing in the distribution ducting.
1.
RECIRC fan for desired system . . . . . . . . . . . . . . . . . . . ON
2.
TEMP SELECT switch for desired system . . . . . . . . . . HOT
− Hold the switch in HOT position for 8 sec., to achieve a reference position.
(Dual control valve in hot end position).
(Cont’d)
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CONDITIONS
AIR CONDITIONING AND PRESSURIZATION
Operation
NORMAL PROCEDURES
(Cont’d)
3.
TEMP SELECT switch for desired system . . . . . . . . . . COLD
− Hold the switch in COLD position for 3 sec., thereby setting the valve in
middle position. (Normal travelling time between valve max COLD and max
HOT is 6 sec.)
− Allow the system to stabilize for approximately 5 min.
4.
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
− Check CABIN TEMP indicator regularly and adjust temperature as required
by momentarily setting the TEMP SELECT switch in either HOT or COLD
position.
2.5
PRESSURIZATION CONTROL
1.
SYSTEM
NORMAL
OPERATION
Preflight
Cabin pressurization control . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check:
 Mode switch in AUTO;
 Manual pressurization knob at index, i.e. closed;
 Cabin rate set knob at index;
 Altitude set knob at departure airfield elevation;
 Barometric set knob at QNH.
2.
PRESS DUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
and
GUARDED
After engine start
3.
Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check FAULT light to be off.
− Check differential pressure to indicate max 0.3 psi.
Climb
4.
Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check cabin pressure and rate of climb to be normal.
Descent
(Cont’d)
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CONDITIONS
AIR CONDITIONING AND PRESSURIZATION
Operation
NORMAL PROCEDURES
(Cont’d)
5.
Cabin pressurization panel . . . . . . . . . . . . . . . . . . . . . . . SET
− Set barometric knob to actual QNH for landing airfield.
− Set altitude knob to airfield elevation.
− Check cabin pressure and rate of descent to be normal.
After landing
6.
2.6
PRESSURIZATION
SYSTEM
MANUAL
OPERATION
Cabin differential pressure . . . . . . . . . . . . . . . . . . . . . . . CHECK MAX
0.3 PSI
In manual operation pressurization is regulated by the pneumatic outflow valve
while the normal electropneumatical outflow valve is closed.
1.
Mode selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
− This will disconnect the automatic pressure control system.
2.
Manual control knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS
REQUIRED
− The system will respond slowly therefore wait between adjustments.
− Rotating the manual control knob clockwise increases cabin altitude.
− Rotating the manual control knob counterclockwise decreases cabin altitude.
3.
CABIN ALT/DIFF PRESS indicators . . . . . . . . . . . . . . . MONITOR
− Monitor closely to maintain pressurization at required level. Use the Auto
schedule, 2.2 page 1, as reference.
3.
ABNORMAL OPERATION
For Abnormal Operation, also see section 23, ABNORMAL
PROCEDURES and 24, EMERGENCY PROCEDURES.
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AUTOFLIGHT
CONTENTS
Autoflight, CAT I (STANDARD)
3.0
3.1
3.2
Highlights
Description
Operation
Autoflight, CAT II (OPTION)
3.0
3.1
3.2
Highlights
Description
Operation
3
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0.
AUTOFLIGHT, CAT I
Highlights
MODIFICATION STANDARD
The system in this chapter assumes a certain modification standard of the aircraft. If a modification is
not installed, the following applies as a complement
to what is stated in this chapter.
DESCRIPTION / OPERATION
0.1
Flight Director comparator caution
Without Mod. 1989 embodied:
Mod. 1989; EFIS update.
− The Flight Director comparator caution is not
available and will not come on if any comparator
error detected.
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Highlights
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1.
GENERAL
1.1
Flight Guidance & Autopilot System
(FGAS)
The FGAS consists of a Flight Control Computer
(FCC) including the Flight Director/Autopilot (FD/
AP) elevator and rudder autotrim functions and the
Yaw Damper (YD) which provides directional stability augmentation. The Yaw Damper and the rudder
autotrim will together provide ”zero ball” function.
The FCC is also provided with a self−monitoring
function for maintenance and troubleshooting.
The FCC interfaces with various aircraft systems,
such as the Air Data System (ADS), Attitude and
Heading Reference System (AHRS), NAV radios,
Electronic Flight Instrument System (EFIS), Altitude
Preselect/Alert System (APA). The FCC functions
are controlled by the Mode Select Panel (MSP) Autopilot Panel (APP) and by the AP disengage buttons, VERT SYNC buttons and the GA buttons.
The Flight Control Computer (FCC) provides steering command signals for control of the flight path
during all normal phases of flight. The FCC signals
are fed to the FD command bars/symbols on the
Electronic Attitude Director Indicator (EADI) and to
the control surfaces servo actuators. The FCC
starts operation in Heading (HDG) and Vertical
Speed (VS) modes 10 seconds after AHRS flags
have disappeared. AP/YD can be engaged after
another 30 seconds which is the time of FCC internal test sequence.
1.2
FD/AP
Flight director, FD
The FD function provides visual guidance commands to fly the aircraft manually or to visually
monitor the AP response to the guidance commands. The guidance commands (pitch and roll
indication) are selected with the FD operating mode
pushbuttons on the MSP. Pitch and roll guidance
cues as well as mode information from the FD are
displayed on the EADI’s. The FD command bars on
the EADI’s direct the pilot to turn, climb or descend.
AUTOFLIGHT, CAT I
Description
Autopilot with yaw damper, AP/YD
The AP function controls the aircraft in pitch and roll
maneuvering axes on commands from the FD. The
YD function is a part of the AP rudder steer channel
and provides directional stability. Appropriate control surfaces are actuated by the AP to control the
aircraft for the selected FD lateral and vertical mode
of operation. The MSP contains pushbuttons for
manual selection of desired FD modes of operation.
The FD modes will if the AP is engaged automatically control aircraft pitch and roll attitude for the
following maneuvers: fly to and maintain a preselected rate of climb or descent; maintain an existing
altitude; descend or climb to and maintain a preselected altitude; fly to and maintain an existing heading; fly to, capture and track a selected VOR or
localizer course; capture and track a glideslope.
FD modes
Captured (active) modes are annunciated on the
EADI’s in green text. Armed (selected) modes are
annunciated on the EADI’s in white text. In the following mode descriptions ”ARM” and ”CAP” are
used to indicate armed or captured phase of the
described mode. When a mode is changed, the
new mode annunciation blinks for 5 secs.
For details on annunciations see Fig. 5 and AOM
15/1.1, NAVIGATION EFIS.
The following modes and functions are available:
− Vertical modes
 VS (basic mode)
 IAS
 CLIMB
 ALT
 ALTS
 VNAV (if installed)
 PTCH (Reversionary Mode; not manually selectable)
 VERT SYNC (a synchronization function selectable on the control wheel).
− Lateral modes
 HDG (basic mode)
 NAV
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− Combined modes
 APPR
 GA (FD mode only; selectable on the power
levers).
− Diagnostic mode
(Maintenance — fault isolation in FGAS; selectable
only on ground.)
1.3
FD/AP and Yaw Damper engagement/
disconnect, autotrim system and
Command Cutout
The FD/AP and Yaw Damper may be engaged in
the normal flight envelope with certain limitation as
stated in AOM 3.2.
The AP can be engaged either to the FD on left
EADI or to the FD on right EADI by pushing the AP
XFR (Auto pilot transfer) button on the APP. An arrow beside the AP engaged annunciation on the
EADI’s will show which FD gives steering commands.
The FD display on the EADI can be activated/deactivated by consecutive pushes of the FD button on
the Display Control Panel (DCP) except for in
APPR mode where the FD bar always is displayed.
The AP/YD engage levers on the Autopilot Panel
(APP) allow independent yaw damper engagement.
When engaging the autopilot, however, the yaw
damper will also be engaged as well as the elevator
and rudder autotrim systems. Rudder autotrim is
available also when only YD is engaged. The autotrims are continuously retrimming the aircraft depending on the flight conditions in order to minimize
the torque applied on the autopilot servos and to
keep the control forces at zero. Difficulties to trim
out the control forces are indicated on the EADI’s
by the RUD, AIL or EL annunciators.
There is also an AUTO TRIM warning light on the
Central Warning Panel, which will come on if the AP
auto trim or YD auto trim system should fail.
The AP/YD can be disengaged
− by pushing the AP disconnect button on the control wheel. A second push will reset the aural
warning.
− by moving the AP/YD levers to DISENGAGED
position.
AUTOFLIGHT, CAT I
Description
− by selecting GA (L/R Power lever button).
− by operating the pitch trim switches.
(AP disengage only.)
The Stall warning computers will automatically disengage the AP/YD if a stall situation should occur.
The AP/YD will also disengage automatically when
the monitoring function detects certain failures.
When the autopilot becomes disengaged, the aural
warning ”cavalry charge” comes on. The warning
can be reset by pushing the AP disconnect button
and with the GA button.
Command Cutout
The autopilot will not disconnect at extreme attitudes. There is however a feature in the autopilot
known as Command Cutout, which means that at
extreme pitch rates/normal accelerations and/or roll
rates/bank angles, the autopilot will cease to give
steering commands. Once the aircraft is back to
normal attitudes ( below the command cutout triggering levels) the autopilot will resume to give steering commands. The triggering levels for command
cutout are:
− Pitch rate greater than 5/sec or normal acceleration greater than 0.6 G beyond 1.0 G.
The pitch cutout is canceled when the pitch rate
is less than 5/sec and normal acceleration less
than 0.2 G beyond 1.0 G.
− Roll rate greater than 21/sec or bank angle
greater than 45.
The roll cutout is canceled when the roll rate is
less than 5/sec and bank angle less than 45.
Command cutouts will not disconnect the autopilot.
1.4
Mode description
VERTICAL MODES
VS, Vertical Speed Mode
− The FCC gives pitch attitude commands to maintain the vertical speed existing at time of mode
engagement or − if already in VS mode at time of
pressing and releasing the VERT SYNC button
on the control wheel. A new vertical speed reference can be selected by the pitch knob on the
APP in steps of 50 ft.
 Basic mode at power on. Selectable by VS
mode button. FCC reverts automatically to VS
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if the pitch knob is moved out of its detent except in GS ”CAP” or ALTS mode.
− Selection of/Reversion to VS clears any previously selected vertical mode except GS ”CAP”
and ALTS.
IAS, Indicated Airspeed mode
− The FCC gives pitch attitude commands to maintain the IAS existing at time of mode engagement
or − if already in IAS − at time of pressing and
releasing the VERT SYNC button.
− Mode selectable by pushing the IAS mode button
on the MSP. Selection of IAS clears any previously selected vertical mode except ALTS and
GS ”CAP”.
CLIMB mode
− The FCC computes and updates a climb IAS displayed on the EADI. The computed IAS is a function of altitude at medium aircraft weight.
− There are three climb mode settings (Rate of
Climb, R−o−C) to be used for the computation of
IAS. They are selectable by cycling the CLIMB
mode push button on MSP. The desired climb
setting annunciated on EFIS, ”H”, ”M” and ”L”
respectively, is related to their effect on IAS
(High, Medium and Low IAS).
− One push gives a rather low, R−o−C (H), two
pushes a medium R−o−C (M) and three pushes
give the best R−o−C (L). This is the sequence
when climb mode is selected the first time after
power up. The last selected climb setting will
reappear when climb mode is reselected after a
vertical mode change.
− Selection of CLIMB mode clears any previously
selected vertical mode except GS ”CAP” and
ALTS.
ALT
− FCC holds the altitude existing at time of mode
engagement or − if already in ALT − at time of
pressing and releasing the VERT SYNC button.
A Flight advisory IAS for Long Range Cruise will
be displayed on the EADI when ALT mode is in
track.
− The computed IAS is a function of altitude at medium aircraft weight.
AUTOFLIGHT, CAT I
Description
− Selectable by ALT mode button.
− Selection of ALT clears any previously selected
vertical mode except ALTS and GS ”CAP”.
− The altitude is held regardless of barometer settings.
ALTS
− When approaching the altitude selected on the
APA the FCC will command an asymptotic capture profile and holding of the selected altitude.
− The capture point is variable and is a function of
aircraft vertical speed.
− The ALTS submode is always armed for capture
of the altitude selected on the APA. Once engaged, the ALTS clears any other vertical mode
except GS ”CAP”. Furthermore, it is not possible
to select any other vertical mode except GA until
a new altitude is selected on the APA; GS ”CAP”
will automatically cancel ALTS. A Flight advisory
IAS for Long Range cruise will be displayed on
the EADI when ALTS mode is in track. The computed IAS is a function of altitude at medium aircraft weight.
− For visual and aural altitude alert signals, see
AOM 12/1.1, AIR DATA SYSTEM.
− The altitude selected on the APA will follow the
barometer settings made on the left altimeter.
VNAV, Vertical Navigation Mode (If installed)
− The VNAV mode works in conjunction with the
VNI (Vertical Navigation Indicator) if installed.
− Selectable if a VNAV path has been defined on
the VNI and it is less than three minutes to the
determined descend/climb point.
− Mode is armed by pushing the VNAV button on
the MSP and the letters VNAV will be indicated
on the EADI.
− The FCC will continue in the existing vertical
mode until capture conditions have been met,
then automatically capture and track a VNAV
path as defined on the VNI.
− At capture VNAV clears any previously selected
vertical mode except ALTS.
− Vertical command data provided by the VNI are
displayed on the EHSI by the vertical deviation
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pointer. When in VNAV mode the letters VNV will
be indicated above the deviation scale.
NOTE
The deviation scale can also display GS (Glide
Slope).
− If a failure to the VNAV system occurs the vertical deviation pointer will be replaced by the letters VNV boxed and in red. The indication will
flash for 10 seconds and then become steady.
PTCH, Pitch hold mode
FCC commands holding of the pitch attitude existing at time of engagement.
PTCH is not manually selectable but a reversionary
mode which is engaged when:
a. VERT SYNC button pressed and released while i
n GA mode.
b. VS button pressed and released while in VS
mode with invalid data required for VS mode (i.e.
FD flag is present on display).
VERT SYNC, Vertical Synchronization
If for any reason the aircraft is allowed to deviate
from the FCC commands in certain vertical modes,
normally only when flying manually (VS, IAS, ALT,
GA) the respective reference data can be synchronized to the existing flight condition by the VERT
SYNC button on the control wheel. The synchronization occurs at the time of pressing and becomes activated when releasing the VERT SYNC
button.
The reference data is changed in the respective
mode as follows:
a. if in VS mode, the FCC reference data changes
to existing vertical speed.
b. if in IAS mode, the FCC reference data changes
to existing IAS.
c. if in ALT mode, the FCC reference data changes
to existing ALT.
d. if in GA mode, the FCC reference data changes
to existing attitude. The vertical mode display on
EADI simultaneously changes from GA to PTCH.
It is only the reference data that is changed. The
respective mode function is retained. Pitch trim is
not affected. AP will remain engaged.
AUTOFLIGHT, CAT I
Description
LATERAL MODES
HDG, Heading mode
− The FCC gives commands to turn to and hold the
heading indicated by the heading bug on the
EHSI. Turn is in the direction of shortest arc. The
heading bug can be manually moved either by
the HDG knob on the Course Heading Panel
(CHP) or by the TURN knob on the APP. The
bug will automatically synchronize to existing
heading when the system is powered up.
− Basic mode at power on. Selectable by HDG
mode button.
− Selection of HDG mode clears any previously
selected lateral mode. Heading can be preset
before selecting HDG mode.
NAV, Navigation system mode
− The FCC commands capture and tracking of the
course defined by the active navigational data
displayed on the EFIS (VOR, LOC, BC or RNAV
if installed).
NOTE
Applicable to FCC 85/86−210:
The capture and tracking gain in NAV−mode is
dependant on the distance to the VOR−station.
In the new Flight Control Computer software −
FCC 85/86−210 − DME−data is used in the control law such that the gain will be based on the
distance, leading to improved performance.
However, if no DME−data is available (e.g. when
VOR2 is used as NAV−source) the gain will be
based on a default value equal to a far distance
from the VOR. This will lead to overshoots at
short distances during capture and tracking.
The capture point depends on intercept angle and
closure rate.
− GS is inhibited in NAV mode.
− Mode is armed by pushing the NAV mode button.
FCC automatically reverts to HDG and desired
intercept heading can be selected on the heading
bug.
− Mode is engaged at the capture point and NAV
”CAP” is displayed on EADI.
− NAV mode is retained if changing NAV data
source.
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− NAV mode is cleared by selecting HDG or APPR.
1/2 BANK, Half bank mode (If installed)
− The Half bank mode is a submode to HDG and
NAV. It reduces the bank limit from 27 to 13.5
in these modes.
− Mode is selectable by pushing the 1/2 BANK button, and indicated on the MSP only; it has no
mode annunciator on the EADI. Mode is turned
off by a second push on the button.
− The mode is suppressed at APPR LOC/VOR
capture.
COMBINED MODES
APPR, Approach mode
− The FCC functions in principle as in NAV mode
but commands are also given for vertical capture/
tracking if an ILS GS is available. Radio altimeter
information is used to gainprogram the radio signals for increased precision during the approach.
− Mode is armed by pushing the APPR button.
FCC automatically reverts to HDG and desired
intercept heading can be selected on the heading
bug.
− Mode is engaged at the respective capture point
and the LOC/VOR ”CAP” and GS ”CAP” information are displayed on EADI.
− FD display can not be removed by pushing FD
buttons on DCP.
− The following types of approaches are possible:
a. ILS: localizer capture is indicated by EADI lateral
mode annunciation changes to LOC ”CAP”, GS
”ARM” is displayed for the vertical axis. GS shall
be captured from below the beam.
In GS ”CAP” a new vertical mode can only be
selected after a new lateral mode has been
selected (other than APPR).
b. BC, Back Course: The Back Course is automatically corrected for by EFIS and annunciated by a
yellow B/C replacing the GS ”CAP” indication on
the EADI/EHSI.
With the CRS selector set for the normal
Localizer inbound course the LOC symbols on
the EADI/EHSI are not reversed when flying:
−Inbound on the Back course.
−Outbound on the Localizer inbound course.
BC approach operates like LOC, except for
slightly different gains.
AUTOFLIGHT, CAT I
Description
Vertical profile has to be flown by pilot inputs.
c. VOR: Operation is similar to NAV except tighter
gains, VOR ”CAP” or ”ARM” are displayed.
Vertical profile has to be flown by pilot inputs.
GA, Go−Around mode
− The FCC commands existing heading hold and a
fixed pitch up attitude (6,4) on the FD.
NOTE
If the aircraft is in altitude preselect or track capture (ALTS “CAP” and ALTS “TRACK”), these
modes might be immediately recaptured and the
resulting FD command will not indicate a climb.
− Mode can be selected at any time by pressing
either GA button in the power levers. GA is displayed on the lateral and vertical mode annunciations on EADI. Since GA is a FD mode only, the
AP and YD will disengage.
− Selection of GA clears any previously selected
lateral and vertical mode (ALTS “CAP” and ALTS
“TRACK” might however be immediately recaptured if these modes were captured when GA
was selected).
− At re−engagement of the AP, the FCC remains in
GA mode in the lateral axis while the vertical
mode will become VS.
The heading bug will not be synchronized at GA
selection, but the existing heading at GA initiation
will be maintained until another lateral mode is selected.
MAINTENANCE
Diagnostic mode
− Provides a multiple line display on EFIS to assist
in failure analysis.
− Report mode is the one of the three available
basic submodes that is to be notified here.
− Available on ground only with AP and YD disengaged but before power shutdown.
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2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Flight Control Computer (FCC)
The FD/AP computer is the heart of the flight control system. The signals received from various other
systems are converted into command signals according to the selected mode of operation.
Command signals are fed to the FD command bars
for display of pitch and roll steering. With the AP
engaged, identical signals are transformed for actuation of the rudder, aileron and elevator servo and
also the elevator and rudder trim system. See
Fig. 1. FGAS system schematic.
2.2
AUTOFLIGHT, CAT I
Description
2.6
Vertical Navigation Indicator (VNI)
(if installed)
The Vertical Navigation Indicator/computer (VNI)
serves as a vertical speed indicator. In addition it
computes data for vertical navigation to be used by
the FCC.
The VNI can also be used in conjunction with the
Altitude Preselector for automatic capture of selected altitude.
Mode Select Panel (MSP)
Located on the glareshield panel. Contains push
buttons for selection of FD lateral and vertical
modes. All buttons except 1/2 BANK mode have
only on−function, i.e a mode can only be deselected
by selection of another mode. Half bank mode (if
installed) button has an on/off function.
2.3
Autopilot Panel (APP)
Located on the pedestal. Contains engage/disengage levers for AP and YD and controls for heading
and vertical speed changes.
2.4
NAV source selection
There are two navigation source selection push buttons with built in indicators (NAV S.L. and NAV
S.R.) on the glareshield panel. The push buttons
are used to couple left or right navigation source as
input to the FD/AP.
2.5
Altitude Preselector Alerter (APA)
The altitude preselect mode causes the system to
capture the altitude selected on the preselector/
alerter. Any other vertical mode may be used prior
to altitude capture.
At capture, other vertical modes are cleared and
command signals are generated to level off the aircraft at the selected altitude. For the altitude alert
function, see AOM 12/1.1, AIR DATA SYSTEM.
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Aircraft Operations Manual
NAV S
L
AUTOFLIGHT, CAT I
Description
NAV S
R
AP control panel
Altitude preselect/
alert panel
ALT
SEL
Nav data
EFIS 1 & 2
FD/AP mode
select panel
AP disconnect button
Vert sync button
Radio altim
DME
NO 1
VNI (if
installed)
Vert
Nav
data
FD/AP
flight control
computer
(FCC)
ADS
(Including yaw
damper) (YD)
Air data
Control wheels
(Right CW shown)
GA buttons in power levers
AHRS 1 & 2
ATT/HDG data
Rudder servo
Pitch trim system
Aileron servo
FD command and engagement
signals to EFIS
Elevator servo
FD/AP mode annunciation
and diagnostic to EFIS
Elevator autotrim
Rudder autotrim
A13574
Fig. 1
FGAS − system schematics
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Aircraft Operations Manual
3.
AUTOFLIGHT, CAT I
Description
CONTROLS AND INDICATORS
A
A
NAV SOURCE SELECTORS
NAV S
L
NAV SOURCE SELECTOR Pushbuttons (green).
The NAV S Left respective Right pushbuttons are
used to couple left or right navigation source to the
FD/AP.
HDG bug on EHSI will synchronize to existing heading if pushed in NAV mode and captured on VOR or
LOC.
B
B
AP CONTROL PANEL
TURN
DN
NAV S
R
ENGAGED
YD
AP
UP
DISENGAGED
YD/AP engage levers.
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
of one (1) sec. YD may be engaged separately. Moving AP lever to ENGAGED will
engage both YD and AP.
TURN knob/pitch wheel.
TURN knob.
The rate type TURN knob is spring loaded to return to a center detent position. The knob is used to manually
apply heading commands to FD/AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply vertical speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS ”CAP” and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13577
Fig. 2
FGAS − controls and indicators
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Aircraft Operations Manual
A
A
AUTOFLIGHT, CAT I
Description
Mode select panel.
Mode select buttons are integrally lighted, momentary push−on buttons. Indicators in mode
buttons illuminate to annunciate mode selected.
Active as well as preselected/armed modes are
annunciated on EADI.
In addition to modes selected on MSP, GA push
buttons in the power levers provide GA mode.
For description of the various modes, see 1.4.
Mode description.
B
MODE SELECT PANEL (MSP)
Mode indicator
HDG
1/2
BANK
NAV
VS
IAS
CLIMB
APPR
V NAV
ALT
Lateral modes
Vertical modes
Vertical navigation (Optional)
Half bank mode (Optional)
B
CENTRAL WARNING PANEL (CWP)
L ENG
FIRE
L ENG
OIL PRESS
AVIONIC
SMOKE
LAV
SMOKE
CARGO
SMOKE
CABIN
PRESS
L TAIL P
HOT
PROP
BRAKE
AUTO
TRIM
AUTO
COARSEN
R ENG
FIRE
R ENG
OIL PRESS
R TAIL P
HOT
CONFIG
PITCH
TRIM
RUDDER
LIMIT
AUTO TRIM warning light.
Comes on if the autopilot should detect a
failure in the AP auto trim or YD auto trim
systems.
A13581
Fig. 3
MSP and AUTO TRIM warning light − controls and indicators
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Description
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Aircraft Operations Manual
AUTOFLIGHT, CAT I
Description
DISTANCE display and annunciators.
Indicates distance from aircraft to path capture
when TO TRK annunciates NM and to aimpoint
when TO ALT annunciates NM.
A
SETUP display and annunciators.
Used together with the function switch and SET/PUSH SEL
knob to set up aimpoint
parameters.
A
Offset annunciator.
Indicates that the aimpoint is BEFORE or AFTER the DME/
VORTAC station.
VERTICAL NAVIGATION INDICATOR
(VNI) (IF INSTALLED)
SETUP
DISTANCE
NM
FT
FT
DEG
NM
NM
OFFSET
STA.EL.
ALT
ANG
TO TRK
TO ALT
1
2
BEFORE
ANG ARM
Arm annunciator.
Annunciates VS ARM when the PUSH TEST knob is used to
set up the Vertical Speed Required (VRSO) to the aimpoint.
4
.5
VSR
Annunciates ANG ARM when the function switch and the SET/
PUSH SEL knob is used to set the path angle to the aimpoint.
0
6
DN
1000 FPM
VS
.5
SET/PUSH SEL knob.
Selects different SETUP parameters.
VNI − controls and indicators − if installed
PAGE
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11
2
Vertical Speed (VS) bug.
Indicates selected VS when the AP FD is in
the VS mode, and initial VS selected with the
PUSH TST knob when not in the VS hold.
Momentary selection initiates a direct − to − aimpoint
(from present position).
3.1
Slews the VS bug when rotated and initiates
VNI self test when pushed.
TEST
− VS pointer goes to 6000 FPM up.
− VS flag (red) appears.
− VS bug goes 6000 FPM down.
− OFFSET annunciator sequences from black
to BEFORE to black to AFTER to black.
− ARM annunciator sequences from black to
ANG ARM to black to VS ARM to black.
− SETUP and DISTANCE annunciators
sequentially show:
ANNUNCIATOR UNITS
OFFSET
STA. EL
ALT
ANG
TO TRK
TO ALT
A13591
Fig. 4
PUSH TST knob.
4
1
Function switch.
USE
Momentary selection activates second aimpoint
parameters.
PRE
Used to pre−set a second aimpoint.
ACT
Used to set up the first aimpoint.
DIR
Vertical Speed Required (VSR) display.
Shows the computed VSR to reach the aimpoint. The display goes blank if the computed
VSR is greater than 30 000 FPM or if the VNI
does not receive distance information.
NM
FT
FT
DEG
NM
NM
− SETUP display indicates 888.8.8.
− DISTANCE display indicates 18.8.
− VSR display indicates.8.8.
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Description
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Aircraft Operations Manual
AUTOFLIGHT, CAT I
Description
LATERAL MODES:
VERTICAL MODES:
HDG
VOR 1
VOR 2
LOC 1
LOC 2
LRN 1
GA
DR
VVVV VS
VVVV VS
SSS I CLB
SSS ALT
(Arm./Cap.)
(Arm./Cap.)
(Arm./Cap.)
(Arm./Cap.)
(Option)
(Go Around)
(Dead Reckoning)
SSS ALTS
SSS IAS
ALTS
GS
GA
VNAV
A
Engagement of the autopilot is annunciated as a
green box with the letters AP. The annunciation
turns red and flashes when disengagement occurs. A second push on the disengage button
will reset the warning.
(Vert speed up − VVVV is rate in ft/min.)
(Vert speed down − VVVV is rate in ft/min.)
(CLIMB − SSS is speed in knots, I is speed mode L − M − H.)
(ALTITUDE − SSS is Flight advisory speed in knots for long
range cruise − only displayed when ALT in track mode.)
(ALTITUDE − SSS is Flight advisory speed in knots for long
range cruise − only displayed when ALTS in track mode.)
(indicated airspeed − SSS is speed in knots.)
(Altitude preselect armed/captured.)
(Glideslope armed/captured.)
(Go Around.)
(Vertical Nav. if installed.)
EADI
A
FD, Flight Director command bar in magenta.
FD bar disappears when failures occurs.
Disengagement of the yaw damper is annunciated as a yellow box with the letters YD. A second push on the disengage button will reset the
warning.
GS
LOC1
AP
YD
Flight Director flag.
Failure of the flight director is annunciated as a
red box with the letters FD. The flight director will
be removed (not shown in this picture). The indication will flash for then seconds before becoming steady.
FD
FD
20
20
10
10
10
10
RUD
AIL 20
EL
20
If an elevator, aileron or rudder mistrim is detected, a
yellow box with the letters EL, AIL or RUD will appear,
indicating difficulties to trim out the control forces.
M
DH200
The mode annunciation in in WHITE for armed GREEN for captured modes.
A13922
Fig. 5
FD/AP modes
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13
Flight Director comparator caution in yellow. Comes on
flashing at differences or more than 5 degrees between
the displayed pitch steering or roll steering commands,
reset by master caution button.
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Description
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AUTOFLIGHT, CAT I
Description
EFIS TEST PANEL
DH
TEST 2
PROP OVSP
L
DISPLAY CONTROL PANEL (DCP)
INT
L GEN R
OVV
ROSE
RA
TST
L
R
B
AIR DATA EMER PWR
1
EFIS
2
MODE SELECT PANEL (MSP)
L
FD
RR
ET
AP CONTROL PANEL
SELECT
TURN
DTA
R
ENG OVSP
A
SECTOR
HDG
1/2
BANK
NAV
VS
IAS
CLIMB
APPR
A/P DISC BUTTON
ENGAGED
DN
YD
AP
BRG
DEV
2ND
CRS
V NAV
ALT
UP
GDN
AHRS R
DISENGAGED
5.
RUD LIM CAB PRESS
12.
7.
9.
2.
8.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS,
ANY THREE MODE BUTTONS
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK.
FOR 3 SEC.
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− After Landing, with AP and YD disengaged
7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN
and before L and R AVION power shutdown.
TO THIRD LINE BY MOMEN−
TARILY PRESS ANY MODE
− EFIS 1 for left side.
BUTTON.
− EFIS 2 for right side.
8. Use pitch wheel on AP CONTROL PANEL to
display YD DIS CODE. The codes roll over
2. RA TST button . . . . . . . . . . . . PRESS.
in alphabetical order.
− L DCP for left side.
− Wheel DN, code rolls forward.
−R DCP for right side.
− Wheel UP, code rolls reversed.
3. RA TST button and EFIS test switch . . . . RELEASE.
− Operate wheel momentarily DN or
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO
FIFTH LINE.
4.
FCS DIAGNOSTICS
− REPAIR CODE
− AP DIS CODE
− YD DIS CODE
− AP ENG CODE
− YD ENG CODE
12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
AND THEREAFTER, PRESS
EFIS TEST SWITCH.
− L A/P DISC button and EFIS 1 for
left side.
− R A/P DISC button and EFIS 2 for
right side.
13. End of procedure.
FCS DIAGNOSTICS
6.
REPAIR CODE
AP DIS CODE
STEER CODE
AP ENG CODE
ID NUMBER
A13600
FCS DIAGNOSTICS − FD/AP failure annunciation mode
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Jun 30/15
FCS DIAGNOSTICS
REPORT MODE
>
Fig. 6
10. Use pitch wheel to display YD ENG CODE.
11. Note in the AIRCRAFT LOGBOOK:
S
15
=
=
=
=
LEFT
RIGHT
000000
000000
000000
000000
04138F
032000
000000
000000
000000
O4138F
REPORT MODE
8.
7.
10.
>
REPAIR CODE
AP DIS CODE
YD DIS CODE
AP ENG CODE
YD ENG CODE
=
=
=
=
=
LEFT
RIGHT
000000
000000
000000
000000
000000
032000
000000
000000
000000
000000
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Description
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4.
AUTOFLIGHT, CAT I
Description
ELECTRICAL POWER SUPPLY
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . .
G−13
FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . .
G−12
AP
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . .
N−10
FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . .
N−11
AP
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Description
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Aircraft Operations Manual
1.
1.1
LIMITATIONS
Unit
Min
kt
1) 2)
Normal
Max
OPERATING LIMITS
− All AP/YD operation . . . . . . . . . . . . . . . . . . . . . .
1.2
AUTOFLIGHT, CAT I
Operation
1.
Before autopilot engagement the aircraft
should be trimmed in all three axis.
2.
Following an engine failure or engine shut
down with the autopilot engaged, it is required to disconnect the AP and re−trim the
a/c before re−engagement of the AP.
1) 2)
VMO/MMO
1) 2)
OPERATION LIMITS
Flight Director
Use of flight director information in go−around mode during takeoff is not authorized.
1.3
OPERATION LIMITS
Yaw Damper
YD Operation not authorized for:
− Takeoff
− Go Around
− Landing
1.4
OPERATION LIMITS
VNI 80 D (if installed)
The vertical guidance mode is not certified for use a primary source for vertical navigation.
3.2
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Aircraft Operations Manual
2.
NORMAL OPERATION
2.0
FD/AP MODE LOGIC
AUTOFLIGHT, CAT I
Operation
A. Vertical Modes
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
VS
ANY
ANY
TO ZERO
VS ERROR
SEE SELECTED
LATERAL
MODE
CHANGE
OF VS
COMMAND
SEE SELECTED
LATERAL
MODE
BASIC VERTICAL MODE
OCCURS AT
POWER UP
IAS
ANY
ANY
TO ZERO
IAS ERROR
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
MODE
SEE SELECTED
LATERAL
MODE
−−−
CLIMB
ANY
ANY
TO ZERO
IAS CLIMB
ERROR
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
MODE
SEE SELECTED
LATERAL
MODE
SUCCESSIVE
PUSHES OF
CLIMB BUTTON
CYCLES H−M−L
SPEED PROFILES
ALT
ANY
ANY
TO ZERO
ALT REF
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
MODE
SEE SELECTED
LATERAL
MODE
ALT REF SYNCS
TO EXISTING
ALT AT SELECTION. NO BAROSET CORRECTION
ALTS
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
SEE SELECTED
LATERAL
MODE
SEE SELECTED
VERTICAL
MODE
SEE SELECTED
LATERAL
MODE
ALWAYS ARMED
EXCEPT IN GS
CAPTURE
ALTS
”CAP”
ANY
GS ”CAP”
AND GA
TO ACQUIRE APA
SETTING
SEE SELECTED
LATERAL
MODE
SEE SELECTED
LATERAL
MODE
MOVING APA
CAUSES
CHANGE TO VS
AND REARMS
ALTS
SEE SELECTED
LATERAL
MODE
MOVING APA
CAUSES
CHANGE TO
ALT AND
REARMS ALTS
−−−
REQUIRES
APPR MOD
ALTS
”TRACK”
ANY
GS ”CAP”
AND GA
TO HOLD
APA SETTING
SEE SELECTED
LATERAL
MODE
GS
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ACQUIRE AND
TRACK
ZERO LOC
DEV
NOTHING
UNLESS
APA HAS
BEEN SET
TO NEW
ALTITUDE
SEE SELECTED
VERTICAL
MODE
3.2
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Aircraft Operations Manual
AUTOFLIGHT, CAT I
Operation
A. Vertical Modes (Cont’d)
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
GS ”CAP”
ANY
GA
TO ZERO
GS DEV
TO ZERO
LOC DEV
−−−
−−−
REQUIRES
APPR MOD SELECTING HDG
OR CAUSES
CHANGE TO VS
GA
DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS “CAP” AND ALTS “TRACK”
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS MODE.
WHEN IN ALTS “CAP” LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN ALTS UNTIL
A NEW VERT MODE IS MANUALLY SELECTED.
VNAV
”ARM” (Option)
ANY
VNAV
”ARM” NOT
SELECTABLE IN
ALTS
SEE SELECTED
VERTICAL
MODE
SEE SELECTED
LATERAL
MODE
SEE SELECTED
VERTICAL
MODE
SEE SE−
LECTED
LATERAL
MODE
VNAV ”ARM”
NOT SELECTABLE IN ALTS.
VNAV ARM NOT
SELECTABLE
UNTIL 3 MIN
FROM THE DESCEND POINT
VNAV
”CAP” (Option)
ANY
ANY
FLIES
COMMANDS
FROM
VNI−80D
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
SEE SE−
LECTED
LATERAL
MODE
REQUIRES
APPR MOD
VNAV ”CAP”
WILL NOT OCCUR IN ALTS
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
HDG
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ZERO
HDG DIFFERENCE
ON EHSI
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
BASIC LATERAL
MODE. OCCURS
AT POWER UP
NAV ”ARM”
APPR
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ZERO
HDG DIFFERENCE
ON EHSI
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
FLIES HDG UNTIL VOR OR
LOC CAPTURE
NAV ”CAP”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ACQUIRE AND
TRACK
ZERO VOR/
LOC DEV
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
REQUIRED VALID VOR/LOC
SIGNAL
B. Lateral Modes
3.2
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Aircraft Operations Manual
AUTOFLIGHT, CAT I
Operation
B. Lateral Modes (Cont’d)
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
APPR
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ZERO
HDG DIFFERENCE
ON EHSI
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
HDG WILL RESULT LAT
SELECTION OF
APPR.
APPR
”CAP”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ACQUIRE AND
TRACK
ZERO VOR/
LOC DEV
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
REQUIRES VALID LOC SIGNAL
3.2
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Aircraft Operations Manual
2.
2.1
AUTOFLIGHT, CAT I
Operation
NORMAL OPERATION (Cont’d)
CONDITIONS
NORMAL PROCEDURES
AUTOPILOT
GENERAL
The autopilot and its various modes shall normally be used to the greatest possible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed buttons.
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the control wheel and have his feet on the rudder pedals, prepared to disengage the autopilot and take over manual control if necessary.
The FD V−shaped (magenta−colored) command bar shall normally be selected
on both EADIs. However, the displayed command bars can be deselected by
pressing the FD button on the DCP except in APPR mode.
2.2
FLIGHT
DIRECTOR,
GENERAL
2.3
FD COMMAND
BARS ACTIVATION/DEACTIVATION
1.
AUTOPILOT
ENGAGEMENT
1.
2.4
FD button on DCP panel . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check FD command bar to appear/disappear on EADI.
Modes on MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS
DESIRED
− Check indicator in mode button to illuminate and annunciation to appear in
EADI.
2.
AP and YD engage levers . . . . . . . . . . . . . . . . . . . . . . . . AP YD HOLD FOR
APPROX. ONE
NOTE: Ensure the aircraft is trimmed
SECOND TO
before engagement.
COMPLETE
TEST SEQUENCE.
− Check EADI to announce AP engagement (boxed AP in green).
3.2
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Aircraft Operations Manual
2.5
AUTOFLIGHT, CAT I
Operation
CONDITIONS
NORMAL PROCEDURES
MODES
GENERAL
Modes are normally selected by pressing the respective buttons on MSP. The
indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS ”CAP”.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
− A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
− A new vertical mode can not be selected in GS ”CAP” unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS ”CAP” and
ALTS.
HALF BANK
MODE
(Optional)
The Half Bank mode is a submode to HDG and NAV. It reduces the bank
limit from 27 to 13.5 in these modes. The mode is selected by pressing the
1/2 BANK button, and indicated on the MSP only. The mode is turned off by
a second push on the button. (Push on/push off function).
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CONDITIONS
2.6
VS MODE
(Basic mode)
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
1.
VS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS and vertical speed at time of VS selection.
To change selected vertical speed:
2.
Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN or UP
− Pitch wheel is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to wheel displacement. Selected
vertical speed is annunciated in EADI.
− The vertical speed can also be changed by pressing and releasing the VERT
SYNC button.
2.7
IAS MODE
1.
IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate IAS and airspeed at time of IAS selection.
To change selected airspeed:
− Change of selected airspeed is by pressing and releasing the VERT SYNC
button or via other modes.
2.8
CLIMB MODE
1.
CLIMB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate CLB H/M/L respectively and computed airspeed.
H = Low R−o−C (High IAS)
M = Medium R−o−C (Medium IAS)
L = Best R−o−C (Low IAS)
− Selection of H/M/L is made by successive pushes on the CLIMB button.
− At capture, there may be a slight undershoot of maximum 7 kt.
2.9
ALT MODE
1.
ALT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate ALT in green and Flight advisory speed for long
range cruise (knots IAS) and the FD to respond.
2.10 ALTS MODE
1.
Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED
ALTITUDE
− Check EADI to annunciate ALTS in white under active vertical mode. Altitude
select is always armed. Any other vertical mode (VS, IAS, CLIMB) can be
used with altitude select prior to capture.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
− Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to capture (ALTS in green) when approaching the altitude.
− At altitude capture, FD/AP commands changes in pitch attitude to guide aircraft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
− At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
The vertical Navigation Indicator (VNI), (if installed), computes and displays the
required parameters for Vertical Navigation (V NAV).
2.11 V NAV MODE
(Optional)
Automatic patch capture above or below present altitude using initial vertical
speed:
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2.
Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
3.
Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
4.
Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5.
Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
6.
VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
− Rotate PUSH TEST knob as required for initial VS and check VS ARM
− The VSR display shows computed VS required to the aimpoint at the present
ground speed.
7.
V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
− When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
− The VS bug will retract. TO ALT NM will be annunciated and the distance display now show the distance to the aimpoint.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude pre−selector) automatic level off occurs.
Automatic path capture above or below presents altitude using selected
path angle:
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2.
Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
3.
Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated. Rotate the knob to set cleared to aimpoint altitude in SETUP
display.
4.
Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
− Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
5.
Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
6.
Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
7.
V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
− When aircraft reaches path capture point, the ANG ARM and TO TRK annunciators go blank and the AP FD captures the path to the aimpoint.
− Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
− The VSR display shows VS required to reach the aimpoint.
− When aircraft reaches aimpoint (which is at the altitude selected on the altitude preselector) automatic level − off occurs.
Manual path capture:
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2.
Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
3.
Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
4.
Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
− Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5.
Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
6.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by momentary rotating the function switch to DIR and back to ACT.
− Distance to the aimpoint TO ALT is shown on the DISTANCE display.
− For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.12 HDG MODE
(Basic Mode)
1.
HDG selector on CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED
HEADING
2.
HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate HDG.
− Heading can be changed by the HDG knob on CHP or by TURN knob on AP
control panel.
− TURN knob is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to knob displacement.
The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
or right navigation source signals to the FD/AP.
2.13 NAV−VOR
MODE
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2.
CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check course readout on EHSI.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
3.
NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/
RIGHT
4.
MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and VOR white on EADI.
5.
HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6.
At VOR ”CAP”, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAV−LOC
MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for automatic approach. Glideslope deviation information is presented in the EADI.
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
2.
CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
3.
NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/
RIGHT
4.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
5.
MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and LOC white on EADI.
6.
At LOC ”CAP”, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7.
VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS or IAS.
8.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
9.
Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
− To be selected before commencing descent at final approach fix.
2.15 APPR MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
(Cont’d)
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
− The ILS frequency should be selected on both NAV
controls.
2.
CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
− Check course readout on EHSI.
3.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4.
DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
5.
MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not selected APPR mode until localizer deviation indication becomes active and correct localizer beam confirmed.
− When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
6.
HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
7.
At LOC ”CAP”, LOC green and GS white on EADI . . CHECK
8.
At GS ”CAP”, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
− Radio height is used to gain program localizer and glideslope signals.
9.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
10.
Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
CAUTION
The pilot is the master monitor and progress should be continuously assessed
during the approach using ILS raw data.
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CONDITIONS
2.16 GA MODE
AUTOFLIGHT, CAT I
Operation
NORMAL PROCEDURES
1.
GA button on power levers . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate GA.
− AP/YD disengages.
− FD commands existing heading and a fixed pitch attitude.
− HDG indicator remains at preset heading.
Re−engagement of AP:
Condition for re−engagement:
− Radio height equal to or greater than 200 ft.
2.
AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Check EADI to annunciate:
− GA as lateral mode.
− VS as vertical mode.
3.
HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate HDG.
− The FD/AP will now give commands to acquire and hold preset HDG.
4.
Monitor the system when approaching the selected go−around altitude.
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Aircraft Operations Manual
3.
AUTOFLIGHT, CAT I
Operation
ABNORMAL OPERATION
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES and 24, EMERGENCY PROCEDURES.
3.1
CONDITIONS
ABNORMAL PROCEDURES
FD WARNING
ON
INDICATIONS
− FD warning (RED) in one or both EADI’s.
− FD command bars disappear (from affected side/sides).
− FD mode annunciation disappear (on affected side/sides).
− If AP engaged, engage lever drops to DISENGAGE, engage annunciation on
EADI disappears and visual (EADI) and aural AP warning comes on.
ACTIONS
1.
AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
− This will cancel AP warnings.
− If not effective pull affected side/sides FD CB G−13, N−10.
2.
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− CB FD G−13, N−10 and AP G−12, N−11.
CAUTION
Check mode annunciation before re−engagement.
3.
AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down,
perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.2
AP WARNING
ON
INDICATIONS
− AP engage levers drops to DISENGAGE.
− AD warning (red flashing) in both EADI’s.
− AD aural warning (cavalry charge) comes on.
ACTIONS
1.
AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
− This will cancel AP warnings.
2.
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− AP G−12, N−11.
Cont’d
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CONDITIONS
AUTOFLIGHT, CAT I
Operation
ABNORMAL PROCEDURES
Cont’d
CAUTION
Check mode annunciation before re−engagement.
3.
AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down, perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.3
ABNORMAL
BEHAVIOR
INDICATIONS
One or more of the following:
− AP does not follow FD commands.
− AP impossible to disengage in one or more channels.
− Elevator trim indicator shows abnormal trim action.
− Single stroke chime.
− Master caution light.
− FD hard over.
− AVIONICS light on CWP.
− Mistrim annunciation (EL, RUD, AIL) in both EADI’s, not correlated to rapid
maneuver.
ACTIONS
1.
Overpower AP and return controls to normal.
2.
AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− If disengagement successful: end of procedure.
If not successful:
3.
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− FD G−13, N−10.
− Do not re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down, perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
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Aircraft Operations Manual
CONDITIONS
3.4
PROCEDURES
FOR
FAILURES
DURING
APPROACH
AUTOFLIGHT, CAT I
Operation
ABNORMAL PROCEDURES
INDICATION
OR FAILURE
WHEN
ACTION
Engine failure
Above 600 feet
ARTE
Approach may be continued to CAT I
minima.
Below 600 feet
ARTE
Perform immediate go−around unless
visual contact has been established.
New approach may be performed to
CAT I minima.
Above 600 feet
ARTE
Approach may be continued to CAT I
minima with close attention to flight path.
Below 600 feet
ARTE
Perform immediate go−around unless
visual contact has been established.
New approach may be performed to
CAT I minima.
Above 600 feet
ARTE
Approach may be continued to CAT I
minima using remaining serviceable
equipment.
Below 600 feet
ARTE
Perform immediate go−around unless
visual contact has been established.
New approach may be performed to
CAT I minima.
Always
Perform immediate go−around unless
visual contact has been established.
New approach may be performed to
CAT I minima with ADI REV/HSI REV or
DRIVE XFR selected.
EFIS Comparator
warnings
Glideslope and/or
Localizer red flag
Failure of one EADI
or one EHSI or both
ARTE = Above Runway Threshold Elevation
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Aircraft Operations Manual
3.5
AUTOFLIGHT, CAT I
Operation
CONDITIONS
ABNORMAL PROCEDURES
ALTITUDE
PRESELECTOR
If it is evident that the system is not responding correctly to capture the selected
altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
disregarding Flight Director command. Select ALT mode, verify mode annunciation on EADI and re−engage autopilot.
ALERTER
FAILURE TO
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6
LOC/GS
GROUND
STATION
INTERRUPTION
When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
and/or GS radio signals due to ground station interruption will cause the following on the EADI:
− Flight Director command bar disappears replaced by FD red flag.
− LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
− Captured LOC and/or GS annunciation remain in capture (green).
− APPR or NAV mode remains selected.
− The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
− Perform GO−AROUND.
3.2
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Aircraft Operations Manual
3.7
AUTOFLIGHT, CAT I
Operation
CONDITIONS
ABNORMAL PROCEDURES
ELECTRICAL
POWER
INTERRUPTION
WHEN FLYING
LOC/GS
When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
capture. Loss of electrical power to the NAV receiver will cause the following on
the EADI:
LOSS OF 28 VDC:
− The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
− LOC and/or GS indication disappears.
− The FD/AP will maintain HDG and VS mode until other modes are selected.
LOSS OF 26 VAC INVERTER:
− No effect on LOC/GS.
ACTIONS
− Perform GO AROUND.
3.2
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Aircraft Operations Manual
0.
AUTOFLIGHT, CAT II
Highlights
MODIFICATION STANDARD
The system in this chapter assumes a certain modification standard of the aircraft. If a modification is
not installed, the following applies as a complement
to what is stated in this chapter.
DESCRIPTION / OPERATION
0.1
Flight Director comparator caution.
Without Mod. 1989 embodied:
Mod. 1989; EFIS update.
− The Flight Director comparator caution is not
available and will not come on if any comparator
error detected.
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AUTOFLIGHT, CAT II
Highlights
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Aircraft Operations Manual
1.
GENERAL
1.1
Flight Guidance & Autopilot System
(FGAS)
The FGAS consists of a Flight Control Computer
(FCC) including two independent Flight Directors
and a single, fail passive Autopilot (FD/AP) elevator
and rudder autotrim functions and the Yaw Damper
(YD) which provides directional stability augmentation. The Yaw Damper and the rudder autotrim will
together provide ”zero ball” function. The FCC is
also provided with a self−monitoring function for
maintenance and troubleshooting.
The FCC interfaces with various aircraft systems,
such as the Air Data System (ADS), Attitude and
Heading Reference System (AHRS), NAV. radios,
Electronic Flight Instrument System (EFIS), Altitude
Preselect/Alert System (APA). The FCC functions
are controlled by the Mode Select Panels (MSP)
Autopilot Panel (APP) and the buttons AP disengage buttons, VERT SYNC button and GA buttons.
The Flight Control Computer (FCC) provides steering command signals for control of the flight path in
a coordinated manner during all normal phases of
flight. The FCC signals are fed to the FD command
bars/symbol on the Electronic Attitude Director Indicators (EADI) and to the control surfaces servo actuators. The FCC starts operation in Heading
(HDG) and Vertical Speed (VS) modes 10 seconds
after AHRS flags have disappeared. AP/YD can be
engaged after another 30 seconds which is the time
of FCC internal test sequence.
1.2
FD/AP
Flight director, FD
The FD function provides visual guidance commands to fly the aircraft manually or to visually
monitor the AP response to the guidance commands. The guidance commands (pitch, roll and
speed indication) are selected with the FD operating
mode pushbuttons on the MSP. Pitch and roll guidance cues as well as mode information from the FD
are displayed on the EADI’s. The FD command
bars on the EADI’s direct the pilot to turn, climb or
descend. A Fast/Slow indication reflects aircraft
speed in relation to speed selection.
AUTOFLIGHT, CAT II
Description
Autopilot with yaw damper, AP/YD
The AP function controls the aircraft in pitch and roll
maneuvering axes on commands from the FD. The
YD function is a part of the AP rudder steer channel
and provides directional stability. Appropriate control surfaces are actuated by the AP to control the
aircraft for the selected FD lateral and vertical mode
of operation. The MSP contains pushbuttons for
manual selection of desired FD modes of operation.
The FD modes will if the AP is engaged automatically control aircraft pitch and roll attitude for the
following maneuvers: fly to and maintain a preselected rate of climb or descent; maintain an existing
altitude; descend or climb to and maintain a preselected altitude; fly to and maintain an existing heading; fly to, capture and track a selected VOR or
localizer course; capture and track a glideslope.
FD modes
The modes of the two independent FD channels are
synchronized by a cross−talk function between the
two separate FD computers, except for in APPR
mode.
Captured (active) modes are annunciated on the
EADI’s in green text. Armed (selected) modes are
annunciated on the EADI’s in white text. In the following mode descriptions ”ARM” and ”CAP” are
used to indicate armed or captured phase of the
described mode. When a mode is changed, the
new mode annunciation blinks for 5 secs.
For details on annunciations see Fig. 5 and AOM
15/1.1, NAVIGATION EFIS.
The following modes and functions are available:
− Vertical modes
 VS (basic mode)
 IAS
 CLIMB
 ALT
 ALTS
 VNAV (if installed)
 PTCH (Reversionary Mode; not manually selectable)
 VERT SYNC (a synchronization function selectable on the control wheel).
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− Lateral modes
 HDG (basic mode)
 NAV
− Combined modes
 APPR
 GA (FD mode only; selectable on the power
levers).
− Diagnostic mode
(Maintenance − fault isolation in FGAS; selectable
only on ground.)
1.3
FD/AP and Yaw Damper engagement/
disconnect, autotrim system and
Command Cutout
The FD/AP and Yaw Damper may be engaged in
the normal flight envelope with certain limitations as
stated in AOM 3.2.
The AP can be engaged either to the FD on left
EADI or to the FD on right EADI by pushing the AP
XFR (Auto pilot transfer) button on the APP. An arrow beside the AP engaged annunciation on the
EADI’s will show which FD gives steering commands.
The FD display on the EADI’s can be activated/
deactivated by consecutive pushes of the FD button
on the Display Control Panel (DCP) except for in
APPR mode where the FD bar always is displayed.
The AP/YD engage levers on the Autopilot Panel
(APP) allow independent yaw damper engagement.
When engaging the autopilot, however, the yaw
damper will also be engaged as well as the elevator
and rudder autotrim systems. Rudder Autotrim is
available also when only YD is engaged. The autotrims are continuously retrimming the aircraft depending on the flight conditions in order to minimize
the torque applied on the autopilot servos and to
keep the control forces at zero. Difficulties to trim
out the control forces are indicated on the EADI’s
by the RUD, AIL or EL annunciators.
There is also an AUTO TRIM warning light on the
Central Warning Panel which will come on if the AP
auto trim or YD auto trim system should fail.
AUTOFLIGHT, CAT II
Description
The AP/YD can be disengaged
− by pushing the AP disconnect button on the control wheel. A second push will reset the aural
warning.
− by moving the AP/YD levers to DISENGAGED
position.
− by selecting GA. (L/R Power Lever button.)
− by operating the pitch trim switches.
(AP diseng. only.)
The Stall warning computers will automatically disengage the AP/YD if a stall situation should occur.
The AP/YD will also disengage automatically when
the monitoring function detects certain failures.
When the autopilot becomes disengaged, the aural
warning ”cavalry charge” comes on. The warning
can be reset by pushing the AP disconnect button
and with the GA button.
Command Cutout
The autopilot will not disconnect at extreme attitudes. There is however a feature in the autopilot
known as Command Cutout, which means that at
extreme pitch rates/normal accelerations and/or roll
rates/bank angles, the autopilot will cease to give
steering commands. Once the aircraft is back to
normal attitudes ( below the command cutout triggering levels) the autopilot will resume to give steering commands. The triggering levels for command
cutout are:
− Pitch rate greater than 5/sec or normal acceleration greater than 0.6 G beyond 1.0 G.
The pitch cutout is canceled when the pitch rate
is less than 5/sec and normal acceleration less
than 0.2 G beyond 1.0 G.
− Roll rate greater than 21/sec or bank angle
greater than 45.
The roll cutout is canceled when the roll rate is
less than 5/sec and bank angle less than 45.
Command cutouts will not disconnect the autopilot.
1.4
Mode description
VERTICAL MODES
VS, Vertical Speed Mode
− The FCC gives pitch attitude commands to maintain the vertical speed existing at time of mode
engagement or − if already in VS mode at time of
pressing and releasing the VERT SYNC button
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on the control wheel. A new vertical speed reference can be selected by the pitch knob on the
APP in steps of 50 ft.
− The VS speed reference is only displayed on the
EADI with the commanding FD.
− Basic mode at power on. Selectable by VS mode
button. FCC reverts automatically to VS if the
pitch knob is moved out of its detent except in
GS ”CAP” or ALTS mode.
− Selection of/Reversion to VS clears any previously selected vertical mode except GS ”CAP”
and ALTS.
IAS, Indicated Airspeed mode
− The FCC gives pitch attitude commands to maintain the IAS existing at time of mode engagement
or − if already in IAS − at time of pressing and
releasing the VERT SYNC button.
− The IAS reference is only displayed on the EADI
with the commanding FD.
− IAS ref.command can also be provided by IAS
bug on the ASI.
− Mode selectable by pushing the IAS mode button
on the MSP. Selection of IAS clears any previously selected vertical mode except GS ”CAP”
and ALTS.
CLIMB mode
− The FCC computes and updates a climb IAS displayed on the EADI. The computed IAS is a function of altitude at medium aircraft weight.
− There are three climb mode settings (Rate of
Climb, R−o−C) to be used for the computation of
IAS. They are selectable by cycling the CLIMB
mode push button on MSP. The desired climb
setting annunciated on EFIS, ”H”, ”M” and ”L”
respectively, is related to their effect on IAS
(High, Medium and Low IAS).
− One push gives a rather low R−o−C (H), two
pushes a medium R−o−C (M) and three pushes
give the best R−o−C (L). This is the sequence
when climb mode is selected the first time after
power up. The last selected climb setting will
reappear when climb mode is reselected after a
vertical mode change.
− Selection of CLIMB mode clears any previously
selected vertical mode except GS ”CAP” and
ALTS.
AUTOFLIGHT, CAT II
Description
ALT
− FCC holds the altitude existing at time of mode
engagement or − if already in ALT − at time of
pressing and releasing the VERT SYNC button.
A Flight advisory IAS for Long Range Cruise will
be displayed on the EADI when ALT mode is in
track. The computed IAS is a function of altitude
at medium aircraft weight.
− Selectable by ALT mode button.
− Selection of ALT clears any previously selected
vertical mode except GS ”CAP” and ALTS.
− The altitude is held regardless of barometer settings.
ALTS
− When approaching the altitude selected on the
APA the FCC will command an asymptotic capture profile and holding of the selected altitude.
− The capture point is a variable and is a function
of aircraft vertical speed.
− The ALTS submode is always armed for capture
of the altitude selected on the APA. Once engaged, the ALTS clears any other vertical mode
except GS ”CAP”. Furthermore, it is not possible
to select any other vertical mode except GA until
a new altitude is selected on the APA, GS ”CAP”
will automatically cancel ALTS. A Flight advisory
IAS for Long Range Cruise will be displayed on
the EADI when the ALTS mode is in track. The
computed IAS is a function of altitude at medium
aircraft weight.
− The altitude selected on the APA will follow the
barometer settings made on the left altimeter.
− For visual and aural altitude alert signals, see
AOM 12/1.1, AIR DATA SYSTEM.
VNAV, Vertical Navigation Mode (If installed)
− The VNAV mode works in conjunction with the
VNI (Vertical Navigation Indicator) if installed.
− Selectable if a VNAV path has been defined on
the VNI and it is less than three minutes to the
determined descend/climb point.
− Mode is armed by pushing the VNAV button on
the MSP and the letters VNAV will be indicated
on the EADI.
− The FCC will continue in the existing vertical
mode until capture conditions have been met,
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then automatically capture and track a VNAV
path as defined on the VNI.
− At capture VNAV clears any previously selected
vertical mode.
− Vertical command data provided by the VNI are
displayed on the EHSI by the vertical deviation
pointer. When in VNAV mode the letters VNV will
be indicated above the deviation scale.
NOTE
The deviation scale can also display GS (Glide
Slope).
− If a failure to the VNAV system occurs the vertical deviation pointer will be replaced by the letters VNV boxed and in red. The indication will
flash for 10 seconds and then become steady.
PTCH, Pitch hold mode
FCC commands holding of the pitch attitude existing at time of engagement.
− PTCH is not manually selectable but a reversionary mode which is engaged when:
a. VERT SYNC button pressed and released while
in GA mode.
b. VS button pressed and released while in VS
mode with invalid data required for VS mode (i.e.
FD flag is present on display).
VERT SYNC, Vertical Synchronization
If for any reason the aircraft is allowed to deviate
from the FCC commands in certain vertical modes,
normally only when flying manually (VS, IAS, ALT
and GA) the respective reference data can be synchronized to the existing flight condition by the
VERT SYNC button on the control wheel with the
commanding FD. No crosstalk function between the
two FDs. The synchronization occurs at the time of
pressing and becomes activated when releasing the
VERT SYNC button.
The reference data is changed in the respective
mode as follows:
a. if in VS mode, the FCC reference data changes to
existing vertical speed.
b. if in IAS mode, the FCC reference data changes to
existing IAS.
c. if in ALT mode, the FCC reference data changes to
existing ALT.
AUTOFLIGHT, CAT II
Description
d. if in GA mode, the FCC reference data changes to
existing attitude. The vertical mode display on
EADI simultaneously changes from GA to PTCH.
It is only the reference data that is changed. The
respective mode function is retained. Pitch trim is
not affected. AP will remain engaged.
LATERAL MODES
HDG, Heading mode
− The FCC gives commands to turn to and hold the
heading indicated by the heading bug on the
EHSI. Turn is in the direction of shortest arc. The
heading bug can be manually moved either by
the HDG knob on the Course Heading Panel
(CHP) or by the TURN knob on the APP. The
bug will automatically synchronize to existing
heading when the system is powered up.
− Basic mode at power on. Selectable by HDG
mode button.
− Selection of HDG mode clears any previously
selected lateral mode. Heading can be preset
before selecting HDG mode.
NAV, Navigation system mode
− The FCC commands capture and tracking of the
course defined by the active navigational data
displayed on the EFIS (VOR, LOC, BC or RNAV
if installed). The capture point depends on intercept angle and closure rate.
NOTE
Applicable to FCC 85/86−210:
The capture and tracking gain in NAV−mode is
dependant on the distance to the VOR−station.
In the new Flight Control Computer software −
FCC 85/86−210 − DME−data is used in the control law such that the gain will be based on the
distance, leading to improved performance.
However, if no DME−data is available (e.g. when
VOR2 is used as NAV−source) the gain will be
based on a default value equal to a far distance
from the VOR. This will lead to overshoots at
short distances during capture and tracking.
− GS is inhibited in NAV mode.
− Mode is armed by pushing the NAV mode button.
FCC automatically reverts to HDG and desired
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intercept heading can be selected on the heading
bug.
− Mode is engaged at the capture point and NAV
”CAP” is displayed on EADI.
− NAV mode is retained if changing NAV data
source.
− NAV mode is cleared by selecting HDG or APPR.
1/2 BANK, Half bank mode (if installed)
− The Half bank mode is a submode to HDG and
NAV. It reduces the bank limit from 27 to 13.5
in these modes.
− Mode is selectable by pushing the 1/2 Bank button, and indicated on the MSP only; it has no
mode annunciator on the EADI. Mode is turned
off by a second push on the button. Half bank
must be selected on both MSP to have equal
information on both FD.
NOTE
Half bank mode is only activated and deactivated
on the selected side.
COMBINED MODES
APPR, Approach mode
− The FCC functions in principle as in NAV mode
but commands are also given for vertical capture/
tracking if an ILS GS is available. Radio altimeter
information is used to gainprogram the radio signals for increased precision during the approach.
− Mode is armed by pushing the APPR button.
FCC automatically reverts to HDG and desired
intercept heading can be selected on the heading
bug.
− Selection of APPR mode will cancel the slaving
function of the two FD channels modes and
MSP’s.
− Mode is engaged at the respective capture point
and the LOC/VOR ”CAP” and GS ”CAP” information are displayed on EADI.
− FD display cannot be removed by pushing FD
buttons on DCP.
− The following types of approaches are possible:
a. ILS: localizer capture is indicated by EADI lateral
mode annunciation changes to LOC ”CAP”, GS
”ARM” is displayed for the vertical axis. GS shall
be captured from below the beam.
AUTOFLIGHT, CAT II
Description
In GS ”CAP” a new vertical mode can only be
selected after a new lateral mode has been
selected (other than APPR).
b. BC, Back Course: The back course is automatically corrected for by EFIS and annunciated by a
yellow B/C replacing the GS ”CAP” indication on
the EADI/EHSI.
With the CRS selector set for the normal
Localizer inbound course the LOC symbols on
the EADI/EHSI are not reversed when flying:
−Inbound on the Back course.
−Outbound on the Localizer inbound course.
BC approach operates like LOC, except for
slightly different gains.
Vertical profile has to be flown by pilot inputs.
c. VOR: Operation is similar to NAV except tighter
gains, VOR ”CAP” or ”ARM” are displayed
Vertical profile has to be flown by pilot inputs.
GA, Go−Around mode
− The FCC commands existing heading hold and a
fixed pitch up attitude (6,4) on the FD.
NOTE
If the aircraft is in altitude preselect or track capture
(ALTS “CAP” and ALTS “TRACK”), these modes
might be immediately recaptured and the resulting
FD command will not indicate a climb.
− Mode can be selected at any time by pressing
the GA button in the power levers. GA is displayed on the lateral and vertical mode annunciations on EADI. Since GA is a FD mode only, the
AP and YD will disengage.
− Selection of GA clears any previously selected
lateral and vertical mode (ALTS “CAP” and ALTS
“TRACK” might however be immediately recaptured if these modes were captured when GA
was selected).
− At re−engagement of the AP, the FCC remains in
GA mode in the lateral axis while the vertical
mode will become VS.
MAINTENANCE
Diagnostic mode
− Provides a multiple line display on EFIS to assist
in failure analysis.
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− Report mode is the one of the three available
basic submodes that is to be notified.
− Available on ground only with AP and YD disengaged but before power shut−down.
− Diagnostics can be performed independently on
either left or right FCC channel and displayed on
the respective EFIS side.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Flight Control Computer (FCC)
The FD/AP computer is the heart of the flight control system. The signals received from various other
systems are converted into command signals according to the selected mode of operation.
Command signals are fed to the FD command bar
for display of pitch and roll steering. With the AP
engaged, identical signals are transformed for actuation of rudder, aileron and elevator servos and
also the pitch and rudder trim system. See Fig. 1,
FGAS − system schematic.
2.2
Mode Select Panel (MSP)
There are two MSP’s, one for each FD channel,
located on each side of the glareshield panel. They
contain push buttons for selection of FD lateral and
vertical modes. All buttons except 1/2 BANK mode
have only on−function, i.e a mode can only be deselected by selection of another mode. Half bank
mode (if installed) button has an on/off function.
Selecting a new mode on one side will also change
the opposite MSP to the same mode except when
leaving APPR for a new mode. 1/2 BANK will only
change bank mode on selected side and must thus
be selected on both MSP.
2.3
Autopilot Panel (APP)
AUTOFLIGHT, CAT II
Description
are used to couple left or right navigation source as
input to the FD/AP.
2.5
Altitude Preselector Alerter (APA)
The altitude preselect mode causes the system to
capture the altitude selected on the preselector/alerter. Any other vertical mode may be used prior to
altitude capture.
At capture, other vertical modes are cleared and
command signals are generated to level off the aircraft at the selected altitude. For the altitude alert
function, see AOM 12/1.1, AIR DATA SYSTEM.
2.6
Vertical Navigation Indicator (VNI).
(If installed)
The Vertical Navigation Indicator/computer (VNI)
serves as a vertical speed indicator. In addition it
computes data for vertical navigation to be used by
the FCC.
he VNI can also be used in conjunction with the Altitude Preselector for automatic capture of selected
altitude.
2.7
Loss of approach warning.
(If Mod 1790 SB SF340 34−049 installed)
The autopilot system is provided with a ”loss of approach mode” warning which is only active on that
side to which the autopilot is coupled to and when
the aircraft radio height is between 90−1000 ft. The
warning will disengage the AP/YD and will activate
the ”cavalry charge” aural alert. This occurs if any
of the following criteria are met:
− AP built−in test detects nonvalid APPR mode.
− Pilot deselects APPR mode.
− LOC frequency becomes changed to VOR frequency when established on LOC and GS.
Located on the pedestal. Contains engage/disengage levers for AP and YD, a button for AP transfer
between the two FCC channels and controls for
heading and vertical speed changes.
2.4
NAV source selection
There are two navigation source selection push buttons with built in indicators (NAV S.L. and NAV
S.R.) on the glareshield panel. The push buttons
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Aircraft Operations Manual
NAV S
L
AUTOFLIGHT, CAT II
Description
NAV S
R
AP control panel
Altitude preselect/
alert panel
ALT
SEL
Nav data
EFIS 1 & 2
FD/AP mode
select panel
AP disconnect button
Vert sync button
Radio altim
DME
NO 1
VNI (if
installed)
Vert
Nav
data
FD/AP
flight control
computer
(FCC)
ADS
(Including yaw
damper) (YD)
Air data
Control wheels
(Right CW shown)
GA buttons in power levers
AHRS 1 & 2
ATT/HDG data
Rudder servo
Pitch trim system
Aileron servo
FD command and engagement
signals to EFIS
Elevator servo
FD/AP mode annunciation
and diagnostic to EFIS
Elevator autotrim
Rudder autotrim
A13574
Fig. 1
FGAS − system schematics
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3.
AUTOFLIGHT, CAT II
Description
CONTROLS AND INDICATORS
AP XFR button.
The AP XFR button is a push−on/push−off transfer
switch. The button is normally not illuminated and
the AP uses signals from the left pilot side. When
pushed (AP XFR illuminted), transfer to right pilot
side takes place.
A
AP CONTROL PANEL
A
TURN
DN
ENGAGED
YD
AP
UP
DISENGAGED
YD/AP engage levers.
The YD and AP engage levers are spring
loaded to DISENGAGED position. Moving
levers to ENGAGE position engages Yaw
Damper and Autopilot after a selftest period
of one (1) sec. YD may be engaged separately. Moving AP lever to ENGAGED will
engage both YD and AP.
TURN knob/pitch wheel.
TURN knob.
The rate type TURN knob is spring loaded to return to a center detent position. The knob is used to manually
apply heading commands to FD/AP.
Moving TURN knob out of detent slews the HDG bug at a rate proportional to amount of knob displacement.
PITCH wheel.
Pitch wheel is spring loaded to return to a center detent position. The wheel is used to manually apply vertical speed commands to FD/AP in steps of 50 ft.
Moving pitch wheel from detent resets vertical mode to VS (except in GS ”CAP” and ALTS mode) and then
slews vertical speed reference at rate proportional to the amount of wheel displacement.
A13607
Fig. 2
FGAS − controls and indicators
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Aircraft Operations Manual
A
AUTOFLIGHT, CAT II
Description
Half bank mode (Optional)
MODE SELECT PANEL (MSP)
B
Mode indicator
B
Lateral modes
HDG
1/2
BANK
NAV
Vertical modes
VS
IAS
CLIMB
APPR
V NAV
ALT
Vertical navigation (Optional)
C
B
Mode select panel.
Mode select buttons are integrally lighted, momentary
push−on buttons. Indicators in mode buttons illuminated to annunciate to annunciate mode selected.
Activate as well as preselected/armed modes are
annunciated on EADI.
In addition to modes selected on MSP, GA push buttons in the power levers provide GA mode.
NAV SOURCE SELECTORS
A
NAV S
L
For description of the various modes,
see 1.4 Mode description.
Auto TRIM warning light.
Comes on if the autopilot should detect a failure
in the AP auto trim or YD auto trim systems.
C
NAV S
R
CENTRAL WARNING PANEL (CWP)
L ENG
FIRE
L ENG
OIL PRESS
LAV
SMOKE
CARGO
SMOKE
CABIN
PRESS
L TAIL P
HOT
NAV SOURCE SELECTOR Pushbuttons (green).
The NAV S Left respective Right pushbutton are used
to couple left or right navigation source to the AP/FD.
HDG bug on EHSI will synchronize to existing heading
if pushed in NAV mode and captured on VOR or LOC.
PROP
BRAKE
AUTO
TRIM
AUTO
COARSEN
A13606
Fig. 3
AVIONIC
SMOKE
MSP, NAV source push buttons and AUTOTRIM warning lights − controls and indicators
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R ENG
FIRE
R ENG
OIL PRESS
R TAIL P
HOT
CONFIG
PITCH
TRIM
RUDDER
LIMIT
Aircraft Operations Manual
AUTOFLIGHT, CAT II
Description
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AUTOFLIGHT, CAT II
Description
DISTANCE display and annunciators.
Indicates distance from aircraft to path capture
when TO TRK annunciates NM and to aimpoint
when TO ALT annunciates NM.
A
SETUP display and annunciators.
Used together with the function switch and SET/PUSH SEL
knob to set up aimpoint
parameters.
A
Offset annunciator.
Indicates that the aimpoint is BEFORE or AFTER the DME/
VORTAC station.
VERTICAL NAVIGATION INDICATOR
(VNI) (IF INSTALLED)
SETUP
DISTANCE
NM
FT
FT
DEG
NM
NM
OFFSET
STA.EL.
ALT
ANG
TO TRK
TO ALT
1
2
BEFORE
ANG ARM
Arm annunciator.
Annunciates VS ARM when the PUSH TEST knob is used to
set up the Vertical Speed Required (VRSO) to the aimpoint.
4
.5
Annunciates ANG ARM when the function switch and the SET/
PUSH SEL knob is used to set the path angle to the aimpoint.
VSR
0
6
DN
1000 FPM
VS
.5
SET/PUSH SEL knob.
Selects different SETUP parameters.
IF VNI INSTALLED
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11
2
Vertical Speed (VS) bug.
Indicates selected VS when the AP FD is in
the VS mode, and initial VS selected with the
PUSH TST knob when not in the VS hold.
Momentary selection initiates a direct − to − aimpoint
(from present position).
VNI − controls and indicators − if installed
Slews the VS bug when rotated and initiates
VNI self test when pushed.
TEST
− VS pointer goes to 6000 FPM up.
− VS flag (red) appears.
− VS bug goes 6000 FPM down.
− OFFSET annunciator sequences from black
to BEFORE to black to AFTER to black.
− ARM annunciator sequences from black to
ANG ARM to black to VS ARM to black.
− SETUP and DISTANCE annunciators
sequentially show:
ANNUNCIATOR UNITS
OFFSET
STA. EL
ALT
ANG
TO TRK
TO ALT
A13591
Fig. 4
PUSH TST knob.
4
1
Function switch.
USE
Momentary selection activates second aimpoint
parameters.
PRE
Used to pre−set a second aimpoint.
ACT
Used to set up the first aimpoint.
DIR
Vertical Speed Required (VSR) display.
Shows the computed VSR to reach the aimpoint. The display goes blank if the computed
VSR is greater than 30 000 FPM or if the VNI
does not receive distance information.
NM
FT
FT
DEG
NM
NM
− SETUP display indicates 888.8.8.
− DISTANCE display indicates 18.8.
− VSR display indicates.8.8.
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Description
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Aircraft Operations Manual
AUTOFLIGHT, CAT II
Description
LATERAL MODES:
VERTICAL MODES:
HDG
VOR 1
VOR 2
LOC 1
LOC 2
LRN 1
GA
DR
VVVV VS
VVVV VS
SSS I CLB
SSS ALT
(Arm./Cap.)
(Arm./Cap.)
(Arm./Cap.)
(Arm./Cap.)
(Option)
(Go Around)
(Dead Reckoning)
SSS ALTS
SSS IAS
ALTS
GS
GA
VNAV
A
(Vert speed up − VVVV is rate in ft/min.)
(Vert speed down − VVVV is rate in ft/min.)
(CLIMB − SSS is speed in knots, I is speed mode L − M − H.)
(ALTITUDE − SSS is Flight advisory speed in knots for long
range cruise − only displayed when ALT in track mode.)
(ALTITUDE − SSS is Flight advisory speed in knots for long
range cruise − only displayed when ALTS in track mode.)
(indicated airspeed − SSS is speed in knots.)
(Altitude preselect armed/captured.)
(Glideslope armed/captured.)
(Go Around.)
(Vertical Nav. if installed.)
Engagement of the autopilot is annunciated as a
green box with the letters AP. The annunciation
turns red and flashes when disengagement occurs. A second push on the disengage button
will reset the warning.
EADI
A
Disengagement of the yaw damper is annunciated as a yellow box with the letters YD. A second push on the disengage button will reset the
warning.
FD, Flight Director command bar in magenta.
FD bar disappears when failures occurs.
GS
LOC1
AP
YD
Fast−slow indicator
Green diamond shaped pointer indicates the
difference between the speed selected with the
bug on the IAS indicator and the actual IAS.
20
10
10
10
10
RUD
AIL 20
EL
20
F
1 dot = 5 kt, Fast or Slow represent
Index = 10 kt, faster or slower than the selected
speed.
S
FD
If speed source fails, pointer turns to a red boxed
SPD flag, flashes for 10 s then steady.
Also see AOM 12/1.1.
Flight Director flag.
Failure of the flight director is annunciated as a
red box with the letters FD. The flight director will
be removed (not shown in this picture). The indication will flash for then seconds before becoming steady.
20
FD
FD/AP modes
M
DH200
The mode annunciation in in WHITE for armed GREEN for captured modes.
A13868
Fig. 5
If an elevator, aileron or rudder mistrim is detected, a
yellow box with the letters EL, AIL or RUD will appear,
indicating difficulties to trim out the control forces.
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13
Flight Director comparator caution in yellow. Comes on
flashing at differences or more than 5 degrees between
the displayed pitch steering or roll steering commands,
reset by master caution button.
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AUTOFLIGHT, CAT II
Description
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Aircraft Operations Manual
AUTOFLIGHT, CAT II
Description
EFIS TEST PANEL
DH
TEST 2
PROP OVSP
L
DISPLAY CONTROL PANEL (DCP)
INT
SECTOR
ROSE
ENG OVSP
A
L
R
B
AIR DATA EMER PWR
1
EFIS
2
L
GDN
AHRS R
RA
TST
FD
RR
ET
AP CONTROL PANEL
TURN
DTA
L GEN R
OVV
R
MODE SELECT PANEL (MSP)
SELECT
HDG
1/2
BANK
NAV
VS
IAS
CLIMB
APPR
ENGAGED
DN
YD
AP
BRG
DEV
2ND
CRS
V NAV
ALT
UP
DISENGAGED
5.
RUD LIM CAB PRESS
12.
7.
9.
2.
8.
1.
12.
IF FAILURE WITH THE FD/AP SYSTEM OCCURS, PERFORM FCS 5. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY PRESS
DIAGNOSTICS ENTRY AND NOTE REPAIR, AP DIS, YD DIS,
ANY THREE MODE BUTTONS
AP ENG AND YD ENG CODES IN THE AIRCRAFT LOGBOOK.
FOR 3 SEC.
6. REPORT MODE comes up on EADI and
1. EFIS test switch . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− After Landing, with AP and YD disengaged
7. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN
and before L and R AVION power shutdown.
TO THIRD LINE BY MOMEN−
TARILY PRESS ANY MODE
− EFIS 1 for left side.
BUTTON.
− EFIS 2 for right side.
8. Use pitch wheel on AP CONTROL PANEL to
display YD DIS CODE. The codes roll over
2. RA TST button . . . . . . . . . . . . PRESS.
in alphabetical order.
− L DCP for left side.
− Wheel DN, code rolls forward.
−R DCP for right side.
− Wheel UP, code rolls reversed.
3. RA TST button and EFIS test switch . . . . RELEASE.
− Operate wheel momentarily DN or
4. FCS DIAGNOSTICS in red comes up
UP to slowly roll codes.
on EADI and EHSI . . . . . . . . . . . . . . . . . . . CHECK.
9. On the MSP . . . . . . . . . . . . . . . . . . . . . . . . . MOVE THE CURSOR DOWN TO
FIFTH LINE.
4.
FCS DIAGNOSTICS
− REPAIR CODE
− AP DIS CODE
− YD DIS CODE
− AP ENG CODE
− YD ENG CODE
12. to disengage FCS DIAGNOSTICS . . . . PRESS A/P DISC BUTTON
AND THEREAFTER, PRESS
EFIS TEST SWITCH.
− L A/P DISC button and EFIS 1 for
left side.
− R A/P DISC button and EFIS 2 for
right side.
13. End of procedure.
FCS DIAGNOSTICS
6.
REPAIR CODE
AP DIS CODE
STEER CODE
AP ENG CODE
ID NUMBER
A13600
FCS DIAGNOSTICS − FD/AP failure annunciation mode
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Jun 30/15
FCS DIAGNOSTICS
REPORT MODE
>
Fig. 6
10. Use pitch wheel to display YD ENG CODE.
11. Note in the AIRCRAFT LOGBOOK:
O
15
=
=
=
=
LEFT
RIGHT
000000
000000
000000
000000
04138F
032000
000000
000000
000000
O4138F
REPORT MODE
8.
7.
10.
>
REPAIR CODE
AP DIS CODE
YD DIS CODE
AP ENG CODE
YD ENG CODE
=
=
=
=
=
LEFT
RIGHT
000000
000000
000000
000000
000000
032000
000000
000000
000000
000000
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AUTOFLIGHT, CAT II
Description
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Aircraft Operations Manual
4.
AUTOFLIGHT, CAT II
Description
ELECTRICAL POWER SUPPLY
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . .
G−13
FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC BUS . . . . . . . . . .
G−12
AP
Flight director . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . .
N−10
FD
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS . . . . . . . . . .
N−11
AP
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AUTOFLIGHT, CAT II
Description
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Aircraft Operations Manual
1.
1.1
AUTOFLIGHT, CAT II
Operation
LIMITATIONS
Unit
Min
Normal
Max
kt
1) 2)
1) 2)
VMO/MMO
1) 2)
kt
−
−
19
OPERATING LIMITS
AP Update 2 (FCC−86)
AP speed limits
− All AP/YD operation . . . . . . . . . . . . . . . . . . . . . .
1.
Before autopilot engagement the aircraft
should be trimmed in all three axis.
2.
Following an engine failure or engine shut
down with the autopilot engaged, it is required to disconnect the AP and re−trim the
a/c before re−engagement of the AP.
Surface wind component limits during CAT II approach:
− Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2
OPERATION LIMITS
Flight Director
Use of flight director information in go−around mode during takeoff is not authorized.
1.3
OPERATION LIMITS
Yaw Damper
Yd Operation not authorized for:
− Takeoff
− Go Around
− Landing
1.4
OPERATION LIMITS
VNI 80 D (if installed)
The vertical guidance mode is not certified for use a primary source for vertical navigation.
3.2
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Aircraft Operations Manual
2.
NORMAL OPERATION
2.0
FD/AP MODE LOGIC
AUTOFLIGHT, CAT II
Operation
A. Vertical Modes
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
VS
ANY
ANY
TO ZERO
VS ERROR
SEE SELECTED
LATERAL
MODE
CHANGE
OF VS
COMMAND
SEE SELECTED
LATERAL
MODE
BASIC VERTICAL MODE
OCCURS AT
POWER UP
IAS
ANY
ANY
TO ZERO
SEE SEIAS ERROR LECTED
LATERAL
MODE
RETURN
TO VS
MODE
SEE SELECTED
LATERAL
MODE
−−−
CLIMB
ANY
ANY
TO ZERO
IAS CLIMB
ERROR
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
MODE
SEE SELECTED
LATERAL
MODE
SUCCESSIVE
PUSHES OF
CLIMB BUTTON
CYCLES H−M−L
SPEED PROFILES
ALT
ANY
ANY
TO ZERO
ALT REF
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
MODE
SEE SELECTED
LATERAL
MODE
ALT REF SYNCS
TO EXISTING
ALT AT SELECTION. NO BAROSET CORRECTION
ALTS
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
SEE SELECTED
LATERAL
MODE
SEE SELECTED
VERTICAL
MODE
SEE SELECTED
LATERAL
MODE
ALWAYS ARMED
EXCEPT IN GS
CAPTURE
ALTS
”CAP”
ANY
GS ”CAP”
AND GA
TO ACQUIRE APA
SETTING
SEE SELECTED
LATERAL
MODE
SEE SELECTED
LATERAL
MODE
MOVING APA
CAUSES
CHANGE TO VS
AND REARMS
ALTS
SEE SELECTED
LATERAL
MODE
MOVING APA
CAUSES
CHANGE TO
ALT AND
REARMS ALTS
−−−
REQUIRES
APPR MOD
ALTS
”TRACK”
ANY
GS ”CAP”
AND GA
TO HOLD
APA SETTING
SEE SELECTED
LATERAL
MODE
GS
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ACQUIRE AND
TRACK
ZERO LOC
DEV
NOTHING
UNLESS
APA HAS
BEEN SET
TO NEW
ALTITUDE
SEE SELECTED
VERTICAL
MODE
3.2
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Aircraft Operations Manual
AUTOFLIGHT, CAT II
Operation
A. Vertical Modes (Cont’d)
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
GS ”CAP”
ANY
GA
TO ZERO
GS DEV
TO ZERO
LOC DEV
−−−
−−−
REQUIRES
APPR MOD SELECTING HDG
OR CAUSES
CHANGE TO VS
GA
DISENGAGES YD AND AP, CANCELS ANY LAT OR VERT MODE (ALTS “CAP” AND ALTS “TRACK”
MIGHT HOWEVER BE IMMEDIATELY RECAPTURED). CAUSES HDG HLD AND A FIXED 6.4 PITCH
UP COMMAND, SELECTING HDG GIVES HDG/GA. ENGAGING AP RETURNS SYSTEM TO VS
MODE. WHEN IN ALTS “CAP” LAT MODE WILL CHANGE TO GA AND VERT MODE WILL REMAIN
ALTS UNTIL A NEW VERT MODE IS MANUALLY SELECTED.
VNAV
”ARM” (Option)
ANY
VNAV
”ARM” NOT
SELECTABLE IN
ALTS
SEE SELECTED
VERTICAL
MODE
SEE SELECTED
LATERAL
MODE
SEE SELECTED
VERTICAL
MODE
SEE SE−
LECTED
LATERAL
MODE
VNAV ”ARM”
NOT SELECTABLE IN ALTS.
VNAV ARM NOT
SELECTABLE
UNTIL 3 MIN
FROM THE DESCEND POINT
VNAV
”CAP” (Option)
ANY
ANY
FLIES
COMMANDS
FROM
VNI−80D
SEE SELECTED
LATERAL
MODE
RETURN
TO VS
SEE SE−
LECTED
LATERAL
MODE
REQUIRES
APPR MOD
VNAV ”CAP”
WILL NOT OCCUR IN ALTS
NOTE
REF is used as definition of speed or altitude used by FD as tracking value.
NOTE
ERROR is used as the difference between actual and REF value.
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Aircraft Operations Manual
AUTOFLIGHT, CAT II
Operation
B. Lateral Modes
SELECTABLE
LATERAL
MODES
SELECTABLE VERTICAL
MODES
VERTICAL
COMMANDS ON
EADI
LATERAL
COMMANDS ON
EADI
PITCH
KNOB
CAUSES
ROLL
KNOB
CAUSES
REMARK
HDG
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ZERO
HDG DIFFERENCE
ON EHSI
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
BASIC LATERAL
MODE. OCCURS
AT POWER UP
NAV ”ARM”
APPR
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ZERO
HDG DIFFERENCE
ON EHSI
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
FLIES HDG UNTIL VOR OR
LOC CAPTURE
NAV ”CAP”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ACQUIRE AND
TRACK
ZERO VOR/
LOC DEV
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
REQUIRED VALID VOR/LOC
SIGNAL
APPR
”ARM”
ANY
ANY
SEE SELECTED
VERTICAL
MODE
TO ZERO
HDG DIFFERENCE
ON EHSI
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
HDG WILL RESULT LAT
SELECTION OF
APPR.
APPR
”CAP”
ANY
ANY UNTIL
GS CAPTURE
SEE SELECTED
VERTICAL
MODE
TO ACQUIRE AND
TRACK
ZERO VOR/
LOC DEV
SEE SELECTED
VERTICAL
MODE
HDG BUG
ON EHSI
TO SLEW
REQUIRES VALID LOC SIGNAL
3.2
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Aircraft Operations Manual
2.
2.1
AUTOFLIGHT, CAT II
Operation
NORMAL OPERATION (Cont’d)
CONDITIONS
NORMAL PROCEDURES
AUTOPILOT
GENERAL
The autopilot and its various modes shall normally be used to the greatest possible extent.
As a general rule, the pilot flying the aircraft (1/P) shall operate the autopilot.
The AP modes shall be monitored by use of the EADI. The light in the mode
buttons in the MSP shall only be regarded as a reminder of depressed buttons. There are two FDs and either of them can be connected to the AP.
Selection of L/R FD to the AP is performed by pressing the APXFR button
on AP CONTROL PANEL AND ANNUNCIATED IN EADI by
AP
/ AP
(AP connected L resp R FD).
NOTE
When the autopilot is used below 1 500 ft., 1/P must keep one hand on the control wheel and have his feet on the rudder pedals, prepared to disengage the autopilot and take over manual control if necessary.
2.2
The FD V−shaped (magenta−colored) command bar shall normally be selected
on both EADIs. However, the displayed command bars can be deselected by
pressing the FD button on the DCP except in APPR mode. Between L/R FD
there is a cross talk function active in all modes except APPR and HALF BANK.
The cross talk function is used to synchronize a selected mode on one side to
the other. After selection of APPR mode reactivation of the cross talk function is
performed by selection of another lateral mode on both sides MSP or by pressing GA button on either power lever.
FLIGHT
DIRECTOR,
GENERAL
NOTE
At manual flight using FD in VS or IAS mode. If selecting a different Vertical
Speed or Airspeed than present and thereafter selecting AP XFR, split will occur
between the Flight Directors. The (XFR) selected FD will capture the present VS
or IAS, and the other FD remains with the selected VS or IAS. However, pressing
VERT SYNC button on the failing side or engaging the AP will synchronize the
Flight Directors.
2.3
FD COMMAND
BARS
ACTIVATION/
DEACTIVATION
1.
FD button on DCP panel . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check FD command bar to appear/disappear on EADI.
3.2
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Aircraft Operations Manual
CONDITIONS
2.4
AUTOPILOT
ENGAGEMENT
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
1.
Modes on MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS
DESIRED
− Check indicator in mode button to illuminate and annunciation to appear in
EADI.
2.
AP and YD engage levers . . . . . . . . . . . . . . . . . . . . . . . . AP YD HOLD FOR
APPROX. ONE
NOTE: Ensure the aircraft is trimmed
SECOND TO
before engagement.
COMPLETE
TEST SEQUENCE.
− Check EADI to announce AP engagement (boxed AP in green).
2.5
MODES
GENERAL
Modes are normally selected by pressing the respective buttons on MSP. The
indicator in button illuminates.
ALTS mode is always armed by the APA as indicates on the EADI by a white
ALTS under the active vertical mode. An automatic mode change will occur
when actual flying altitude intercepts with the calculated capture point for the
APA setting. Exception: ALTS is not armed in GS ”CAP”.
GA mode can only be engaged by GA switches in power levers.
NOTE
Always confirm with the EADI mode annunciation that selected mode has been
armed/engaged.
A new mode can always be selected by pushing desired button on MSP.
Exceptions:
− A new vertical mode can not be selected in ALTS unless first selecting a new
altitude on the APA.
− A new vertical mode can not be selected in GS ”CAP” unless a new lateral
mode or GA is selected.
Operation of pitch wheel will give a mode change to VS except in GS ”CAP” and
ALTS.
HALF BANK
MODE
(Optional)
The Half Bank mode is a submode to HDG and NAV. It reduces the bank
limit from 27 to 13.5 in these modes. Mode is selected by pressing the 1/2
BANK button, and indicated on the MSP only. The mode is turned off by a
second push on the button. (Push on/push off function). The mode has to
be selected/deselected on both MSP to get half bank FD command on both
EADI’s (no cross talk).
3.2
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Aircraft Operations Manual
CONDITIONS
2.6
VS MODE
(Basic mode)
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
1.
VS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS and vertical speed at time of VS selection.
To change selected vertical speed:
2.
Pitch wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN or UP
− Pitch wheel is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to wheel displacement. Selected
vertical speed is annunciated in EADI.
− The vertical speed can also be changed by pressing and releasing the VERT
SYNC button.
2.7
IAS MODE
1.
IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate IAS and airspeed at time of IAS selection.
To change selected airspeed:
− Change of selected airspeed is by the IAS bug on the airspeed indicator.
− Change of selected airspeed is by pressing and releasing the VERT SYNC
button or via other modes.
2.8
CLIMB MODE
1.
CLIMB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate CLB H/M/L respectively and computed airspeed.
H = Low R−o−C (High IAS)
M = Medium R−o−C (Medium IAS)
L = Best R−o−C (Low IAS)
− Selection of H/M/L is made by successive pushes on the CLIMB button.
− At capture, there may be a slight undershoot of maximum 7 kt.
2.9
ALT MODE
1.
ALT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate ALT in green and Flight advisory speed for long
range cruise (knots IAS) and the FD to respond.
2.10 ALTS MODE
1.
Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED
ALTITUDE
− Check EADI to annunciate ALTS in white under active vertical mode. Altitude
select is always armed. Any other vertical mode (VS, IAS, CLIMB) can be
used with altitude select prior to capture.
(Cont’d)
3.2
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Apr 01/15
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Aircraft Operations Manual
CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
− Monitor the system when approaching the selected altitude. Verify altitude
alert and that the annunciation changes from armed (ALTS in white) to capture (ALTS in green) when approaching the altitude.
− At altitude capture, FD/AP commands changes in pitch attitude to guide aircraft onto, and hold, selected altitude.
NOTE
Change of APA setting during capture phase will revert FD/AP to basic mode VS.
− At capture check EADI to annunciate ALTS in green. Flight advisory speed
for long range cruise (knots IAS) comes on when ALTS in track.
The vertical Navigation Indicator (VNI), (if installed), computes and displays the
required parameters for Vertical Navigation (V NAV).
2.11 V NAV MODE
(Optional)
Automatic patch capture above or below present altitude using initial vertical
speed:
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2.
Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED TO ALT
3.
Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT. Push the SET/PUSH SEL knob and observe ALT
FT annunciated. Rotate knob to set the cleared to aimpoint altitude in
SETUP display.
4.
Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciator.
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5.
Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SET knob to set up station elevation to the nearest 100 ft.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
6.
VS Bug desired climb/descend rate . . . . . . . . . . . . . . . SET
− Rotate PUSH TEST knob as required for initial VS and check VS ARM
− The VSR display shows computed VS required to the aimpoint at the present
ground speed.
7.
V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. DISTANCE display shows distance to path
capture point.
− When the aircraft reaches the path capture point, the VS ARM and TO TRK
annunciators go blank and the FD/AP captures the path to the aimpoint.
− The VS bug will retract. TO ALT NM will be annunciated and the distance display now show the distance to the aimpoint.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude pre−selector automatic level off occurs).
Automatic path capture above or below present altitude using selected path
angle:
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2.
Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED
TO ALT
3.
Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated. The rotate the knob to set cleared to aimpoint altitude in
SETUP display.
4.
Desired path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob. Observe ANG DEG annunciated.
− Rotate SET/PUSH SEL knob until ANG SETUP display indicates desired
path angle and check ANG ARM annunciator in view. (Disregard DISTANCE
display if any numbers are present.)
5.
Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob and check OFFSET NM annunciated.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
− Rotate SET/PUSH SEL knob until SETUP display indicates desired offset
and offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
6.
Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
7.
V NAV button (on the MSP) . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check TO TRK NM annunciated. Distance display shows distance to path
captured point.
− When aircraft reaches path capture point, the ANG ARM and TO TRK annunciators go blank and the AP FD captures the path to the aimpoint.
− Check TO ALT NM annunciated. DISTANCE display now shows the distance
to the aimpoint.
− The VSR display shows VS required to reach the aimpoint.
− When aircraft reaches aimpoint (which is at the altitude selected on the altitude preselector) automatic level − off occurs.
Manual path capture:
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR/DME
FREQUENCY
2.
Altitude preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET CLEARED TO
ALT
3.
Aimpoint altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set function switch to ACT, push SET/PUSH SEL knob and observe ALT FT
annunciated, then rotate knob to set the cleared to aimpoint altitude in the
SETUP display.
4.
Offset from DME (if desired) . . . . . . . . . . . . . . . . . . . . . . SET NM BEFORE
OR AFTER DME
STATION
− Push SET/PUSH SEL knob twice and check OFFSET NM annunciated.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
− Rotate SET/PUSH SEL knob until setup display indicates desired offset and
offset annunciator shows correct location before or after the DME station.
NOTE
To change OFFSET from AFTER (A) to BEFORE (=), rotate SET/PUSH SEL
knob clockwise, then counter−clockwise until annunciator shows BEFORE (=).
Then rotate clockwise for correct offset in nautical miles.
5.
Station elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Push SET/PUSH SEL knob and observe STA EL FT annunciated.
− Rotate SET/PUSH SEL knob to set up station elevation to the nearest 100 ft.
6.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− VSR display shows the VS required from present position to the aimpoint.
Once a desired VS is reached, a direct to aimpoint can be initiated by momentary rotating the function switch to DIR and back to ACT.
− Distance to the aimpoint TO ALT is shown on the DISTANCE display.
− For path tracking information use FD display on EADI or vertical deviation
display on EHSI.
− When the aircraft reaches the aimpoint (which is at the altitude selected on
the altitude preselector) the altitude alert (visual and aural) comes on and the
pilot manually levels off at the preselected altitude.
2.12 HDG MODE
(Basic Mode)
1.
HDG selector on CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED
HEADING
2.
HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate HDG.
− Heading can be changed by the HDG knob on CHP or by TURN knob on AP
control panel.
− TURN knob is springloaded to center detent position. Movement from detent
provides a slew rate command proportional to knob displacement.
The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
or right navigation source signals to the FD/AP.
2.13 NAV−VOR
MODE
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
FREQUENCY
2.
CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Check course readout on EHSI.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
3.
NAV SOURCE SELECTOR push button . . . . . . . . . . . PRESS LEFT/RIGHT
4.
MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and VOR white on EADI.
5.
HDG KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET VOR
INTERCEPT HDG
6.
At VOR ”CAP”, VOR green on EADI . . . . . . . . . . . . . . CHECK
NOTE
When overflying a VOR station (cone of confusion) the FD/AP will revert to dead
reckoning and hold selected course (CRS 1/CRS 2). This is annunciated on EADI
with a yellow DR.
2.14 NAV−LOC
MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The purpose of this mode is to lock the FD/AP to the localizer only at airports
where there is no glideslope or the glideslope beam is not suitable for automatic approach. Glideslope deviation information is presented in the EADI.
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
2.
CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
3.
NAV SOURCE SELECTOR push buttons . . . . . . . . . . PRESS LEFT/RIGHT
4.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
5.
MSP NAV button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not select NAV mode until localizer deviation indication becomes active
and correct localizer beam confirmed.
− When NAV mode is selected before capture conditions are met, the system
automatically goes into HDG mode whilst NAV is armed.
− Check HDG green and LOC white on EADI.
6.
At LOC ”CAP”, LOC green on EADI . . . . . . . . . . . . . . . CHECK
7.
VS or IAS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate VS or IAS.
8.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
9.
Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
− To be selected before commencing descent at final approach fix.
2.15 APPR MODE
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal localizer inbound course the LOC symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
CAUTION
The standby VOR/ILS indicator will reserve the Localizer indication when flying
back course.
(Cont’d)
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
WARNING
If the course pointer is set to a wrong inbound course prior established or if the
pointer is moved away from a correct inbound course after established on the
localizer, the aircraft can or will deviate from the localizer.
SET CORRECT INBOUND COURSE.
The lateral operation of this mode is essentially the same as in NAV LOC
mode except for higher FD/AP control law gains go give increased precision
during approach.
1.
NAV frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS
FREQUENCY
− The ILS frequency should be selected on both NAV
controls.
2.
CRS selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ILS INBOUND
COURSE
− Check course readout on EHSI.
3.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INTERCEPT HDG
4.
DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG
*5.
Radio altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Radio altimeter test must be performed before APPR mode is selected. Temporary config warning will occur if RA test performed with PL below 64. In
APPR and NAV mode the test function is disabled.
6.
MSP APPR button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Do not selected APPR mode until localizer deviation indication becomes active and correct localizer beam confirmed.
− When APPR mode is selected before capture conditions are met, system
automatically goes into HDG mode whilst APPR is armed.
7.
HDG green, LOC white on EADI . . . . . . . . . . . . . . . . . . CHECK
8.
At LOC ”CAP”, LOC green and GS white on EADI . . CHECK
9.
At GS ”CAP”, GS green on EADI . . . . . . . . . . . . . . . . . CHECK
− Radio height is used to gain program localizer and glideslope signals.
− Establish aircraft in landing configuration before 600 ft above threshold.
* − If excess deviation alert occurs below CAT I minima perform go−around.
10.
HDG knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA HDG
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
AUTOFLIGHT, CAT II
Operation
NORMAL PROCEDURES
(Cont’d)
11.
Altitude set knob (APA) . . . . . . . . . . . . . . . . . . . . . . . . . . SET GA ALT
CAUTION
− The pilot is the master monitor and progress should be continuously assessed during the approach using ILS raw data.
− In CAT II approaches, the Autopilot must be coupled and should remain engaged down to the minimum use height.
* Only required for CAT II approach.
2.16 GA MODE
1.
GA button on power levers . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate GA.
− AP/YD disengages.
− FD commands existing heading and a fixed pitch attitude.
− HDG indicator remains at preset heading.
Re−engagement of AP:
Condition for re−engagement:
− Radio height equal to or greater than 200 ft.
2.
AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
Check EADI to annunciate:
− GA as lateral mode.
− VS as vertical mode.
3.
HDG button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check EADI to annunciate HDG.
− The FD/AP will now give commands to aquire and hold preset HDG.
4.
Monitor the system when approaching the selected go−around altitude.
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Aircraft Operations Manual
3.
AUTOFLIGHT, CAT II
Operation
ABNORMAL OPERATION
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES and 24, EMERGENCY PROCEDURES.
3.1
CONDITIONS
ABNORMAL PROCEDURES
FD WARNING
ON
INDICATIONS
− FD warning (RED) in one or both EADI’s.
− FD command bars disappear (from affected side/sides).
− FD mode annunciation disappear (on affected side/sides).
− If AP engaged, engage lever drops to DISENGAGE, engage annunciation on
EADI disappears and visual (EADI) and aural AP warning comes on.
ACTIONS
1.
AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
− This will cancel AP warnings.
− If not effective pull affected side/sides FD CB G−13, N−10.
2.
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− CB FD G−13, N−10 and AP G−12, N−11.
CAUTION
Check mode annunciation before re−engagement.
3.
AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down,
perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.2
AP WARNING
ON
INDICATIONS
− AP engage levers drops to DISENGAGE.
− AD warning (red flashing) in both EADI’s.
− AD aural warning (cavalry charge) comes on.
ACTIONS
1.
AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
− This will cancel AP warnings.
2.
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− AP G−12, N−11.
Cont’d
3.2
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CONDITIONS
AUTOFLIGHT, CAT II
Operation
ABNORMAL PROCEDURES
Cont’d
CAUTION
Check mode annunciation before re−engagement.
3.
AP engage lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
− Try to re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down, perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
3.3
ABNORMAL
BEHAVIOR
INDICATIONS
One or more of the following:
− AP does not follow FD commands.
− AP impossible to disengage in one or more channels.
− Elevator trim indicator shows abnormal trim action.
− Single stroke chime.
− Master caution light.
− FD hard over.
− AVIONICS light on CWP.
− Mistrim annunciation (EL, RUD, AIL) in both EADI’s, not correlated to rapid
maneuver.
ACTIONS
1.
Overpower AP and return controls to normal.
2.
AP disconnect button . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− If disengagement successful: end of procedure.
If not successful:
3.
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
− FD G−13, N−10.
− Do not re−engage AP.
After landing, with AP and YD disengaged, and before power shut−down, perform the DIAGNOSTICS REPORT MODE:
See AOM 3.1, Fig. 6 FCS diagnostics.
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Aircraft Operations Manual
CONDITIONS
3.4
PROCEDURES
FOR
FAILURES
DURING
APPROACH
AUTOFLIGHT, CAT II
Operation
ABNORMAL PROCEDURES
INDICATION
OR FAILURE
Engine failure
Excess Deviation
Alert
EFIS Comparator
warnings
Autopilot disconnect
Glideslope, Localizer or Radio Altimeter Red Flag
Failure of one EADI
or one EHS
WHEN
ACTION
Above 600 ft
ARTE
Approach may be continued to CAT I
minima.
Below 600 ft
ARTE
Perform immediate go−around unless
visual contact has been established.
Above CAT I
minima
Approach may be continued to CAT I
minima with closer attention to flight
path.
Below CAT I
minima
Perform immediate go−around unless
visual contact has been established.
Above 600 ft
ARTE
Approach may be continued to CAT I
minima with close attention to flight path.
Below 600 ft
ARTE
Perform immediate go−around unless
visual contact has been established.
Above 600 ft
ARTE
Approach may be continued manually to
CAT I minima.
Below 600 ft
ARTE
Perform immediate go−around unless
visual contact has been established.
Above 600 ft
ARTE
Approach may be continued to CAT I
minima using remaining serviceable
equipment.
Below 600 ft
ARTE
Perform immediate go−around unless
visual contact has been established.
Always
Perform immediate go−around unless
visual contact has been established.
New approach may be performed to
CAT II minima with REV mode selected.
Video signal lost to
one EADI or one
EHSI
Perform immediate go−around unless
visual contact has been established.
Always
WITH OPTION 34:03 INSTALLED.
New approach may be performed to
CAT II minima with DRIVE XFR selected.
WITHOUT OPTION 34:03 INSTALLED
New approach may be performed to
CAT I minima with DRIVE XFR selected.
ARTE = Above Runway Threshold Elevation
3.2
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Aircraft Operations Manual
3.5
AUTOFLIGHT, CAT II
Operation
CONDITIONS
ABNORMAL PROCEDURES
ALTITUDE
PRESELECTOR
If it is evident that the system is not responding correctly to capture the selected
altitude, disconnect the autopilot and manually fly the aircraft onto the altitude
disregarding Flight Director command. Select ALT mode, verify mode annunciation on EADI and re−engage autopilot.
ALERTER
FAILURE TO
CAPTURE SET
ALTITUDE
When a mode data source fails to a flagged condition, the FD command bars will disappear from view, the
red FD flag will appear. In such an event, the pilot is responsible for evaluating the situation and taking
proper action such as disengaging the autopilot or changing flight director modes.
Other failure modes can occur which will provide different cues such as aircraft attitude or flight path
changes and it is always the pilots responsibility to monitor system operation against raw data and other
sources. However, the following paragraphs (3.6 and 3.7) describe two important situations more in detail.
3.6
LOC/GS
GROUND
STATION
INTERRUPTION
When flying in APPR or NAV mode and LOC and/or GS capture. Loss of LOC
and/or GS radio signals due to ground station interruption will cause the following on the EADI:
− Flight Director command bar disappears replaced by FD red flag.
− LOC and/or GS indication disappears replaced by LOC and/or GS red flag.
− Captured LOC and/or GS annunciation remain in capture (green).
− APPR or NAV mode remains selected.
− The FD/AP will maintain short term dead reckoning (not announced on the
EADI) until other modes are selected.
ACTIONS
− Perform GO−AROUND.
3.2
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Aircraft Operations Manual
3.7
AUTOFLIGHT, CAT II
Operation
CONDITIONS
ABNORMAL PROCEDURES
ELECTRICAL
POWER
INTERRUPTION
WHEN FLYING
LOC/GS
When flying in APPR and LOC and/or GS capture or in NAV mode and LOC
capture. Loss of electrical power to the NAV receiver will cause the following on
the EADI:
LOSS OF 28 VDC:
− The FD/AP will revert to basic modes (HDG/VS) changing captured LOC/GS
annunciation to captured HDG/VS annunciation.
− LOC and/or GS indication disappears.
− The FD/AP will maintain HDG and VS mode until other modes are selected.
With Mod. No. 1790 installed, loss of 28 VDC below 1000 ft RALT will additionally cause the following:
LOSS OF 28 VDC BELOW 1000 RALT:
− Loss of 28 VDC to one NAV receive will give LOC and/or GS comparator caution opposite side.
− AP and YD will disconnect and warning comes on.
LOSS OF 26 VAC INVERTER:
− No effect on LOC/GS.
ACTIONS
− Perform GO AROUND.
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Aircraft Operations Manual
COMMUNICATIONS
CONTENTS
Audio Integrating
4/1.0
4/1.1
4/1.2
Highlights
Description
Operation
− not applicable
HF COM (OPTION)
4/2.0
4/2.1
4/2.2
Highlights
Description
Operation
− not applicable
VHF COM
4/3.0
4/3.1
4/3.2
Highlights
Description
Operation
PA/Interphone
4/4.0
4/4.1
4/4.2
Highlights
Description
Operation
− not applicable
ACARS (OPTION)
4/5.0
4/5.1
4/5.2
Highlights
Description
Operation
− not applicable
UHF COM (OPTION)
4/6.0
4/6.1
4/6.2
Highlights
Description
Operation
− not applicable
4
−CONTENTS
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COMMUNICATIONS
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4
−CONTENTS
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Aircraft Operations Manual
1.
GENERAL
The audio integrating system provides the pilots
with intercom and audio control.
The VHF HF COM and HF COM (if installed) systems, as well as audio signals from the radio navigation systems, are together with the cockpit and
ground crew interconnected with the audio integrating system. The audio integrating system will then
provide the pilot with a corresponding number of
audio channels, which can easily be selected and
controlled by any of the two Audio Control Panels.
The communication and the audio signals are listened to and spoken with by either headsets or
cockpit loudspeakers and hand microphones.
All communication is recorded by the CVR (Cockpit
Voice Recorder). The Press To Transmit signals for
the COM’s are recorded by the Flight data recorder.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Remote Electronic Unit (REU)
The Remote Electronic Unit, REU, which forms the
central part of the audio integrating system, serves
as a distribution and switching center for the systems that are interconnected with the REU.
For communication, two pilot jack panels provide
connections of the headsets to the REU. There are
also two loudspeakers and hand microphones connected to the REU for backup.
The REU contains two identical circuit boards powered through their associated Audio Control Panel,
ACP, by L and R BAT BUS. The circuit boards perform switching and amplification as selected on the
ACP of cockpit intercom, HF and VHF COM audio
and of audio idents for VOR, ILS, MARKER, DME
and ADF.
Aural warning, GPWS and PA chime signals have
fixed audio levels and can be heard regardless of
volume setting.
If one or both circuit boards should fail, the VHF
COM’s can be bypassed the REU and switched
directly to the headsets by the NORM/EMER switch
on associated ACP; VHF COM 1 to the L/P ACP
and VHF COM 2 to the R/P ACP.
COMMUNICATIONS, AUDIO INTEGRATING
Description
2.2
Audio Control Panel (ACP)
Two ACP’s are installed in the cockpit, one for each
pilot. The ACP’s are furnished with slide levers for
volume control and a number of pushbuttons and
switches that allow various controls of the audio
system. The selected volume levels and switch settings are converted into digital data and sent to the
REU for control of the systems interconnected with
the REU.
2.3
Loudspeakers
Two loudspeakers are installed in the cockpit above
each pilot’s head. The volume of the speakers are
controlled by associated SPKR slide levers, L
speaker L ACP and R speaker R ACP. Aural warning, GPWS, and PA chime signals have fixed audio
levels and can be heard regardless of volume setting.
2.4
Pilot jack panel
Two pilot jack panels provide connections of the
headsets to the REU, two kinds of standard headset connectors are accepted; PJ−055B earphone
and PJ−068 microphone or CANNON XLR type
connectors. With Mod. No. 3144 installed, it is also
possible to connect headsets with active noise reduction.
For oxygen mask use, a separate jack connects the
mask microphone to the REU by the BOOM/MASK
switch on associated ACP; L mask L ACP and R
mask R ACP. PA calls with the mask microphone
can be made by pressing the PA button on the jack
panel, also see AOM 4/4.1 and 4/4.2.
2.5
Observers jack panel
The observers jack panel provides connection of
the observers headset to the REU. The same type
of connectors are accepted as for pilot jack panel. A
MIC switch provides on/off function of the observers
microphone. There is also a PHONE switch which
allows the observer to listen to either the left or the
right pilot’s communication.
From a/c 180−up a microphone jack is provided for
the observers oxygen mask microphone, see Fig. 6.
The jack is in parallel with the observers jack panel
4/1.1
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Aircraft Operations Manual
and does not require unplugging of the headset microphone.
With Mod. No. 2600 installed, a hand microphone is
provided for the observer. This hand microphone
provides radio communication for the observer or
instructor on the jump seat. The hand microphone
is connected in parallel with the left pilots hand microphone through a selector switch on the left ACP.
The selector switch controls which hand microphone is active for transmission (left pilot or observer). With the observer hand microphone selected, it
is still possible for the pilot to transmit using the
PTT button on the ACP or control wheel.
2.6
COMMUNICATIONS, AUDIO INTEGRATING
Description
and cockpit. Intercom volume is controlled with INT
slide lever on both ACP’s. The white ground crew
light on the ground status panel will be on whenever
the ground crew headset is connected.
The ground crew microphone can be switched on/
off by a switch on the ground crew headset controlling the REU.
As an option the a/c can be provided with a cockpit
call button located beside the ground crew jack panel. When the button is pressed a high low chime will
sound in the cockpit audio system.
Ground crew jack panel
The ground crew jack panel, located in the nose
wheel well, provides intercom between ground crew
4/1.1
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Aircraft Operations Manual
COMMUNICATIONS, AUDIO INTEGRATING
Description
Logic
ACP
Cockpit speakers
L/P
Audio
Jack panel
Flight data recorder
Cockpit voice recorder
PHONE
Observer
Jack panel
switch
Audio
Jack panel
R/P
IDENT signal
Logic
ACP
VOR
REU
IDENT signal
PTT
Steering wheel
LOC
switch
L/P
R/P
REMOTE
ELECTRONIC
UNIT
Hand Mic.
Cockpit call *
Ground
crew
IDENT signal
Chime
IDENT signal
Audio
IDENT signal
Marker
DME
ADF
Jack panel
Mic. ON/OFF
Cockpit
Light
PA chime
Audio
VHF COM
1 and 2
GPWS
Audio
HF COM
Audio
UHF COM *
A27894
Aural warning
* OPTION
Fig. 1
Audio integrating system − schematic
4/1.1
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Aircraft Operations Manual
3.
COMMUNICATIONS, AUDIO INTEGRATING
Description
CONTROLS AND INDICATORS
XMIT SELECT pushbuttons.
− Momentarily press associated button to
select COM/HF for transmitting (HF if
installed, COM 3 not used).
− Selected button illuminates.
MIC switch.
HOT−
Headset or mask microphone is
continuously on in the intercom.
COLD− The microphone is only on in the
intercom when the PTT is depressed for transmission.
BOOM/MASK switch.
A
BOOM −Headset microphone selected.
A
MASK
VOICE/IDENT switch.
−Oxygen mask microphone
selected.
VOICE − Voice signals only.
NORM/EMER switch.
IDENT − Both audio code and voice signals.
NORM− Control of the COM’s is managed
by the ACP.
A AUDIO CONTROL PANEL
EMER− Bypass of the REU if the audio
system fails.
XMIT SELECT
− Direct connection with the COM
by headset and control wheel PTT
button only.
HOT
MIC
1
COM 2 COM
3
HF
COLD
BOOM
INT
− For L side ACP; COM 1, L control
wheel PTT and L headset.
MASK
NORM
− For R side ACP; COM 2, R control
wheel PTT and R headset.
− Fixed volume.
EMER
1 NAV 2
MKR
1
ADF 2
VOICE
PA
SPKR
Loudspeaker volume.
Even if the volume is turned down, warning
signals and PA chime signals can still be
heard over the loudspeaker.
IDENT
PTT
Volume controls.
Slide levers for volume control of
associated system, for example:
PTT button.
INT
− intercom
Press To Transmit.
MKR
− marker
PA
− cabin PA
(COM 3 not used)
A11576
Fig. 2
Audio Control Panel, ACP − controls
4/1.1
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Aircraft Operations Manual
COMMUNICATIONS, AUDIO INTEGRATING
Description
B
B GROUND STATUS PANEL
DOORS
CARGO
DOOR
MAIN
DOOR
FUELING
A
BOOM
EXT PWR
AVAIL
Ground crew light.
A white light comes on when ground
crew headset is connected in the nose
wheel well.
A PILOTS JACK PANEL
OXY
MASK
R PROP
BRAKE
MAIN DOOR
HANDLE
CREW
HATCH
A
STATUS
BOOM
Connection for oxygen mask
microphone.
PA
Connections for headset.
Two types of connectors are accepted.
Interphone button.
Connects mask microphone to
PA/Interphone when pressed. See AOM
4/4.1 and 4/4.2.
ANR PWR
With Mod. No. 3144 installed:
Connection for power to ANR
headsets.
A28633
Fig. 3
Ground status and pilots jack panel − jacks and lights (Left side shown)
4/1.1
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Aircraft Operations Manual
COMMUNICATIONS, AUDIO INTEGRATING
Description
A
B
B COCKPIT LOUDSPEAKER
B
A OBSERVERS JACK PANEL
PHONE
L/P
MIC
HOT
R/P
COLD
BOOM
Connections for headsets.
Two types of connectors are accepted.
With Mod. No. 3144 installed:
Connection for power to ANR
headsets.
ANR PWR
PHONE (Audio) switch.
MIC switch.
L/P−
Connects the observer’s
headset to the left pilot audio.
HOT− Headset microphone is continuously
on in the intercom.
R/P−
Connects the observer’s
headset to the right pilot audio.
COLD− The microphone is switched off.
A28634
Fig. 4
Loudspeaker and observers jack panel − controls and jacks
4/1.1
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Aircraft Operations Manual
COMMUNICATIONS, AUDIO INTEGRATING
Description
GROUND CREW JACK PANEL
COCKPIT CALL BUTTON
(option)
GROUND CREW HEADSET TALK
SWITCH
(schematic)
Talk switch
Microphone plug
Headset
Earphone plug
A11579
Fig. 5
Ground crew station and schematic
4/1.1
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COMMUNICATIONS, AUDIO INTEGRATING
Description
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COMMUNICATIONS, AUDIO INTEGRATING
Description
OXY MASK
MIC
A11565
Fig. 6
Observers oxygen mask microphone jack
4/1.1
A/C 180 − up
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COMMUNICATIONS, AUDIO INTEGRATING
Description
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A/C 180 − up
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COMMUNICATIONS, AUDIO INTEGRATING
Description
OBSERVER
MIC
OXY MASK
MIC
Connection for observer hand
microphone.
Observer hand microphone.
A29408
Fig. 7
Observers hand microphone jack
4/1.1
With Mod. No. 2600 installed
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Aircraft Operations Manual
COMMUNICATIONS, AUDIO INTEGRATING
Description
A
XMIT SELECT
HOT
MIC
A MIC OBSERVER SWITCH
1
COM 2 COM
3
HF
COLD
BOOM
INT
MASK
NORM
EMER
VOICE
1 NAV 2
MKR
1
ADF 2
PA
SPKR
IDENT
PTT
Observer/Pilot Hand Microphone selector switch (guarded)
This switch selects which hand microphone is active for transmission.
OBSVR −
Observer hand microphone selected.
PILOT −
Pilot hand microphone selected.
With the switch in the OBSVR position it is still possible for the pilot to use
the PTT buttons on the ACP and control wheel to transmit.
A29411
Fig. 8
Observer/pilot hand microphone switch
4/1.1
With Mod. No. 2600 installed
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Aircraft Operations Manual
4.
COMMUNICATIONS, AUDIO INTEGRATING
Description
ELECTRICAL POWER SUPPLY
Left pilot audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−10
AUDIO L
Right pilot audio . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
L−10
AUDIO R
Active Noise Reduction Headsets . . . . . . . . . . . . .
RH AVIONIC BUS
N−19
ANR PWR
(If installed)
4/1.1
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COMMUNICATIONS, AUDIO INTEGRATING
Description
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1.
COMMUNICATIONS, AUDIO INTEGRATING
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
The operation is described individually under each system which is connected to the Audio Integrating system; VOR/ILS, DME, ADF, PA/INTERPHONE, VHF COM, HF COM and UHF COM.
3.
3.1
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
LOSS OF COMMUNICATION
ACTIONS
1.
Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for faulty headset by connecting them one at a time.
2.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3.
NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
− COM 1, L audio control panel.
− COM 2, R audio control panel.
Communication re−established
4.
The audio control panel failed.
− Only the COM can be used with switch in EMER. All other functions
must be controlled by the opposite audio control panel.
− The COM audio level becomes fixed and is not adjustable.
− The PTT function can only be provided from the PTT button on the control wheel.
L ACP:
COM 1 − L control wheel.
R ACP:
COM 2 − R control wheel.
5.
End of procedure.
Communication still lost
4.
Communication lost.
5.
End of procedure.
Communication re−established
3.
If headsets failed use hand microphones and loudspeakers.
4.
End of procedure.
4/1.2
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Aircraft Operations Manual
3.2
COMMUNICATIONS, AUDIO INTEGRATING
Operation
CONDITIONS
ABNORMAL PROCEDURES
COCKPIT INTERCOM DEAD
ACTIONS
1.
CBs E−10 (AUDIO L) and L−10 (AUDIO R) . . . . . . . . CHECK/RESET
2.
End of procedure.
4/1.2
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Aircraft Operations Manual
1.
COMMUNICATIONS, HF COM
Description
There are also mode and squelch controls.
GENERAL
The HF 230 communication system provides a twoway voice link in the high frequency range 2.0 to
22.9999 MHz. A 100 Hz frequency spacing allows
selection of any one of 280 000 distinct frequencies.
The following communication modes can be selected:
− USB =
Upper side band (single side band
trans−mission).
− LSB =
Lower side band.
− AM =
Amplitude modulated.
− TEL SUP CAR and TEL PLT CAR= Telephone
mode. Half duplex operation on 176 preprogrammed ITU radiotelephone channels.
The system consists of a control unit in the cockpit,
a transceiver and power amplifier in the avionics
rack and an antenna with antenna coupler in the tail
section.
Audio control and PTT are managed through the
Audio Integrating system, all communication is
recorded by the CVR (Cockpit Voice Recorder) and
PTT by the Flight data recorder via the FDAU
(Flight Data Acquisition Unit).
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Control unit
The principal part of the control unit is a microprocessor, the necessary controls and a frequency/
channel display.
Selected by the FREQ/CHAN switch, the two control knobs provides frequency setting in 100 Hz
spacing or setting of any of the 40 user preprogrammable and 176 preprogrammed ITU telephone
channels.
The clarifier permits the pitch of the received signal
to be varied 100 Hz in all modes except AM.
2.2
Transceiver and Power amplifier
The transceiver contains the frequency synthesizer
and the channel program memory which will automatically be tuned to the selected frequency/channel.
The transceiver also contains the receiver/exciter.
The exciter is a transmitter which produces a low
power signal (150 mW) which is applied to the Power amplifier during transmission, and amplified to a
100 watt peak signal for all modes except 25 watt
average signal for AM operation.
2.3
Antenna coupler and Antenna
Because the HF system operates over such a wild
frequency range, it is not possible to match the actual length of the aircraft HF antenna to each of the
HF frequencies.
The Antenna coupler function is to change its electrical impedance and thereby tuning the antenna to
each frequency and making the antenna appear to
the transmitted signal as if it were the ideal physical
length.
During the tuning cycle which is started by a momentary PTT operation, the Antenna coupler requires from 5 to 15 seconds, during which a steady
1000 Hz tone will be heard. Within 1 second after
completion of the tuning cycle, tone will cease, indicating that the HF is ready for transmitting. However, should the Antenna coupler fail to tune within 30
seconds the 1000 Hz tone will begin to ”beep”, indicating a fault has occurred. The fault can be cleared
by rechannelling and initiating a new tuning cycle.
4/2.1
COLLINS HF − 230
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COMMUNICATIONS, HF COM
Description
CONTROL UNIT
MODE /
SQUELCH /
FREQ CLARIFIER / TEST
COCPIT VOICE RECORDER
TRANSCEIVER
TUNING
FAULT
TUNING
TRANSMIT /
RECEIVE
AUDIO INTEGRATING SYSTEM
PTT
FLIGHT DATA RECORDER
POWER AMPLIFIER
TUNING
TRANSMIT /
RECEIVE
ANTENNA COUPLER
ANTENNA
A26866
Fig. 1
HF 230 system − schematic
4/2.1
COLLINS HF − 230
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3.
COMMUNICATIONS, HF COM
Description
CONTROLS AND INDICATORS
Channel / Frequency select knobs.
Knob functions when selecting a descrete frequency:
Left outer
− Selects the MHz digits (1 through 29 in the
FREQ kHz display.
Photocell.
Controls display brightness.
R − Receive.
T − Transmit.
Left inner
(pushed in)
− Selects the 100 kHz digit (0 through 9) in
the FREQ kHz display.
Left inner
(pushed out)
− Rotate to select between USB, AM and
LSB modes.
Right outer
− Selects the 10 kHz digit (0 through 9)
in the FREQ kHz display.
Right inner
(pushed in)
− Selects the 1 kHz digit (0 through 9)
in the FREQ kHz display.
Right inner
(pulled out)
− Selects the 100 kHz digit (0 through 9)
in the FREQ kHz display.
Knob functions when selecting a user programmed channel:
Left outer
− Rotate until it brings up user channel
number 1 or 40. If user channel 1 is being
displayed, the next clockwise increment of
the knob will cause user channel 10 to be
displayed, then 20, 30 and 40. User chan−
nels are designated by 1− or 2−digit chan−
nels numbers appearing at the right side of
the CHAN display (the upper two or three
digits are blanked).
Left inner
(pushed in or
pulled out)
− No effect on user channels.
Right outer
− With user channel 1 displayed, clockwise
rotation of this knob will increment
through the 40 user channels one channel
at a time. The next increment past user
channel 40 will cause the lowest ITU chan−
nel number (401) to be called up. With
user channel 40 displayed, counterclock−
wise rotation of the right outer knob will
decrement through the 40 user channels,
1 channel at a time. The next decrement
past user channel 1 will cause the highest.
ITU channel number (2240) to be called up.
Right inner
(pushed in or
pulled out)
− No effcect on user channels.
Channel/Mode/Frequency display.
HF CONTROL UNIT
OFF/Volume control.
− Turning the control clockwise out of the
detent applies power to the system.
CHAN
MODE
FREQ KHZ
USB
− Continued clockwise rotation increases the
audio volume. The volume control works in
conjunction with the HF volume lever on the
ACP (Audio Control Panel), both controls
have to be set, see operation AOM 4/2.2.
R
HF
V
OFF
CHAN
CLAR+
TST
PGM, program button.
FREQ
S
PGM
PULL
MODE
PULL
100
CLAR, clarifier control.
− Permits the received signal to be varied
100 Hz to improve audio clarity when re−
ceiving slightly “off frequency” USB, LSB or
telephone signals.
− Does not affect AM reception, and it is dis−
abled during transmit or when the control is
positioned to OFF.
Squelch control.
− Rotate clockwise to mute undesired back−
ground noise.
− TST−squelch is deactivated (maximum
background noise).
Channel/Frequency selector.
− Selects either channel mode or descrete
frequency mode of operation.
A26534
Fig. 2
HF COM − controls
COLLINS HF − 230
4/2.1
PAGE 3
Apr 01/15
O
Provides storage of frequencies in the 40 user
programmable channels.
There are three types of channels that can be
programmed:
− Half−duplex.
The user programs two different frequencies,
one for receive and one for transmit. The user
also assigns one of the available operating
modes (USB, LSB, AM, TEL SUP CAR or
TEL PLT CAR) to the selected channel.
Half duplex operation is used by the maritime
radiotelephone network (public correspon−
dence) stations.
− Simplex.
The user programs the same frequency for
receive and for transmit. The user also
assigns one of the available operating modes
(USB, LSB, AM, TEL SUP CAR or TEL PLT
CAR) to the selected channel. Simplex
operation is used by ARNIC, ATC (Air Traffic
Control) and others.
− Recevie−only.
The user programs a frequency for receive
and asssigns one of the available operating
modes (USB, LSB, AM, TEL SUP CAR or
TEL PLT CAR) but does not program a
transmit frequency. The transmitter and
power amplifier are locked out and can not
be used when a channel has been program−
med for receive−only operation. Receive−only
channels are used to listen to frequency
standards (WWV for example) time, weather,
Omega status, and geophysical alert broad−
casts to name just a few.
Knob functions when selecting an ITU telephone channel:
Left outer
− This knob is used to select the ITU band
(the one or two left−hand digits in the CHAN
display). Clockwise rotation of the knob
increments the CHAN display to the next
higher ITU band and counterclockwise
rotation decrements to the next lower ITU
band. If ITU channel 401 is being displayed,
the next clockwise increment of the knob
will cause ITU channel 601 to be displayed,
then 801, 1201, 1601 and 2201. Rollover
occurs between the top ITU band (22 MHz)
and user programmed channel number 1
and between the lowest ITU band (4 MHz)
and user programmed channel number 40.
Left inner
(pushed in)
− No effect on ITU channels.
Left inner
(pulled out)
− Rotate to select between TEL SUP CAR
and TEL PLT CAR modes.
Right outer
− This knob selects the indicidual channel
number within the ITU band (the two right−
hand digits in the CHAN display). If the
channel number is incremented beyond the
highest channel for that band, the lowest
channel for the next higher band will
appear. For example, if ITU channel 426 is
being displayed, the next clockwise incre−
ment of the knob will cause ITU channel
601 to be displayed. Likewise, decrementing
below the lowest channel in a band will
select the highest channel in the next
lower band.
Right inner
(pushed in or
pulled out)
− No effect on ITU channels.
Aircraft Operations Manual
COMMUNICATIONS, HF COM
Description
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COLLINS HF − 230
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Aircraft Operations Manual
COMMUNICATIONS, HF COM
Description
A/P
D
I
S
C
A
CONTROL WHEEL
PTT
PTT BUTTON
C
B
A
B
B
C
HAND MICROPHONE
C AUDIO CONTROL PANEL, ACP
HOT
XMIT SELECT
MIC
1 COM 2 COM 3
HF
COLD
BOOM
INT
MASK
NORM
EMER
1 NAV 2
VOICE
MKR
1 ADF 2
PA
SPKR
HF XMIT SELECT button.
HF Volume control lever.
IDENT
PTT
C0675
PTT button.
− Press To Transmit.
Fig. 3
HF COM − controls
4/2.1
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4.
COMMUNICATIONS, HF COM
Description
ELECTRICAL POWER SUPPLY
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONICS BUS
E−14
COM HF
4/2.1
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Apr 01/15
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Aircraft Operations Manual
COMMUNICATIONS, HF COM
Operation
HF−230 COM SYSTEM
For more detailed information see
Collins Pilot’s Guide for HF−230
1.
LIMITATIONS
Do not tune or transmit on HF during refueling.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is supplied to the HF by L AVION switch ON.
2.
HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
− Set lever to approximately middle position.
3.
Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TST
4.
HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE
− Set lever to proper volume.
− Rotating the volume control clockwise out of detent applies power to the
HF.
NOTE
Allow 15 minutes warmup before use.
2.2
The 40 user programmable channels can be easily programmed on ground or
in flight. All programmed information is stored in nonvolatile memory and can
be easily recalled by selecting the desired user channel number.
USER
CHANNELS
PROGRAMM
ING
There are three types of channels that can be programmed:
A.
Half duplex.
The user programs two different frequencies, one for receive and one for
transmit. The user also assigns one of the available operating modes (USB,
LSB, AM, TEL SUP CAR or TEL PLT CAR) to the selected channel. Half duplex operation is used by the maritime radiotelephone network (public correspondence) stations.
1.
Ensure that the CHAN/FREQ selector is in the CHAN position.
(Cont’d)
4/2.2
COLLINS HF 230
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Aircraft Operations Manual
CONDITIONS
COMMUNICATIONS, HF COM
Operation
NORMAL PROCEDURES
(Cont’d)
2.
Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3.
Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4.
Enter the receive frequency and mode of operation.
Set the desired receive frequency using the four frequency select knobs. The
receive frequency will appear in the FREQ kHz display. Next, select the desired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
5.
Store the receive frequency and mode of operation.
With the desired receive frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6.
Enter and store the transmit frequency.
When the display returns, it will be blinking faster with the transmit frequency
displayed (initially this is the same as the already programmed receive frequency). At this point, the operator have approximately 20 seconds to begin
entering the desired transmit frequency. If no changes are made during the
next 20 sec. the currently displayed transmit frequency will become invalid
and a receive−only channel have been created. Set the desired transmit frequency using the four frequency select knobs.
With the desired transmit frequency shown in the FREQ kHz display, press
the PGM button once again to store the data. As before, the display will blank
for a short period of time to confirm the storage. The display will then return to
normal with the new channel data (channel number, mode and receive frequency) showing.
B.
Simplex
The user programs the same frequency for receive and for transmit. The user
also assigns one of the available operating modes (USB, LSB, AM, TEL SUP
CAR and TEL PLT CAR) to the selected channel. Simplex operation is used
by ARINC, ATC (Air Traffic Control) and others.
1.
Ensure that the CHAN/FREQ selector is in the CHAN position.
(Cont’d)
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CONDITIONS
COMMUNICATIONS, HF COM
Operation
NORMAL PROCEDURES
(Cont’d)
2.
Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3.
Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4.
Enter the receive frequency and mode of operation.
Set the desired simplex receive (and transmit) frequency using the four frequency select knobs. The selected frequency will appear in the FREQ kHz
display. Next, select the desired operating mode (USB, LSB, AM, TEL SUP
CAR or TEL PLT CAR) by pulling out the PULL MODE knob and rotating it
until the appropriate mode appears in the MODE display.
5.
Store the receive frequency and mode of operation.
With the desired simplex frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6.
Store the transmit frequency.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed (this is the same as the already programmed receive frequency). At this point, the operator have approximately 20 seconds to complete the simplex programming operation. If no changes are made during the
next 20 seconds, the currently displayed transmit frequency will become invalid and a receive−only channel have been created. Press the PGM button
once again to store the frequency. As before, the display will blank for a short
period of time to confirm storage. The display will then return to normal with
the new channel data (channel number, mode and simplex frequency) showing.
C.
Receive−only
The user programs a frequency for receive and assigns one of the available
operating modes (USB, LSB, TEL SUP CAR or TEL PLT CAR) but does not
program a transmit frequency. The transmitter and power amplifier are locked
out and can not be used when a channel has been programmed for receive−
only operation. Receive−only channels are used to listen to frequency standards (WWV for example), time, weather, Omega status and geophysical
alert broadcasts to name just a few.
(Cont’d)
4/2.2
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CONDITIONS
COMMUNICATIONS, HF COM
Operation
NORMAL PROCEDURES
(Cont’d)
1.
Ensure that the CHAN/FREQ selector is in the CHAN position.
2.
Select the desired user channel.
Rotate the left outer channel select knob in either direction until user channel 1
or 40 appears at the right side of the CHAN display. Then use the right outer
channel select knob to select the desired channel number (from 1 to 40) to
program.
3.
Initiate program mode.
Press the program (PGM) button once to initiate the programming sequence.
At this point, the entire display will begin to slowly blink.
4.
Enter the receive frequency and mode of operation.
Set the desired receive frequency using the four frequency select knobs. The
selected frequency will appear in the FREQ kHz display. Next, select the desired operating mode (USB, LSB, AM, TEL SUP CAR or TEL PLT CAR) by
pulling out the PULL MODE knob and rotating it until the appropriate mode
appears in the MODE display.
5.
Store the receive frequency and mode of operation.
With the desired receive frequency and mode being displayed, press the
PGM button once again to store the data. The display will blank for a short
period of time to confirm storage.
6.
Terminate the programming sequence.
When the display returns, it will be blinking faster with the simplex transmit
frequency displayed(this is the same as the already programmed receive frequency. At this point, the operator can terminate the programming sequence
in any of the three ways.
a. By momentarily pressing any PTT button.
b. By positioning the CHAN/FREQ selector to FREQ and then back to
CHAN.
c. By waiting for the 20 second timer to run out
(this is the preferred method).
When the programming sequence is terminated, the display will return to normal with the new channel data (Channel number, mode and receive−only frequency) showing.
4/2.2
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CONDITIONS
COMMUNICATIONS, HF COM
Operation
NORMAL PROCEDURES
WARNING
2.3
FREQUENCY/
CHANNEL TUNING
Do not tune or transmit on HF system during fueling since fire and/or injury to
personnel may result.
1.
XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . PRESS
− Check to be illuminated.
2.
CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Frequency selection
3.
CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . FREQ
4.
Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− The HF will mute when selecting a new frequency. Wait until the HF is
no longer muted before continuing the tuning procedure.
5.
PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT.
− Select mode of operation.
− Successful HF communications depend on compatibility between the
airborne and the ground station. It is extremely important that the operator select the same operating mode on the HF that the ground station
the operator wish to contact will be using. The USB mode is the most
popular operating mode for airborne HF ssb communications and
should normally be tried first unless it is known that the ground station is
operating in another mode.
Proceed with item 6 below.
Channel selection
3.
CHAN/FREQ selector . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAN
4.
Channel number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Use any of the two selectors.
− The HF will mute when selecting a new channel. Wait until the HF is no longer muted before continuing the tuning procedure.
(Cont’d)
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CONDITIONS
COMMUNICATIONS, HF COM
Operation
NORMAL PROCEDURES
(Cont’d)
5.
PULL MODE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AS
REQUIRED
− Pulling out and rotating the PULL MODE knob when one of the 176 ITU
channels is selected cycles the system between TEL SUP CAR and TEL
PLT CAR mode.
− All five of the modes (USB, AM, LSB, TEL SUP CAR and TEL PLT CAR)
are available for use on the user programmable channels. However, if one
of the 40 user programmable channels is selected and the PULL MODE
knob is pulled out and rotated, no mode changes will occur. This is because
the modes for these channels are selected and stored in non−volatile
memory during the programming sequence.
6.
PTT (Press To Transmit) button . . . . . . . . . . . . . . . . . . . PRESS
MOMENTARILY
− Depress switch momentarily to initiate antenna tuning. This is indicated by
a a 1000 Hz tone and takes from 5 to 15 seconds.
− When the tone stops, the HF system is ready for use.
− If the antenna does not tune after approx. 35 to 40 seconds, the steady
1000 Hz tone will begin to beep, indicating a fault has occurred. To clear the
fault, simply rotate one of the frequency/channel select knobs away from
and then back to the desired frequency or channel and initiate another tuning cycle by momentarily pressing the microphone ptt button. The 1000 Hz
tone should again be present and then disappear at the end of the tuning
cycle. If the beeping recurs, try the clearing procedure a second time; if a
fault is still indicated, there is probably an equipment malfunction.
WARNING
2.4
COMMUNICATION
Do not tune or transmit on HF system during fueling since fire and/or injury to
personnel may result.
RECEIVE
1.
HF volume lever (ACP) . . . . . . . . . . . . . . . . . . . . . . ADJUST
− Use headset or handmicrophone and loudspeaker.
2.
CLAR, clarifier control . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at OFF and turn clockwise to improve audio clarity
when receiving slightly “off frequency” USB, LSB or telephone signals.
− Does not affect AM reception, and it is disabled during transmit or when
the control is positioned to OFF.
(Cont’d)
4/2.2
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CONDITIONS
COMMUNICATIONS, HF COM
Operation
NORMAL PROCEDURES
(Cont’d)
3.
Squelch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Start with the control at TST and turn clockwise until background noise
is barely audible.
− Do not rotate squelch control too fast. Squelch circuit has a relatively
long time constant and rotating knob knob too far may result in missed
calls on some of the weaker signals.
− Setting the squelch control too far clockwise can result in blocking out
weak signals. The operator will find that there are times (depending on
prevailing conditions) when it will be necessary to maintain satisfactory
reception. This is because of conditions relating to propagation and the
ionosphere that causes the HF receiver to have to operate with a signal
that is subject to considerable fading and which is only marginally
strong (unlike the conventional VHF which normally operates with a
strong line−of−sight, nonfading signal).
4.
HF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . READJUST
− If necessary, compensate squelch by increased volume.
− Always be prepared to meet fading by increased volume.
Transmit
1.
XMIT SELECT HF pushbutton . . . . . . . . . . . . . . . . . . . . SELECT
− Check to be illuminating.
2.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
CAUTION
HF transmission disturbs the ADF system.
NOTE
The HF must be returned each time changing to new channel or frequency, before transmitting.
4/2.2
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3.
ABNORMAL OPERATION
ABNORMAL PROCEDURES
CONDITIONS
3.1
3.2
COMMUNICATIONS, HF COM
Operation
LOSS OF COMMUNICATION
ACTIONS
1.
SQUELCH control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
CLAR (clarifier) control . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE
4.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5.
ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
6.
Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
7.
End of procedure.
ANTENNA
COUPLER
DOES NOT
TUNE
INDICATIONS
If the antenna coupler does not tune after approximately 35 to 40 seconds, the
steady 1000 Hz tone will begin to beep, indicating a fault has occurred.
ACTIONS
3.3
3.4
1.
To clear the fault, simply rotate one of the frequency/channel select knobs
away from and then back to the desired frequency or channel and initiate
another turning cycle by momentarily pressing the microphone PTT button. The 1000 Hz tone should again be present and then disappear at the
end of the turning cycle. If the beeping recurs, try the clearing procedure a
second time; if a fault is still indicated, there is probably an equipment malfunction.
2.
End of procedure.
HF COM DEAD
EQUIPMENT
MALFUNCTION
ACTIONS
1.
CB E−14 (HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
If the receive (R) or transmit (T) annunciators on the HF control unit start to
flash indicates that the receive or transmit (as applicable) frequency data from
the Transceiver does not match that being sent by the HF control unit. An
equipment malfunction is probable and the HF system should be checked by
maintenance personnel.
4/2.2
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0.
MODIFICATION STANDARD
DESCRIPTION/OPERATION
0.1
VHF COM frequency range
COMMUNICATIONS, VHF COM
Highlights
Without mod. no. 2060 embodied:
− The frequency range of the VHF COM is 118.000 to 135.975 MHz.
4/3.0
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COMMUNICATIONS, VHF COM
Highlights
THIS PAGE INTENTIONALLY LEFT BLANK !
4/3.0
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Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Description
GENERAL
There are two identical VHF communication systems independent of each other. The frequency
range is 118.000 to 136.975 MHz selectable in 25
kHz steps. With Mod. No. 3499 the frequency range
is 118.000 to 151.975 MHz selectable in 8.33 kHz
steps.
With Mod. No. 2938 the 25 kHz space has been
modified with three frequencies, each with 8.33 kHz
spacing. These frequencies are referred to as
“channels”, since the displayed frequency is not the
actual frequency tuned. For example, a frequency
with 25 kHz spacing, as 118.000 MHz, can now be
selected with 8.33 kHz spacing by, in this case, selecting 118.005 on the control unit. If 118.010 is selected the actual frequency tuned is 118.008 MHz.
118.017 MHz is tuned by selecting 118.015 etc.
This method ensures that the equipment will always
operate in the proper spacing mode. In practice this
will not cause any confusion, since the pilot will be
asked to tune a channel as if it was a frequency.
The control unit is also modified with three decimal
places to ensure proper frequency/channel selection.
The control unit is also provided with a gas discharge type of display for two frequencies, one active and one standby. The display will indicate TX
when the Press To Transmit (PTT) button is operated.
A programmable Memory facility is also contained
in the control unit. The memory provides six preprogrammed frequencies. To select a Memory frequency, simply step through the Memory by operating
the XFR/MEM switch momentarily in MEM position.
The control unit also has a squelch function which
is active as long as the NORM/SQ OFF selector is
in the NORM position.
2.2
Transceiver
The transceiver produces an amplitude modulated
signal of the selected frequency and this signal is
directly fed to the antenna. In reception mode, the
selected frequency is demodulated and the generated audio signal is transferred to the Audio Integrating System for distribution.
The control units are located on the center pedestal. The COM 1 antenna is mounted on the top of
the fuselage and the COM 2 antenna is mounted on
the bottom of the fuselage.
Antenna
Audio Integrating System
VHF COM
Transceiver
NOTE
Digital Flight Data Recorder
Due to fuel tank probe wiring, fuel quantity indication may momentarily change (less than 1% of full
scale indication) when transmitting on COM 2.
The transmission (PTT button keying) is recorded
on the Digital Flight Data Recorder (DFDR) via the
Flight Data Acquisition Unit (FDAU). The communication will also be recorded by the Cockpit Voice
Recorder via the Audio Integrating System.
2.
MAIN COMPONENT AND SUBSYSTEMS
2.1
Control unit
The control unit contains a microprocessor which
decodes selector and switch position and generates
a frequency information which is transferred to the
transceiver as a data code.
Cockpit Voice Recorder
Selected
frequency
Control
Unit
Fig. 1
VHF COM − schematic
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3.
COMMUNICATIONS, VHF COM
Description
CONTROLS AND INDICATORS
Frequency display
Upper display − Active frequency (ACT).
Lower display − Standby frequency.
NOTE:
With Mod. No. 2938 installed, three decimal digits will be shown.
MEM
TX
− Memory frequencies available
− Indicates transmitting.
XFR/MEM switch
When switched momentarily to:
XFR
− Standby frequency moves to upper displayand
becomes active.
−
Former active frequency moves to lower display
and becomes standby.
−
A tone will be heard when interchanging the
active/standby frequencies.
MEM
− Steps through the six preprogrammed
frequencies.
−
After frequency choice, set XFR/MEM switch to
XFR position to activate memory frequency.
A
A COM CONTROL UNIT
WITH MEMORY
COLLINS
A
C
T
MEM
XFR
TX
Function selector
NORM − Squelch function active.
SQ OFF − Squelch function disabled.
MEM
COM
SQ
NORM OFF
Frequency selector
STO
TEST
Large knob
− Controls the three left digits
in 1 MHz steps.
Small knob
− Controls the two (three) right digits in
50 kHz steps or 25 (8.33) kHz steps for the
first two steps after the direction of rotation
has been reversed.
When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
ACT
Photocell
Controls display brightness.
ACT button
STO button
Select memory cell to program (CH.−) with XFR/
MEM switch then momentarily press STO button:
−Control unit enters Program mode.
−Set up frequency with frequency selector.
−Press STO button to store frequency.
−XFR/MEM switch for next memory cell (CH.−)
−No activation for 3 sec, returns display to normal.
C0806
Fig. 2
When depressed for more than 2 seconds:
−Standby frequency display goes off.
Frequency selector controls active frequency display.
For return to normal:
−Depress for more than 2 seconds.
TEST button
When momentarily pressed:
−Control unit enters and displays Diagnostic Fail Code
mode.
−Two tones will be heard.
(For maintenance purpose).
VHF COM − controls
4/3.1
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Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Description
GENERAL
There are two identical VHF communication systems independent of each other. The frequency
range is 118.000 to 136.975 MHz selectable in 25
kHz steps.
With Mod. No. 2938 the 25 kHz space has been
modified with three frequencies, each with 8.33 kHz
spacing. These frequencies are referred to as
“channels”, since the displayed frequency is not the
actual frequency tuned. For example, a frequency
with 25 kHz spacing, as 118.000 MHz, can now be
selected with 8.33 kHz spacing by, in this case, selecting 118.005 on the control unit. If 118.010 is selected the actual frequency tuned is 118.008 MHz.
118.017 MHz is tuned by selecting 118.015 etc.
This method ensures that the equipment will always
operate in the proper spacing mode. In practice this
will not cause any confusion, since the pilot will be
asked to tune a channel as if it was a frequency.
The control unit is also modified with three decimal
places to ensure proper frequency/channel selection.
The control units are located on the center pedestal. The COM 1 antenna is mounted on the top of
the fuselage and the COM 2 antenna is mounted on
the bottom of the fuselage.
a frequency information which is transferred to the
transceiver as a data code.
Two frequencies can be selected and displayed. By
means of a transfer button the operator can select
one frequency to be active and the other one as
standby. The active one will be indicated by a ”T”
when the Press To Transmit (PTT) button is operated.
The control unit is provided with a squelch function
which can be disabled by pulling out the PULL
TEST knob.
2.2
Transceiver
The transceiver produces an amplitude modulated
signal of the selected frequency and this signal is
directly fed to the antenna. In reception mode, the
selected frequency is demodulated and the generated audio signal is transferred to the Audio Integrating System for distribution.
Antenna
Audio Integrating System
VHF COM
Transceiver
NOTE
Digital Flight Data Recorder
Due to fuel tank probe wiring, fuel quantity indication may momentarily change (less than 1% of full
scale indication) when transmitting on COM 2.
The transmission (PTT button keying) is recorded
on the Digital Flight Data Recorder (DFDR) via the
Flight Data Acquisition Unit (FDAU). The communication will also be recorded by the Cockpit Voice
Recorder via the Audio Integrating System.
2.
MAIN COMPONENT AND SUBSYSTEMS
2.1
Control unit
The control unit contains a microprocessor which
decodes selector and switch position and generates
Cockpit Voice Recorder
Selected
frequency
Control
Unit
Fig. 1
VHF COM − schematic
4/3.1
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Aircraft Operations Manual
3.
COMMUNICATIONS, VHF COM
Description
CONTROLS AND INDICATORS
A
Frequency display.
UPPER − Displays active frequency. When
transmitting, a T is displayed at the
right of the active frequency display.
Lower − Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three
decimal digits will be shown.
Photocell.
Controls display brightness.
A COM CONTROL UNIT
Transfer button.
When momentarily pressed:
− Standby frequency moves to upper display
and becomes active. Former active frequency
moves to lower display and becomes standby.
T
S
B
Y
When depressed for more than 2 sec:
− Standby frequency display goes off.
Frequency selectors control active frequency
display.
PULL
TEST
When pressed again momentarily:
− Standby frequency displayed again and function back to normal.
Frequency selector.
Large knob − Controls the three left digits
in 1 MHz steps.
Small knob − Controls the two (three) right digits
in 50 kHz steps and in 25 (8.33)
kHz steps when the knob is pulled
out.
When selecting XXX.X25 or XXX.X75, only 2 or 7
will be displayed.
PULL TEST knob.
− When switch is pulled the squelch
becomes disabled.
− Knob pushed in the squelch becomes
active again.
A21308
Fig. 2
VHF COM − controls
4/3.1
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PAGE
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2
K
Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Description
GENERAL
There are two identical VHF communication systems independent of each other. The frequency
range is 118.000 to 136.975 MHz selectable in 25
kHz steps.
With Mod. No. 2938 the 25 kHz space has been
modified with three frequencies, each with 8.33 kHz
spacing. These frequencies are referred to as
“channels”, since the displayed frequency is not the
actual frequency tuned. For example, a frequency
with 25 kHz spacing, as 118.000 MHz, can now be
selected with 8.33 kHz spacing by, in this case, selecting 118.005 on the control unit. If 118.010 is selected the actual frequency tuned is 118.008 MHz.
118.017 MHz is tuned by selecting 118.015 etc.
This method ensures that the equipment will always
operate in the proper spacing mode. In practice this
will not cause any confusion, since the pilot will be
asked to tune a channel as if it was a frequency.
The control unit is also modified with three decimal
places to ensure proper frequency/channel selection.
The control units are located on the center pedestal. The COM 1 antenna is mounted on the top of
the fuselage and the COM 2 antenna is mounted on
the bottom of the fuselage.
one frequency to be active and the other one as
standby. The active one will be indicated by a ”T”
when the Press To Transmit (PTT) button is operated.
A programmable Memory facility is also contained
in the control unit. The memory provides eight preprogrammed frequencies, by momentarily pressing
the CHAN button and thereafter, choose frequency
by means of the frequency selector.
The control unit is provided with a squelch function
which can be disable by pressing the PUSH TEST
button.
The displays are dimmable and controlled by a photocell to give the adequate brightness.
2.2
Transceiver
The transceiver produces an amplitude modulated
signal of the selected frequency and this signal is
directly fed to the antenna. In reception mode, the
selected frequency is demodulated and the generated audio signal is transferred to the Audio Integrating System for distribution.
Antenna
NOTE
Due to fuel tank probe wiring, fuel quantity indication may momentarily change (less than 1% of full
scale indication) when transmitting on COM 2.
Audio Integrating System
VHF COM
Transceiver
Digital Flight Data Recorder
The transmission (PTT button keying) is recorded
on the Digital Flight Data Recorder (DFDR) via the
Flight Data Acquisition Unit (FDAU). The communication will also be recorded by the Cockpit Voice
Recorder via the Audio Integrating System.
2.
MAIN COMPONENT AND SUBSYSTEMS
2.1
Control unit
The control unit contains a microprocessor which
decodes selector and switch position and generates
a frequency information which is transferred to the
transceiver as a data code.
Two frequencies can be selected and displayed. By
means of a transfer button the operator can select
KING MEMORY
Cockpit Voice Recorder
Selected
frequency
Control
Unit
Fig. 1
VHF COM − schematic
4/3.1
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1
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Aircraft Operations Manual
3.
COMMUNICATIONS, VHF COM
Description
CONTROLS AND INDICATORS
A
Frequency display
Upper:
− Displays active frequency. When transmitting, a T is
displayed at the right of the active frequency display.
Lower
− Displays standby (SBY) frequency.
NOTE: With Mod. No. 2938 installed, three decimal digits
will be shown.
Photocell
Controls display brightness.
A COM CONTROL UNIT
Transfer button.
WITH MEMORY
When momentarily pressed:
− Standby frequency moves to upper display and becomes active. Former active frequency moves to lower display and becomes standby.
When depressed for more than 2 sec:
− Standby frequency display goes off. Frequency selectors control active frequency display.
When pressed again momentarily:
− Standby frequency displayed again and function
back to normal.
When pressed in CHANNEL mode:
− Selected frequency becomes active and former active frequency becomes standby.
When pressed in PROGRAM mode:
− Frequency selector controls either one of Upper/Lower display for setup of Memory.
T
S
B
Y
PUSH
TST
CHAN
CHAN button
When momentarily pressed:
− Unit enters 8 frequencies CHANNEL mode.
− Select frequency with frequency selector then press
CHAN or wait for 5 sec (also see Transfer button).
When depressed and hold for more than 2 sec:
− Unit enters PROGRAM mode for 8 frequencies.
− Select CHANNEL to programmed, then momentarily
press Transfer button.
− Select frequency to be stored. (Flashing display indicates which display is controlled by the frequency selector.)
− For return to Normal, press CHAN or wait for 20 sec.
Frequency selector
Large knob
− Controls the three left digits in 1 MHz steps.
Small knob
− Controls the two (three) right digits in 50 kHz steps and
in 25 (8.33) kHz steps when the knob is pulled out.
When selecting XXX.X25 or XXX.X75, only 2 or 7 will be
displayed.
PUSH TEST button
− When button is pushed the squelch becomes disabled.
− Next push, the squelch becomes active again.
A21308
Fig. 2
VHF COM − controls
4/3.1
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COMMUNICATIONS, VHF COM
Description
A/P
D
I
S
C
A
CONTROL WHEEL
PTT
PTT BUTTON
B
C
B
A
B
C
C AUDIO CONTROL PANEL, ACP
HOT
XMIT SELECT
HAND MICROPHONE
XMIT SELECT button.
Momentarily press associated button to select
COM for transmitting (COM 3 not used, except with Mod. No. 3142 installed ).
MIC
1 COM 2 COM 3
HF
COLD
BOOM
INT
MASK
NORM
EMER
1 NAV 2
VOICE
MKR
1 ADF 2
PA
SPKR
IDENT
PTT
A28636
PTT button.
− Press To Transmit.
NORM/EMER switch.
NORM − Control of the COM:s are managed
by the ACP.
EMER − Bypass of the REU if the audio
system fails.
− Direct connection with the COM by
headset and control wheel PTT
button only.
− For L side ACP; COM 1, L control
wheel PTT and L headset.
− For R side ACP; COM 2, R control
wheel PTT and R headset.
− Fixed volume.
Volume control for COM 1, and COM 2.
Fig. 3
VHF COM − controls
4/3.1
PAGE
Apr 01/15
3
Aircraft Operations Manual
COMMUNICATIONS, VHF COM
Description
B PILOTS JACK PANEL
OXY
MASK
BOOM
BOOM
PA
3.
1.
B
A
A
B
2.
A AUDIO CONTROL PANEL
XMIT SELECT
HOT
MIC
1
COM 2 COM
3
HF
COLD
BOOM
INT
MASK
NORM
EMER
1 NAV 2
MKR
VOICE
IDENT
PTT
1
ADF 2
PA
SPKR
Oxygen mask use.
The oxygen mask microphone plug is
normally connected to the OXY MASK receptacle (1) and with the BOOM/MASK
switch (2) set to MASK when oxygen mask
in use.
If the ACP fails and/or NORM/EMER switch
is set to EMER when oxygen mask in use,
the oxygen mask microphone plug must be
connected to the BOOM microphone receptacle (3) to provide microphone function.
Disconnect the headset microphone plug
and connect the oxygen mask microphone
plug.
A27911
Fig. 4
ACP failure and NORM EMERG switch − oxygen mask use
4/3.1
PAGE
Apr 01/15
4
Aircraft Operations Manual
4.
COMMUNICATIONS, VHF COM
Description
ELECTRICAL POWER SUPPLY
VHF 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMER AVIONIC BUS
E−13
VHF COM 1
VHF 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R AVIONIC BUS
L−12
VHF COM 2
4/3.1
PAGE
Apr 01/15
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Aircraft Operations Manual
COMMUNICATIONS, VHF COM
Description
THIS PAGE INTENTIONALLY LEFT BLANK !
4/3.1
PAGE
Apr 01/15
6
Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R AVION (COM 2) switches.
2.2
VHF COM SYSTEM TEST
1.
TEST button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND
HOLD.
− Control unit enters and displays Diagnostic Fail Code
− Two tones will be heard.
2.
2.3
PROGRAMMING OF THE
FREQUENCY
MEMORY
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
The Control unit contains six programmable memorycells.
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS.
− Momentarily press switch to select memorycell to be programmed.
2.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Momentarily press STO to enter program mode.
3.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.
− Set frequency in memorycell.
4.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Momentarily press STO to enter program frequency.
− Control unit will also return to normal.
5.
To set up next memory frequency, proceed with item 1 above.
No activity for 3 seconds will return Control unit to normal display.
4/3.2
COLLINS PRO LINE II
PAGE
Apr 01/15
1
C
Aircraft Operations Manual
2.4
COMMUNICATIONS, VHF COM
Operation
CONDITIONS
NORMAL PROCEDURES
COMMUNICATIONS
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.
− Proceed with item 3 below.
Frequency set up from memory
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Proceed with item 3 below.
2.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR, will make chosen memory frequency active.
Receiving
3.
COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Use headsets or hand microphones and loudspeakers.
4.
NORM/SQ OFF selector . . . . . . . . . . . . . . . . . . . . . CHECK
− Selector normally in NORM−position. However, it may be necessary to
deactivate squelch (SQ OFF) to receive weak signals.
Transmitting
3.
XMIT SELECT − COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT
− Check button to be illuminating.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
4.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
4.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message.
NOTE
For Collins Pro Line II VHF COM:
If transmitting on one COM with a frequency separation of 6.4 MHz or less between the two COMs, the other COM will be blocked out from receiving.
4/3.2
COLLINS PRO LINE II
PAGE
Apr 01/15
2
C
Aircraft Operations Manual
3.
3.1
COMMUNICATIONS, VHF COM
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
LOSS OF COMMUNICATION
ACTIONS
1.
Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for faulty headset by connecting them one at a time.
2.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3.
NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
− COM 1, L audio control panel.
− COM 2, R audio control panel.
Communication re−established
4.
The audio control panel failed.
− Only the COM can be used with switch in EMER. All other functions
must be controlled by the opposite audio control panel.
− The COM audio level becomes fixed and is not adjustable.
− The PTT function can only be provided from the PTT button on the control wheel.
L ACP:
COM 1 − L control wheel.
R ACP:
COM 2 − R control wheel.
5. End of procedure.
Communication still lost
4.
Communication lost.
5.
End of procedure.
Communication re−established
3.2
3.
If headsets failed use handmicrophones and loudspeakers.
4.
End of procedure.
VHF DEAD
ACTIONS
1.
CBs, E−13 (COM 1), L−12 (COM 2) . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
4/3.2
COLLINS PRO LINE II
PAGE
Apr 01/15
3
C
Aircraft Operations Manual
COMMUNICATIONS, VHF COM
Operation
THIS PAGE INTENTIONALLY LEFT BLANK !
4/3.2
COLLINS PRO LINE II
PAGE
Apr 01/15
4
C
Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R
AVION (COM 2) switches.
2.2
COMMUNICATIONS
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
Receiving
2.
COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED.
− Use headset or hand microphones and loudspeakers.
3.
PULL TEST knob . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Knob normally in pushed position. However, it may be necessary to
deactivate squelch (Pull knob) to receive weak signals.
Transmitting
2.
XMIT SELECT − COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT.
− Check button to be illuminated.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
3.
PTT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a T to appear right of active frequency.
3.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less
between the two COMs, the other COM will be blocked out from receiving.
4/3.2
KING
PAGE
Apr 01/15
1
K
Aircraft Operations Manual
3.
3.1
COMMUNICATIONS, VHF COM
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
LOSS OF COMMUNICATION
ACTIONS
1.
Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for faulty headset by connecting them one at a time.
2.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3.
NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
− COM 1, L audio control panel.
− COM 2, R audio control panel.
Communication re−established
4.
The audio control panel failed.
− Only the COM can be used with switch in EMER. All other functions
must be controlled by the opposite audio control panel.
− The COM audio level becomes fixed and is not adjustable.
− The PTT function can only be provided from the PTT button on the control wheel.
L ACP:
COM 1 − L control wheel.
R ACP:
COM 2 − R control wheel.
5. End of procedure.
Communication still lost
4.
Communication lost.
5.
End of procedure.
Communication re−established
3.2
3.
If headsets failed use handmicrophones and loudspeakers.
4.
End of procedure.
VHF DEAD
ACTIONS
1.
CBs, E−13 (COM 1), L−12 (COM 2) . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
4/3.2
KING
PAGE
Apr 01/15
2
K
Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The VHF COM systems are switched ON/OFF by ESS (COM 1) and R AVION (COM 2) switches.
2.2
PROGRAMMING OF THE
FREQUENCY
MEMORY
The Control unit contains six programmable memorycells.
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC.
− Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
MEMORYCELL.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− When momentarily pressed fives frequency selector over either upper or
lower display.
− Controlled display is flashing.
4.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.
− Any of the two knobs will control the memorycells.
To program next frequency
5.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Proceed with item 2 below.
For return of Control unit to normal display
5.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− No activity for 20 seconds will also return control unit to normal display.
4/3.2
KING MEMORY
PAGE
Apr 01/15
1
KO
Aircraft Operations Manual
2.3
COMMUNICATIONS, VHF COM
Operation
CONDITIONS
NORMAL PROCEDURES
COMMUNICATIONS
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY.
− Proceed with item 4 below.
Frequency set up from the memory
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Momentarily press CHAN to enter the frequency memory.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY.
− Any of the two knobs will control the memorycell.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Momentarily press Transfer button to make chosen memory frequency
active.
− Or, no active for 5 seconds will make chosen memory frequency standy
(SBY).
Receiving
4.
COM volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED.
− Use headsets or hand microphones and loudspeakers.
5.
PUSH TEST button . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− First punch − squelch deactivated, next push
− squelch activated again.
− Sometimes it may be necessary to deactivate the squelch to receive
weak signals.
Transmitting
4.
XMIT SELECT − COM 1/COM 2 . . . . . . . . . . . . . . . . . . SELECT.
− Check button to be illuminating.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Check a T to appear right of active frequency.
5.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− After message.
PTT on hand microphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESS.
− Check a T to appear right of active frequency.
(Cont’d)
4/3.2
KING MEMORY
PAGE
Apr 01/15
2
KO
Aircraft Operations Manual
CONDITIONS
COMMUNICATIONS, VHF COM
Operation
NORMAL PROCEDURES
(Cont’d)
5.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− After message.
NOTE
For King VHF COM:
If transmitting on one COM with a frequency separation of 12.8 MHz or less between the two COMs, the other COM will be blocked out from receiving.
4/3.2
KING MEMORY
PAGE
Apr 01/15
3
KO
Aircraft Operations Manual
3.
3.1
COMMUNICATIONS, VHF COM
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
LOSS OF COMMUNICATION
ACTIONS
1.
Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for faulty headset by connecting them one at a time.
2.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− A faulty PTT button can block the system but the COMs can never transmit
longer than 2 min. when transmission will be shut off automatically.
Communication still lost
3.
NORM/EMER switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
− COM 1, L audio control panel.
− COM 2, R audio control panel.
Communication re−established
4.
The audio control panel failed.
− Only the COM can be used with switch in EMER. All other functions
must be controlled by the opposite audio control panel.
− The COM audio level becomes fixed and is not adjustable.
− The PTT function can only be provided from the PTT button on the control wheel.
L ACP:
COM 1 − L control wheel.
R ACP:
COM 2 − R control wheel.
5. End of procedure.
Communication still lost
4.
Communication lost.
5.
End of procedure.
Communication re−established
3.2
3.
If headsets failed use handmicrophones and loudspeakers.
4.
End of procedure.
VHF DEAD
ACTIONS
1.
CBs, E−13 (COM 1), L−12 (COM 2) . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
4/3.2
KING MEMORY
PAGE
Apr 01/15
4
KO
Aircraft Operations Manual
1.
COMMUNICATIONS, PA/INTERPHONE
Description
2.2
GENERAL
The Passenger Address (PA) and Interphone are
two combined systems, utilizing the same amplifier
unit (PA amplifier) located in the avionics rack.
The PA system provides the passengers with cabin
attendant call buttons which gives a HI chime tone
in the cabin loudspeaker system for attention.
The HI chime tone will also be heard as soon as
”NO SMOKING” or ”SEAT BELT” signs are operated on/off.
For boarding music etc., an entertainment system
can easily be connected to the PA system.
The Interphone system provides communication via
two interphones, between cockpit and cabin crew
and also for giving messages to the passengers.
There are also three lights PA, CALL and EMER,
which together with HI−LOW chime tone, alerts the
cockpit/cabin crews about any calls.
Cockpit/cabin interphone
The similar type of interphones is used in cockpit
and cabin. The handset is provided with noise cancelling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
half of the buttonlight is lit to identify the function.
The lower half of the buttonlight will come on to indicate the function in use. The amplifiers for the interphone system are located in the cradles. The cabin
interphone is protected against inadvertent use,
therefore the handset must be released before selecting a buttonlight.
2.3
Loudspeakers
There are six loudspeakers in the cabin evenly distributed above the passenger seats and one in the
lavatory area.
The Interphone gives the following communications:
−
−
−
−
Cockpit to passenger.
Cockpit to cabin attendant.
Cabin attendant to cockpit.
Cabin attendant to passenger.
The PA system has the following functions:
−
−
−
−
Cabin attendant call buttons.
NO SMOKING/ SEAT BELT signs.
Loudspeakers for distribution of messages.
Boarding music/entertainment systems.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
PA AMPLIFIER
The PA amplifier basically consists of an amplifier
circuit and a chime generator circuit.
Audio signals from the cockpit and cabin interphones are amplified as well as HI and LOW chime
tones created by the chime generator. HI chime is a
585 Hz tone and LOW chime is a 495 Hz tone. The
PA amplifier also distributes the audio signals out to
the cabin loudspeakers.
The amplifier has two fixed audio levels, one low
level and one increased level for engine/propeller
noise compensation, controlled by engine oil pressure.
A/C 160−379
4/4.1
PAGE
Dec 01/15
1
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Aircraft Operations Manual
CABIN SIGN PANEL
COMMUNICATIONS, PA/INTERPHONE
Description
PILOTS L/R JACK PANEL
OXY
MASK
EMER
CABIN INTERPHONE
L/R RP BUTTON
BOOM
CALL
CALL/EMER
AUDIO
CABIN
LP
PA
BOOM
COCKPIT INTERPHONE
PA
CALL
EMER
Oxygen mask
Headset
PA/Call/EMER reset
Remote
electric unit
Audio/chime
Cockpit
speakers
CABIN INTERPHONE
PA
CALL
EMER
PA/CALL/EMER
REU
AUDIO
Cockpit voice
recorder
AUDIO
CALL/EMER HI/LO chime
CABIN CALL LIGHTS
PA/CALL/EMER
CABIN SIGN PANEL *
SEAT
BELT
ON
NO
SMOKING
PA amplifier
HI chime
OFF
HI chime
Cabin call
Attendant panel
Audio/chime
Cabin
speakers
Lavatory call
Passenger call
buttons
NOTE
* NO SMOKING or
CKPT STERILE if
mod. no. 2070
installed
A16551
Fig. 1
PA/INTERPHONE − schematic
4/4.1
A/C 160−379
PAGE
Dec 01/15
2
S1
Aircraft Operations Manual
3.
COMMUNICATIONS, PA/INTERPHONE
Description
CONTROLS AND INDICATORS
A
B
EMER (emergency) light.
Comes on flashing in red together with HI−LOW
chime when cockpit is emergency called by
cabin attendant.
A CABIN SIGN PANEL
CALL light.
Comes on in amber together with HI−LOW
chime when cockpit is called by cabin attendant.
CABIN SIGNS
NO
EMER
SMOKING
SEAT
BELT
ON
CALL
SEAT BELT and NO SMOKING switches
(CKPT STERILE instead of no smoking if
mod. no. 2070 installed) give Hi chime in
cabin whenever cabin signs are switched OFF/
ON or ON/OFF.
OFF
B AUDIO CONTROL PANEL, ACP
NORM / EMER switch.
HOT
XMIT SELECT
MIC
1 COM 2 COM 3
HF
COLD
BOOM
INT
MASK
NORM
EMER
1 NAV 2
VOICE
MKR
1 ADF 2
PA
SPKR
If oxygen mask in use:
If EMER selected, only PA messages can be given on that side and from the oxygen mask using
the PA button on the pilot’s jack panels.
All other PA/Interphone functions are inoperative.
The other pilot side is not affected.
If oxygen mask not in use:
Use Flight Deck Interphone for PA and cabin
calls.
Cabin PA volume.
IDENT
Only when PA selected in cockpit or cabin:
Messages given to the passenger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
PTT
A14872
Fig. 2
Cabin sign and audio control panel − controls and lights
4/4.1
A/C 160−379
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Dec 01/15
3
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Aircraft Operations Manual
COMMUNICATIONS, PA/INTERPHONE
Description
B
A
Call buttonlights.
PA − Select to give passenger messages.
CALL − Select to call cabin attendant.
EMER − Select to give emergency call to cabin
attendant.
The selected CALL or EMER buttonlight comes
on together with HI−LOW chime when cockpit
crew;s called by cabin attendant.
PA buttonlight comes on without chime when
cabin crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in
green, EMER in red and flashing.
A
B
CABIN INTERPHONE BUTTON (L/P, R/P)
FLIGHT DECK INTERPHONE
PA
CALL
EMRG
Handset release.
Pull the lever to release
handset.
Calls from cabin:
− Press the cabin interphone button to answer
message.
− After message, release cabin interphone button.
Press to
talk button
A16559
Fig. 3
Interphone button when headset in use.
Calls to cabin:
− Select a buttonlight on the cockpit interphone.
− Press the cabin interphone button and give
message in headset microphone.
− After message, release cabin interphone button
which also resets the cockpit interphone button−
lights.
Cockpit interphone and PA buttons − controls
4/4.1
A/C 160−379
PAGE
Dec 01/15
4
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Aircraft Operations Manual
A
COMMUNICATIONS, PA/INTERPHONE
Description
A
A PILOT’S JACK PANEL
PA calls with oxygen mask and use of the
PA button.
Calls to cabin:
− When oxygen mask interphone button is press−
ed, the mask microphone will automatically be
switched to PA for passenger messages.
No other function can be selected.
− After message, release oxygen mask interphone
button.
Calls from cabin:
− Press oxygen mask interphone button to answer
message (the passengers will also hear the an−
swer over the cabin loudspeakers).
− After message, release oxygen mask interphone
button.
NOTE
When oxygen mask not in use, the PA button and
oxygen mask is the only way to give PA calls if the
NORM EMER switch on one ACP is in EMER
position. The other pilot side is not affected.
A16558
Fig. 4
PA calls with oxygen mask and using the PA button
4/4.1
A/C 160−379
PAGE
Dec 01/15
5
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Aircraft Operations Manual
COMMUNICATIONS, PA/INTERPHONE
Description
A
B
A CABIN CALL LIGHTS
C/A PANEL
PA (green).
CALL (green).
EMERGENCY (red and flashing).
B
The selected CALL or EMER call light comes
on together with HI−LOW chime when cabin
attendant is called by cockpit crew. PA call light
comes on without chime when cockpit crew
gives message to the passengers.
CABIN INTERPHONE
PA
CALL
EMRG
Call buttonlights.
PA
− Select to give passenger messages.
CALL − Select to call cockpit.
EMRG − Select to emergency call cockpit.
The selected CALL or EMER buttonlight comes
on together with HI−LOW chime when cabin
attendant is called by cockpit crew.
PA buttonlight comes on without chime when
cockpit crew gives message to the passengers.
Selected PA/CALL buttonlight illuminates in
green, EMER in red and flashing.
The interphone is protected against inadvertent
use, therefore the handset must be released
before selecting a buttonlight.
Handset release.
Pull the lever to release handset.
Press to talk button.
A14991
Fig. 5
Cabin interphone − controls and indicators
4/4.1
A/C 160−379
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Dec 01/15
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Aircraft Operations Manual
4.
COMMUNICATIONS, PA/INTERPHONE
Description
ELECTRICAL POWER SUPPLY
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−12
PA L
Passenger cabin attendant call . . . . . . . . . . . . . . .
UTILITY BUS
L−25, L−27
CABIN READ L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . .
R ESS BUS*
L−11
BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
IF TAWS INSTALLED
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−12
PA L
Passenger cabin attendant call . . . . . . . . . . . . . . .
UTILITY BUS
L−25, L−27
CABIN READ L
CABIN READ R
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
L−11
AUDIO TAWS
Boarding music (if installed) . . . . . . . . . . . . . . . . . .
R ESS BUS*
L−13
BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
4/4.1
A/C 160−379
PAGE
Dec 01/15
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Aircraft Operations Manual
COMMUNICATIONS, PA/INTERPHONE
Description
THIS PAGE INTENTIONALLY LEFT BLANK !
4/4.1
A/C 160−379
PAGE
Dec 01/15
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Aircraft Operations Manual
1.
COMMUNICATIONS, PA/INTERPHONE
Description
GENERAL
2.2
The Passenger Address (PA) and Interphone are
two combined systems, utilizing the same amplifier
unit (PA amplifier) located in the avionics rack.
The PA system provides the passengers with cabin
attendant call buttons which gives a HI chime tone
in the cabin loudspeaker system for attention.
The HI chime tone will also be heard as soon as
”NO SMOKING” or ”SEAT BELT” signs are operated on/off.
For boarding music etc., an entertainment system
can easily be connected to the PA system.
The Interphone system provides communication via
two interphones, between cockpit and cabin crew
and also for giving messages to the passengers.
There are also three lights PA, CALL and EMER,
which together with HI−LOW chime tone, alerts the
cockpit/cabin crews about any calls.
Cockpit/cabin interphone
The similar type of interphones is used in cockpit
and cabin. The handset is provided with noise cancelling microphone. There are three buttonlights on
top of the cradle, PA, CALL and EMER. The upper
half of the buttonlight is lit to identify the function.
The lower half of the buttonlight will come on to indicate the function in use. The amplifiers for the interphone system are located in the cradles. The cabin
interphone is protected against inadvertent use,
therefore the handset must be released before selecting a buttonlight.
2.3
Loudspeakers
There are eleven loudspeakers in the cabin evenly
distributed above the passenger seats and one in
the lavatory area.
The Interphone gives the following communications:
−
−
−
−
Cockpit to passenger.
Cockpit to cabin attendant.
Cabin attendant to cockpit.
Cabin attendant to passenger.
The PA system has the following functions:
−
−
−
−
Cabin attendant call buttons.
NO SMOKING/ SEAT BELT signs.
Loudspeakers for distribution of messages.
Boarding music/entertainment systems.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
PA AMPLIFIER
The PA amplifier basically consists of an amplifier
circuit and a chime generator circuit.
Audio signals from the cockpit and cabin interphones are amplified as well as HI and LOW chime
tones created by the chime generator. HI chime is a
585 Hz tone and LOW chime is a 495 Hz tone. The
PA amplifier also distributes the audio signals out to
the cabin loudspeakers.
The amplifier has two fixed audio levels, one low
level and one increased level for engine/propeller
noise compensation, controlled by engine oil pressure.
A/C 380−up
4/4.1
PAGE
Dec 01/15
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Aircraft Operations Manual
CABIN SIGN PANEL
COMMUNICATIONS, PA/INTERPHONE
Description
PILOTS L/R JACK PANEL
OXY
MASK
EMER
BOOM
CALL/EMER
CALL
PA
BOOM
COCKPIT INTERPHONE
Oxygen mask
Digital
Remote
electric unit
Audio/chime
Cockpit
speakers
CABIN INTERPHONE
PA/CALL/EMER
REU
AUDIO
Cockpit
voice
recorder
CALL/EMER HI/LO chime
CABIN CALL LIGHTS
PA/CALL/EMER
CABIN SIGN PANEL *
SEAT
BELT
ON
NO
SMOKING
PA amplifier
Cabin
speakers
HI chime
OFF
HI chime
Cabin call
Attendant panel
Audio/chime
Lavatory call
Passenger call
buttons
NOTE
* NO SMOKING or
CKPT STERILE if
mod. no. 2070
installed
A34012
Fig. 1 PA/INTERPHONE -- schematic
4/4.1
A/C 380--up
PAGE
Dec 01/15
2
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Aircraft Operations Manual
3.
COMMUNICATIONS, PA/INTERPHONE
Description
CONTROLS AND INDICATORS
A
B
EMER (emergency) light.
Comes on flashing in red together with HI--LOW
chime when cockpit is emergency called by
cabin attendant.
A CABIN SIGN PANEL
CALL light.
Comes on in amber together with HI--LOW
chime when cockpit is called by cabin attendant.
CABIN SIGNS
NO
EMER
SMOKING
SEAT
BELT
ON
CALL
SEAT BELT and NO SMOKING switches
(CKPT STERILE instead of no smoking if
mod. no. 2070 installed) give Hi chime in
cabin whenever cabin signs are switched OFF/
ON or ON/OFF.
OFF
B AUDIO CONTROL PANEL, ACP
NORM / EMER switch.
HOT
XMIT SELECT
MIC
1 COM 2 COM 3
HF
COLD
BOOM
INT
MASK
NORM
EMER
1 NAV 2
VOICE
MKR
1 ADF 2
PA
SPKR
If oxygen mask in use:
If EMER selected, only PA messages can be
given on that side and from the oxygen mask
using the PA button on the pilot’s jack panels.
All other PA/Interphone functions are inoperative.
The other pilot side is not affected.
If oxygen mask not in use:
Use Flight Deck Interphone for PA and cabin
calls.
Cabin PA volume.
Only when PA selected in cockpit or cabin:
Messages given to the passanger from cockpit
crew or cabin attendant can be listened to by
increasing the PA volume.
IDENT
PTT
A14872
Fig. 2 Cabin sign and audio control panel -- controls and lights
4/4.1
A/C 380--up
PAGE
Dec 01/15
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Aircraft Operations Manual
COMMUNICATIONS, PA/INTERPHONE
Description
Interphone calls with headset (with or
without oxygen mask) in use
Calls to cabin:
-- Select a function button (PA, CALL, or
EMER).
-- Press the CAB interphone button and
give message in headset/mask micro-phone.
-- After message, release CAB inter-phone button which also resets the
selected function button.
Calls from cabin:
-- Press the CAB interphone button to
answer message.
-- After message, release the CAB inter-phone button.
NOTE
If oxygen mask is used together with
headset, the BOOM MASK switch on
the ACP must be in MASK position.
A
A FLIGHT DECK INTERPHONE
Interphone calls
Calls to cabin:
-- Lift the handset and select (PA,CALL, or
EMER).
Calls from cabin:
-- Lift the handset and answer message.
Interphone panel
Emergency calls are identified by triple
HI--LOW chimes and the red EMER button on the Interphone panel comes on.
Flight deck calls are identified by single
HI--LOW chime and the green CALL button on the Interphone panel comes on.
Push To Talk button
Only needed for PA calls.
A14854
Fig. 3 Cockpit interphone and PA buttons -- controls
4/4.1
A/C 380--up
PAGE
Dec 01/15
4
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Aircraft Operations Manual
A
COMMUNICATIONS, PA/INTERPHONE
Description
A
A PILOT’S JACK PANEL
PA calls with oxygen mask and use of the
PA button.
Calls to cabin:
-- When oxygen mask interphone button is press-ed, the mask microphone will automatically be
switched to PA for passenger messages.
No other function can be selected.
-- After message, release oxygen mask interphone
button.
Calls from cabin:
-- Press oxygen mask interphone button to answer
message (the passengers will also hear the an-swer over the cabin loudspeakers).
-- After message, release oxygen mask interphone
button.
NOTE
When oxygen mask not in use, the PA button and
oxygen mask is the only way to give PA calls if the
NORM EMER switch on one ACP is in EMER
position. The other pilot side is not affected.
A16558
Fig. 4 PA calls with oxygen mask and using the PA button
4/4.1
A/C 380--up
PAGE
Dec 01/15
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Aircraft Operations Manual
COMMUNICATIONS, PA/INTERPHONE
Description
A
Call buttons
EMG -- Emergency call to flight deck
PA -- Passenger calls
FLT -- Flight deck call
A CABIN INTERPHONE
The phone is protected against inadvertent
use, the handset must be released before use.
EMG calls are identified by triple HI--LOW
chimes.
FLT calls are identified by single HI--LOW
chime.
Push To Talk button
Only needed for PA calls.
A14853
Fig. 5 Cabin interphone -- controls and indicators
4/4.1
A/C 380--up
PAGE
Dec 01/15
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Aircraft Operations Manual
COMMUNICATIONS, PA/INTERPHONE
Description
C/A PANEL
A
A CABIN CALL LIGHTS
PA (green).
CALL (green).
EMERGENCY (red and flashing).
The selected CALL or EMER call light comes
on together with HI--LOW chime when cabin
attendant is called by cockpit crew. PA call light
comes on without chime when cockpit crew
gives message to the passengers.
A16564
Fig. 6 Cabin call light
4/4.1
A/C 380--up
PAGE
Dec 01/15
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Aircraft Operations Manual
4.
COMMUNICATIONS, PA/INTERPHONE
Description
ELECTRICAL POWER SUPPLY
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E--12
PA L
Passenger cabin attendant call . . . . . . . . . . . . . . .
UTILITY BUS
L--25, L--27
CABIN READ L
CABIN READ R
Boarding music (if installed) . . . . . . . . . . . . . . . . . .
R ESS BUS*
L--11
BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
IF TAWS INSTALLED:
PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E--12
PA L
Passenger cabin attendant call . . . . . . . . . . . . . . .
UTILITY BUS
L--25, L--27
CABIN READ L
CABIN READ R
TAWS Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
L--11
AUDIO TAWS
Boarding music (if installed) . . . . . . . . . . . . . . . . . .
R ESS BUS*
L--13
BOARD MUSIC
* Supplied by the R INV BUS if the boarding music is AC powered.
4/4.1
A/C 380--up
PAGE
Dec 01/15
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Aircraft Operations Manual
1.
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is applied to the PA/INTERPHONE system by L BAT switch.
2.
R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is applied to the passengers attendant call buttons by R AVION
switch.
2.2
ANNOUNCEMENT FROM
COCKPIT TO
CABIN
Call button lights
PA
− Select to give passenger messages.
CALL
− Select to call cabin attendant.
EMER
− Select to give emergency call to cabin attendant.
Via cockpit interphone
1.
Button light (cockpit interphone) . . . . . . . . . . . . . . SELECT
− Selected button light comes on.
2.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
3.
Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Wait for answer (CALL/EMER).
− Make announcement.
After message:
4.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− Selected button light goes out indicating the interphone is reset.
Via headset
1.
Button light (cockpit interphone) . . . . . . . . . . . . . . SELECT
− Selected buttonlight comes on.
2.
CABIN interphone button . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Wait for answer (CALL/EMER).
− Make announcement.
(Cont’d)
4/4.2
A/C 160−379
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Apr 01/15
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Aircraft Operations Manual
CONDITIONS
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
NORMAL PROCEDURES
(Cont’d)
After message:
3.
CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
− When released, the interphone will reset which is indicated by selected
button light going out.
Via oxygen mask microphone
1.
Oxygen mask interphone button . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− The mask microphone is automatically switched to PA.
− Make announcement.
After message:
2.
2.3
CALLS FROM
CABIN
Interphone button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Cabin attendant announcements to the passengers is indicated by the PA
button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
Via cockpit interphone
1.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
2.
Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Answer the call.
After message:
3.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected button light goes out indicating the interphone is reset when
the cabin attendant replaces the cabin handset.
Via headset
1.
CABIN interphone button . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Answer the call.
After message:
2.
CABIN interphone button . . . . . . . . . . . . . . . . . . . . RELEASE
− The selected button light goes out indicating the interphone is reset
when the cabin attendant replaces the cabin handset.
(Cont’d)
4/4.2
A/C 160−379
PAGE
Apr 01/15
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Aircraft Operations Manual
CONDITIONS
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
NORMAL PROCEDURES
(Cont’d)
Via oxygen mask microphone
1.
Oxygen mask PA button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Answer the call.
After message:
2.
PA button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes out indicating the interphone
is reset when the cabin attendant replaces the cabin handset.
2.4
ANNOUNCEMENT FROM
CABIN INTERPHONE
CABIN ATTENDANT
Call button lights
PA
− Select to give passenger messages.
CALL
− Select to call cockpit crew.
EMER
− Select to give emergency call to cockpit crew.
1.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
− The interphone is protected against inadvertent use, therefor the handset
must be released before selecting a button light.
2.
Button light (cabin interphone) . . . . . . . . . . . . . . . . . . . . SELECT
− Selected buttonlight comes on.
3.
Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Wait for answer (CALL/EMER).
− Make announcement.
After message:
4.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− Selected buttonlight goes off indicating the interphone is reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
4/4.2
A/C 160−379
PAGE
Apr 01/15
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Aircraft Operations Manual
CONDITIONS
2.5
CALLS FROM
COCKPIT
CABIN ATTENDANT
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
NORMAL PROCEDURES
Cockpit announcement to the passengers are indicated by the PA buttonlight
comes on.
1.
Handset (cabin interphone) . . . . . . . . . . . . . . . . . . . . . . LIFT
2.
Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Answer the call.
After message:
3.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− The selected buttonlight goes off indicating the interphone is reset when
the cockpit handset/interphone button is replaced/reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
3.
ABNORMAL OPERATION
It is recommended that the individual operator develop alternative procedures for normal operation in
case of interphone system failure.
3.1
3.2
CONDITIONS
ABNORMAL PROCEDURES
INTERPHONE
SYSTEM DEAD
ACTION
PASSENGERS
ATTENDANT
CALL BUTTONS DEAD
1.
CB E−12 (PA L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
ACTION
1.
CB L−11 (PA R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
4/4.2
A/C 160−379
PAGE
Apr 01/15
4
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Aircraft Operations Manual
1.
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is applied to the PA/INTERPHONE system by L BAT switch.
2.
R AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is applied to the passengers attendant call buttons by R AVION
switch.
2.2
ANNOUNCEMENT FROM
COCKPIT TO
CABIN
Call button lights
PA
− Select to give passenger messages.
CALL
− Select to call cabin attendant.
EMER
− Select to give emergency call to cabin attendant.
Via cockpit interphone
2.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
3.
Button light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
− Selected button light comes on.
4.
Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Only required for PA calls.
After message:
5.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− Selected button light goes out indicating the interphone is reset.
Via headset (with or without oxygen mask)
2.
Button light (cockpit interphone) . . . . . . . . . . . . . . SELECT
− Selected buttonlight comes on.
3.
CAB (LP or RP) button . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Wait for answer (CALL/EMER) or make announcement.
(Cont’d)
4/4.2
A/C 380−up
PAGE
Apr 01/15
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Aircraft Operations Manual
CONDITIONS
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
NORMAL PROCEDURES
(Cont’d)
After message:
4.
CAB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Selected button light goes out indicating the interphone is reset.
2.3
Cabin attendant announcements to the passengers is indicated by the PA
button light coming on, and can be listened to via the PA volume lever (ACP).
Answer cabin attendant calls:
CALLS FROM
CABIN
Via cockpit interphone
2.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
− Answer the call.
After call:
3.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected button light goes off indicating the interphone is reset when
the cabin attendant replaces the cabin handset.
Via headset (with or without oxygen mask)
2.
CAB (LP or RP) button . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Answer the call.
After message:
3.
CAB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The selected button light goes out indicating the interphone is reset when
the cabin attendant replaces the cabin handset.
2.4
ANNOUNCEMENT FROM
CABIN INTERPHONE
CABIN ATTENDANT
Call button lights
PA
− Select to give passenger messages.
CALL
− Select to call cockpit crew.
EMER
− Select to give emergency call to cockpit crew.
1.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIFT
− The interphone is protected against inadvertent use, therefor the handset
must be released before selecting a button light.
2.
Call button (cabin interphone) . . . . . . . . . . . . . . . . . . . . SELECT
− Selected button light comes on.
(Cont’d)
4/4.2
A/C 380−up
PAGE
Apr 01/15
2
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Aircraft Operations Manual
CONDITIONS
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
NORMAL PROCEDURES
(Cont’d)
3.
Handset talk button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Make announcement.
After message:
4.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
− Selected buttonlight goes off indicating the interphone is reset.
2.5
Cockpit announcement to the passengers are indicated by the PA buttonlight
comes on.
CALLS FROM
COCKPIT
1.
Handset (cabin interphone) . . . . . . . . . . . . . . . . . . . . . . LIFT
2.
Handset talk switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Answer the call.
After message:
3.
Handset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPLACE
The selected buttonlight goes out indicating the interphone system is reset
first when the cockpit handset/interphone button is replaced/reset.
NOTE
When calling the cockpit:
If the pilots are using oxygen masks, the answer will come over the cabin
loudspeakers (PA).
4/4.2
A/C 380−up
PAGE
Apr 01/15
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Aircraft Operations Manual
3.
COMMUNICATIONS, PA/CABIN INTERPHONE
Operation
ABNORMAL OPERATION
It is recommended that the individual operator develop alternative procedures for normal operation in
case of interphone system failure.
3.1
CONDITIONS
ABNORMAL PROCEDURES
INTERPHONE
SYSTEM DEAD
ACTION
CABIN ATTENDANT
1.
CB E−12 (PA L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
4/4.2
A/C 380−up
PAGE
Apr 01/15
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Aircraft Operations Manual
1.
GENERAL
ACARS is an abbreviation for ARINC communication and reporting system. The system is designed
to reduce the requirement of voice communications
by reporting automatically the arrival and departure
times of the aircraft and other operational flight
data. The system uses an assigned VHF airborne
frequency to transmit and receive data from a
ground station that is similarly equipped.
The system provides current up−to−date information to the aircrew without increasing the workload
of voice communication systems. The ACARS allows the aircrew to send information such as departure time, arrival time, fuel status, and flight delay
information to the airline command center. In essence, the ACARS system provides an information
service to the aircrew and the airline command
while still maintaining a manageable workload for
the aircrew. Other benefits of ACARS include
ground monitoring of aircraft engines and other parameters, more efficient exchange of information
concerning arrival and connecting flights, reduction
of multiple frequency changes in the aircraft, and a
more reliable aircraft selective calling system.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
ACARS system
COMMUNICATIONS, ACARS
Description
2.3
Control display panel
The Control display panel provides the aircrew interface with ACARS. The touch sensitive display
screen provides Keypads, Alphabetic and Numeric
Keyboards to allow entering of the text portions of
the departure/arrival reports, ETA reports, company
messages etc. The display screen is covered with
an infrared touch−matrix for data input. The touch is
detected as a breach in the infrared matrix and is
activated until the breach (finger, pen etc.) is no
longer present.
The infrared touch technology always permits operation even in direct sunlight and at all touch
angles.
The display supplies both bit mapped graphics and
text with a text range from 14 lines with 24 columns,
to 24 lines with 40 columns.
2.4
Printer
The printer provides a hard copy printout of data,
collected by the Management unit. Data that will be
printed includes upbrushed printer messages and
data entered into the Control display panel not
queued for transmission. Upbrushed messages
could include weather reports, dispatch information
etc.
The ACARS system consists of an airborne subsystem and a ground station network. The airborne
ACARS consists of a Management unit, Control
display panel, VHF com transceiver and a VHF antenna. The ground station network consists of a
VHF com ground station controlled by a central processing computer, and a switching network connected to individual airline computer systems, see
Fig. 2.
2.2
Management unit
The Management unit contains the circuits required
to control sampling of data from aircraft systems
and sensors through the FDAU. The Management
unit receives the ground−to−air digital messages
from the VHF com transceiver and controls the
transmission of air−to−ground messages through
the VHF com transceiver, see Fig. 1.
4/5.1
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2.5
COMMUNICATIONS, ACARS
Description
ACARS ground facilities
The ACARS ground stations consist of an ARINC
central computer, a switching network system and
a VHF com radio station. Individual Airline computer
systems are commuting with the ARINC central
computer through the switching network. Fig. 2.

ACARS
MANAGEMENT

UNIT
CONTROL
DISPLAY
PANEL


PRINTER


Fig. 1
The ARINC Electronics Switching Systems (ESS)
network provides VHF radio coverage to enroute
aircraft and terminal coverage at more than 150
airports in North America. The network covers all of
the United States, some US possessions, and portions of Mexico and Canada.
VHF
TRANSCEIVER


FDAU


AIRCRAFT
SYSTEMS
AND
SENSORS
ACARS system schematic
4/5.1
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Aircraft Operations Manual
COMMUNICATIONS, ACARS
Description
VHF COM
CONTROL
DISPLAY
MANAGEMENT
UNIT
ARINC
VHF RADIO
SITE
AIRLINE COMPUTER
AIRLINE COMPUTER
AIRLINE COMPUTER
ARINC
VHF RADIO
SITE
ESS
NETWORK
GROUN
D
STATION
WIRE LINE
A9870
ARINC
CENTRAL COMPUTER
Fig. 2
ACARS ground network
GROUN
D
STATION
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3.
COMMUNICATIONS, ACARS
Description
CONTROLS AND INDICATORS
A
A ACARS CONTROL DISPLAY PANEL
Ambient Light sensor.
Collins
D
A
T
A
L
I
N
K
Touch sensitive display.
A9866
Fig. 3
ACARS control display panel − controls
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Aircraft Operations Manual
COMMUNICATIONS, ACARS
Description
Menu page keypads
Collins
D
A
T
A
L
I
N
K
Label
Function Performed
RTN
Displays subsystem display page.
BRT
Displays brightness control page.
DIAG
Displays MIDU location page which
shows pgm pin status.
Select / User Function page keypads 1/2
Label
Collins
D
A
T
A
Function Performed
MENU Displays MIDU MENU page.
L
I
N
K

Up arrow (not operational)

Down arrow (not operational)
CLR
Clears last operation/ Clears last
entry.
ALPH Displays alphabetic keyboard page.
NUM
Displays numeric keyboard page.
Collins
D
A
T
A
Select / User Function page keypads 2/2
Label
L
I
N
K
Function Performed
Same as above.
A9867
Fig. 4
Menu and Index pages − keypads
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COMMUNICATIONS, ACARS
Description
Alphabetic keyboard
Label
Collins
D
A
T
A
Function Performed
MENU Displays MIDU MENU page.
L
I
N
K
RTN
Displays subsystem page.
CLR
Clears last operation/Clears last
character.
CLR LINE Clears scratch pad of last
message/text entry.
NUM
Displays numeric keyboard page.
TEMPERATURE KEYS
NAVIGATIONAL KEYS
NUMERIC KEYS
Collins
D
A
T
A
MISCELLANEOUS &
SPECIAL KEYS
L
I
N
K
Numeric keyboard
Label
Function Performed
MENU Displays MIDU MENU page.
A9868
RTN
Displays subsystem page.
CLR
Clears last operation/Clears last
character.
CLR LINE Clears scratch pad of last
message/text entry.
ALPH Displays alphabetic keyboard page.
Fig. 5
Alphabetic and Numeric pages − keyboard
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COMMUNICATIONS, ACARS
Description
SELF TEST button.
Starts the self test and will print a test pattern
as long as the button is depressed.
PPR ADV paper advance button.
Depress for paper advance. The paper will
advance as long as the button is depressed.
A
PWR ON light (green).
Indicates when printer is under power (115
VAC).
A PRINTER
ALERT RESET button.
Press button to reset the PTR BUSY alert.
PTR BUSY light (amber).
The printer busy light comes on when the
printer receives the first text character and
goes out when paper has advanced move
than three lines. Light start to flash after that
PPR ADV has been used and must then be
reset with ALERT RESET button.
Paper cut edge
Paper magazine latch
knob
Printer open for paper replacement
(sideview).
A9869
Fig. 6
Printer − controls and indicators
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4.
COMMUNICATIONS, ACARS
Description
ELECTRICAL POWER SUPPLY
Normal power
VHF COM 3 . . . . . . . . . . . . . . . . . . . R MAIN BUS
L−14
VHF COM3
ACARS . . . . . . . . . . . . . . . . . . . . . . . R INV BUS 115 VAC
N−18
ACARS PWR
N−19
ACARS BACK UP
Back−up power
ACARS . . . . . . . . . . . . . . . . . . . . . . . R HOT BAT BUS
With Mod No 2544 installed, the power supply for ACARS COM3 and Inverter is changed.
The VHF COM3 power supply is changed to R BAT BUS. The Inverter power supply is changed to
L and R BAT BUS respectively
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1.
COMMUNICATIONS, ACARS
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
1.
INVERTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− ACARS will be powered with one generator on Line or with external power
available.
− During engine start, ACARS is power supplied from R HOT BAT BUS to
assure the engine trend monitoring.
NOTE
With Mod No 2544 installed, the power supply for ACARS COM3 and
Inverter is changed so that the ACARS can be used on battery power.
PRINTER SELF
TEST
1.
2.3
CONTROL
DISPLAY
PANEL
Keep the display area clean form foreign objects which otherwise could cause
inadvertent keying.
2.4
PRINTER;
MESSAGE
TRANSFER
BREAKS
A time-out of 1.7 minutes starts when a break occurs in a transmitted message
from the MU to the printer. The printer transmits the status condition ”Printer
Ready” and prints ”Message incomplete” if the transmitted message does not
resume within 1.7 minutes.
2.5
ACARS
OPERATION
For ACARS operation instruction see COLLINS INSTRUCTION/PILOTs GUIDE.
2.2
SELF TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− A test pattern will be printed as long as the button is depressed.
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3.
ABNORMAL OPERATION
ABNORMAL PROCEDURES
CONDITIONS
3.1
COMMUNICATIONS, ACARS
Operation
ACARS FAILURE (POWER
SUPPLY)
INDICATIONS
ACARS display control panel is black and PWR ON light on the printer is extinguished.
ACTIONS
1.
CB N−18 (ACARS PWR) . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
CB N−19 (ACARS BACK UP) . . . . . . . . . . . . . . . . . . . . CHECK/RESET
3.
INVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/SELECT
THE OTHER.
4.
End of procedure.
Also see COLLINS INSTRUCTIONS/PILOT’s GUIDE.
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1.
GENERAL
The Bendix/King KTR 909B UHF communication
system is a two−way voice communication system.
It is amplitude modulated in the 225.000 to 399.975
MHz frequency range with 25 kHz frequency spacing.
System utilization is through the Audio Integrating
System.
2.
MAIN COMPONENT AND SUBSYSTEMS
2.1
UHF Transceiver
The UHF transceiver is located in the Avionics
Rack.
It contains two receivers with the second receiver
fixed at the internationally recognized 243.000 MHz
emergency frequency. The transceiver allows continuos monitoring of that frequency while simultaneously receiving on the tuneable main receiver.
The operating frequency may be set manually or by
a preprogrammed channel.
2.2
UHF control unit
The UHF control unit is located in the center pedestal in the cockpit. It provides channel, frequency and
mode selections. The transceiver power ON/OFF is
also controlled by the control unit.
COMMUNICATIONS, UHF COM
Description
2.3
Antenna
The transmitting and receiving is through a combined VHF/UHF antenna mounted on the bottom of
the aircraft.
Antenna
Audio Integrating System
UHF COM
Transceiver
Digital Flight Data Recorder
Cockpit Voice Recorder
Selected
frequency
Control
Unit
Fig. 1
UHF COM − schematic
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3.
COMMUNICATIONS, UHF COM
Description
CONTROLS AND INDICATORS
A
Transmit annunciation.
Receive Mode annunciation.
MN − Displayed when the MAIN or
the BOTH mode is selected
as receive mode.
GD − Displayed when the BOTH
mode is selected as
receive mode.
A UHF COM CONTROL UNIT
BENDIX/KING
TX
MN
GD
Channel number display.
Photocell.
M
O
D
E
Frequency display.
UHF
VOL
OFF
PUSH
TEST
CHAN
ON/OFF/VOL/TEST knob.
ON/OFF − Selects tranceiver and
controlunit ON/OFF.
VOL
− Volume control. This
function can also be
operated from the ACP.
TEST
− When momentarily
pressed, alternately
disables and enables
the squelch.
Receive Mode select.
Each momentary press cycles
through the following modes:
MAIN − Allows transmitting and
receiving on the selected
frequency. The guard
receiver is not active.
BOTH − Same as MAIN exept that
guard receiver is active.
Frequency/Channel select.
PUSH TONE button.
Press and hold this button to activate
a 1 kHz tone transmitter test.
CHAN button.
When pressed momentarily, selections
between preset channel mode or
manually selected frequency mode is
provided.
When pressed and held, the programming mode for channels is activated.
A28637
Fig. 2
UHF COM − controls
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COMMUNICATIONS, UHF COM
Description
A/P
D
I
S
C
A
CONTROL WHEEL
PTT
PTT BUTTON
C
B
A
B
B
C
HAND MICROPHONE
C AUDIO CONTROL PANEL, ACP
HOT
XMIT SELECT
MIC
1 COM 2 COM 3
HF
COLD
BOOM
INT
MASK
NORM
EMER
1 NAV 2
VOICE
MKR
1 ADF 2
PA
SPKR
UHF XMIT SELECT button.
UHF Volume control lever.
IDENT
PTT
PTT button.
− Press To Transmit.
A28635
Fig. 3
UHF COM − controls
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4.
COMMUNICATIONS, UHF COM
Description
ELECTRICAL POWER SUPPLY
UHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RH AVIONIC BUS
L−14
UHF
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1.
COMMUNICATIONS, UHF COM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
1.
R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is supplied to the UHF by setting R AVION switch ON.
2.
UHF volume lever (COM 3 on ACP) . . . . . . . . . . . . . . . SET
− Set volume lever to approximately middle position.
3.
UHF volume knob (Control unit) . . . . . . . . . . . . . . . . . . ROTATE
− Rotating the volume knob clockwise out of the OFF detent position applies
power to the UHF.
− Received audio volume is controlled by rotating the
knob clockwise to increase the volume and
counter clockwise to decrease the volume.
2.2
2.3
UHF COM
SYSTEM TEST
SQUELCH
TEST
1.
PUSH TONE button (COM control unit) . . . . . . . . . . . . PRESS AND HOLD
− Pressing this button modulates the signal with a 1 KHz tone. This verifies
the operation of the transmitter and the audio system (this feature is disabled in the BOTH mode).
2.
PUSH TONE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
1.
MODE button (COM control unit) . . . . . . . . . . . . . . . . . PRESS
− Press and release the MODE button until the unit is in MAIN mode of operation (indicated by the MN annunciator being illuminated).
2.
Volume knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Press and release the volume knob to remove automatic squelch. To place
the radio back in automatic squelch, momentarily press the volume knob.
2.4
MODE
SELECTION
1.
MODE button (COM control unit) . . . . . . . . . . . . . . . . . PRESS
− Press and release the MODE button until the unit is in desired receiver
mode.
(Cont’d)
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CONDITIONS
COMMUNICATIONS, UHF COM
Operation
NORMAL PROCEDURES
(Cont’d)
NOTE
When the receiver is in the BOTH mode, the Guard (GD) and Main (MN) annunciators come on.
If the guard channel is selected in preset mode or the guard frequency is selected in manual mode, it is not possible to select the BOTH mode.
2.5
PRESET OR
GUARD CHANNEL PROGRAMMING
The control unit allows programming of up to 20 channels
1.
CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Press and hold (about two seconds) the CHAN button until the top display
line contains either the letter “P” followed by the channel number, or “GdP”
for the Guard channel.
2.
Channel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN
− Use the channel selector knobs to change the channel number.
3.
MODE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the MODE button until the frequency display begins to
flash.
4.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Rotate the frequency selector knobs to select the desired receive/transmit
frequency (see 2.6). The display now indicates the desired receive/transmit frequency.
Different transmit and receive frequencies (Semi−Duplex) may be programmed into every channel except the Guard channel. If the semi−duplex
operation is not desired, then the procedure is completed by momentarily
pressing the CHAN button or waiting 20 seconds.
If semi−duplex operation is desired, then perform the following steps:
5.
PUSH TONE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS.
− Momentarily press the PUSH TONE button to designate the displayed frequency as the transmit frequency.
6.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Rotate the frequency selector knobs to select the desired receive frequency. The display now indicates the desired receive frequency.
To program another channel, momentarily press the CHAN button until the
top display is flashing. Rotate the knobs to select the desired channel number.
(Cont’d)
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CONDITIONS
COMMUNICATIONS, UHF COM
Operation
NORMAL PROCEDURES
(Cont’d)
7.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button to exit the program mode (or wait for
20 seconds).
2.6
REMOVING
1.
PRESET CHANNELS
2.
CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− Press and hold (about two seconds) the CHAN button until the top display
line contains either the letter “P” followed by the channel number, or “GdP”
for the Guard channel.
Channel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN
− Use the channel selector knobs to change the channel number.
3.
MODE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the MODE button until the frequency display begins to
flash.
4.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Rotate the frequency selector knobs to change the MHz portion of the frequency to 225 or 399. Decrement one step from 225 or increment one step
from 399 and the display will show dashes in the frequency display.
5.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button to remove the channel as a preset and
exit the program mode.
NOTE
Selecting a new channel number will also remove the channel as a preset.
2.7
PRESET
CHANNEL SELECTION
The CHAN button is used to toggle the radio between manual and preset
channel selection. To select a preset or guard frequency:
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button until the channel number display (top
line) displays either “CH” followed by a number or “Gd”.
2.
Channel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN
− Turn either knob to cycle through the available channels. Only programmed channels will be displayed. The Guard channel is located between the highest and lowest numbered programmed frequencies.
4/6.2
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2.8
COMMUNICATIONS, UHF COM
Operation
CONDITIONS
NORMAL PROCEDURES
MANUAL
FREQUENCY
SELECTION
The CHAN button is used to toggle the radio between manual and preset
channel selection. When a frequency is selected manually, semi−duplex operation is not available. To enter a frequency manually:
1.
CHAN button (COM control unit) . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press the CHAN button until the channel number display (top
line) goes blank.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Rotate the small frequency selector knob to change the frequency in 25
KHz steps.
− Rotate the large frequency selector knob to change the frequency in 1 MHz
steps.
2.9
COMMUNICATIONS
Receiving
1.
UHF (COM 3) volume lever (ACP) . . . . . . . . . . . . . . . . ADJUST
− Use headsets or hand microphones and loudspeakers
2.
Squelch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
Volume knob (COM control unit)
. . . . . . . . . . . . . . . . . READJUST
Transmitting
1.
XMIT SELECT − COM 3 . . . . . . . . . . . . . . . . . . . . . . . . . SELECT.
− Check button to be illuminating.
2.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Check a TX to appear right of active frequency.
If both the guard and main receivers are active, the transmitter will operate on
the main receiver frequency. To transmit on the guard channel, it must be selected first.
CAUTION
Do not transmit for more than 90 seconds. If the transmitter is active for more
than 90 seconds, a transmit timeout error occurs.
4/6.2
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3.
3.1
3.2
COMMUNICATIONS, UHF COM
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
LOSS OF COMMUNICATION
ACTIONS
1.
SQUELCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
2.
Channel/Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETUNE.
3.
PTT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
4.
ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
5.
Headsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
6.
End of procedure.
UHF DEAD
ACTIONS
1.
CBs L−14 (UHF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
3.3
TRANSMIT
TIMEOUT
If the transmitter is active for more than 90 seconds, a transmit timeout error
occurs. This is indicated by the flashing of every illuminated segment of the
display.
The transmitter will go inactive until the fault is found or an interruption in the
DC power supply occurs. In most cases, this is caused by the microphone
PTT button being stuck or a transmission in excess of 90 seconds.
3.4
FAULT
REPORTING
ACTIONS
1.
CHAN and MODE buttons . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− When the CHAN and MODE buttons are simultaneously pressed and held,
the display shows software version and revision along with any currently
present faults.
(Cont’d)
4/6.2
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CONDITIONS
COMMUNICATIONS, UHF COM
Operation
ABNORMAL PROCEDURES
(Cont’d)
2.
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− The fault display shall be shown on the right side of the bottom row of the
display. It shall be made up of the alphabetic character “F” and a number as
shown below:
CODE
FAULT
0
None
1
Internal processor communications error
2
Non violate memory error
4
Synthesizer lock error
8
Not used
3.
End of procedure.
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ELECTRICAL
CONTENTS
Electrical
5.0
5.1
5.2
Highlight
Description
Operation
− not applicable
5
−CONTENTS
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ELECTRICAL
THIS PAGE INTENTIONALLY LEFT BLANK !
5
−CONTENTS
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Aircraft Operations Manual
1.
GENERAL
The electrical power system is divided into four separate parts, namely:
− A 28 V DC system, powered either from two engine driven generators, from two batteries or
from an external power source, Fig. 1−Fig. 8.
This system is split in a left and a right system,
each with one generator and one battery.
− An emergency power system, powered from the
ordinary DC system or from an emergency power
battery, Fig. 1−Fig. 8.
− A frequency controlled 115/26 V AC 400 Hz system, powered from the DC system through a
main or a standby (26V AC only) inverter,
Fig. 1−Fig. 8.
− A “wild” frequency AC system, powered from two
engine−driven generators and used for ice
protection only, Fig. 10.
Distribution of DC power is effected through a left
and right power distribution unit to the respective
GEN BUS, MAIN BUS, BAT BUS, AVIONIC BUS,
ESS BUS, MAIN START BUS and AVIONIC
START BUS. In addition, the ESS AVIONIC BUS,
EMERGENCY BUS and EMER AVION BUS are
connected to the left power system while a UTILITY
BUS is connected to the right power system. There
is also a HOT BAT BUS connected to each battery.
The left and right power systems are tied together
by a bus tie relay thereby enabling a single battery
or generator to supply both power systems.
The emergency power system consists of the previously mentioned EMERGENCY BUS and EMER
AVION BUS. These buses are, in addition to the
normal power supply, supplied from an emergency
battery for a limited time as a last power resource.
The AC system consists of a L and R INV BUS
115V AC plus a L and R INV BUS 26 V AC. The AC
buses are normally powered through the main inverter from the L MAIN BUS. The L and R INV BUS
26V AC may also be powered through the standby
inverter from the R MAIN BUS.
“Wild” frequency AC, used for ice protection only, is
supplied from two generators, driven by the respective propeller gearbox, to the L and R GEN BUS
115V AC. Either AC generator can supply both
ELECTRICAL
Description
buses through the use of a load transfer relay. Each
engine air intake anti−icing is supplied from respective AC generator.
Control and monitoring of the electrical system is
performed from the overhead panel.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
DC Starter Generator
Normal power supply is from the two 400 ampere,
combined starter/generators located one on each
engine accessory gearbox. They deliver 28 V DC to
the respective:
− GEN BUS and BAT BUS via the generator relay.
− MAIN BUS via the generator and main bus relays.
At engine start, a speed switch in the starter/generator senses the RPM for the GCU which controls
the disengagement of the start cycle.
The generator drive shaft has a shear point which
will separate the generator drive shaft from the accessory drive gear in case of high mechanical overloading.
On the ground the starter/generator is cooled by an
integral fan and when airborne ram air is used for
cooling.
A thermoswitch will cause a GEN OV TEMP light in
the overhead panel to come on if a generator is
overheated (150C).
The operation of the starter/generator is controlled
by the respective generator control unit (GCU).
2.2
DC Generator Control Unit (GCU)
Two separate but identical GCU’s are provided for
the two generators. A GCU furnishes its associated
generator with field excitation and voltage regulation
for control and protection of the DC system against
faults in the generation system. The GCU also controls the engine start cycle and disengages the
start/generator at 55% Ng.
If a generator parameter is not correct, the GCU
de−energizes the generator by opening the field
relay, and disconnects the generator from the GEN
BUS by opening the generator relay.
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Aircraft Operations Manual
In case of fire handle is pulled, the corresponding
generator is de−energized by its GCU and disconnected from the GEN BUS.
After any fault causing a GCU to isolate the affected generator, the field relay can be reset by
cycling the respective GEN switch in RESET position.
NOTE
Applicable without mod 2533 installed.
The GCU can not detect DC generator voltage
low (generator not charging) and subsequently
not disconnect a non−charging generator. Also
see Abnormal Procedures DC voltage low.
NOTE
Applicable with mod 2533 installed.
The GCU will detect DC generator voltage
low situation and subsequently disconnect a non−
charging generator.
2.3
External power
An external power receptacle on the right hand aft
fuselage wing fairing, allows the aircraft to be supplied on ground with 28 V DC power from a ground
power unit.
A status light on the overhead panel indicates when
external power is available.
2.4
Batteries
There are two 24 V/43 ampere−hours nickel−cadmium batteries which are installed in the left and
right wing fairings.
With battery power only, each battery supplies power to its respective HOT BAT BUS and BAT BUS
via GEN BUS. A number of other buses are then
powered from the BAT BUS, see Fig. 2.
When using the batteries for engine start, they will
be connected in series with the Series/Parallel relay
and thereby supplying 48 V DC to the starter/generator.
Two thermal switches are installed on each battery
to provide overheat protection. The first thermal
switch closes at 57C so that a NO BAT START
light on the overhead panel comes on, indicating
that the batteries should not be used for engine
starting. A second thermal switch closes at a tem-
ELECTRICAL
Description
perature of 71C, thereby disconnecting the battery
from its GEN BUS and the START BUS, indicated
by a BAT HOT light on the overhead panel. In an
emergency situation the 71C thermal switch can
be overridden by setting the battery switch to
OVRD position to assure battery supply to the GEN
BUS.
One thermal sensor is located on each battery to
measure the battery temperature, which is shown
on the temperature indicator on the overhead panel.
The indicator is shared with the fuel temperature
indication by means of a selector switch.
To improve ventilation on ground, a fan is installed
in each battery compartment. The fan is controlled
by the nose landing gear locked down switch when
airborne ram air is used for ventilation.
2.5
Power Distribution Unit (PDU)
A left and a right power distribution unit controls all
primary switching of the different power sources
which might be connected to the aircraft buses. The
following relays are installed in the distribution units:
L/R Generator Relay (GR)
When the generator relay is closed, the starter/generator powers the GEN BUS. The following conditions must be met for the generator relay to close:
− External power relay open.
− Engine start completed.
− Generator field current reset.
External Power Overvoltage Relay (right PDU)
An overvoltage protection relay will open the external power relay or not allow it to close if external
power voltage should exceed 31 volt.
External Power Relay (EPR) (right PDU)
When the external power relay is closed, the external power unit powers the DC buses via the START
BUS.
The L GEN BUS is powered via the de−energized
series/parallel relay and the R GEN BUS via the
closed bus tie relay.
The following condition must be met for the external
power relay to close:
− EXT PWR switch on overhead panel in ON position.
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Aircraft Operations Manual
ELECTRICAL
Description
− External power available.
− External power overvoltage relay not energized.
The batteries will be charged from respective GEN
BUS when at least one generator is on line.
The EXT PWR switch is provided with an electromagnetic hold function which will hold the switch
lever in ON position when external power is
switched ON. The EXT PWR switch will also automatically be de−energized and retarded to OFF
position if the external power voltage drops below
approximately 10 V. The EXT PWR relay de−energizes and the batteries will be connected if the
BAT−switches are ON.
L/R Start Relay
Applicable to a/c without Mod. 2617
During the first part of the engine start sequence
while the start switch is held in start position, the
EXT PWR switch will retard to OFF if the external
power voltage should drop below approximately 7V.
The start sequence will continue on batteries. During the remaining part of the start sequence when
the start switch is released, the drop out voltage is
approximately 10 V. If now dropping below that value the start sequence will be interrupted.
Applicable to a/c with Mod. 2617
If EXT PWR should drop off line while the Start
Switch is being held in the START position or anytime during a start−up, there will be loss of electrical
power. The only busses that will be powered are LH
and RH Hot Battery Busses and Emergency Battery
Bus until the Start Switch is released (during motoring or motoring start) or the Condition Lever is
moved to Fuel Off (during a start−up).
L/R Battery Relay
When the battery relays are closed, the left battery
is connected to the START BUS and the right battery is connected to the R GEN BUS.
The following conditions must be met for a battery
relay to close:
− L/R BAT switch on overhead panel in ON position.
− EXT PWR switch off.
− Battery temperature below 71C
or
− Battery switch in OVRD positions (for emergency
use only).
When the start relay is closed, the starter/generator
receives power from the START BUS.
During a battery start, the start relay is controlled by
the series/parallel relay connecting the two batteries
in series.
The start relay closes when the start switch is in ON
position. The relay has a hold function and will remain closed when the start switch is released. The
relay will open at 55% Ng controlled by the GCU.
Series/Parallel Relay
When the series/parallel relay is in de−energized
position, the START BUS is connected to the L
GEN BUS. When energized, the L GEN BUS is
separated from the START BUS.
This relay is slaved to the battery bus relay and is
energized during a battery engine start which will
connect the batteries in series giving 48 V for start.
L HOT BAT BUS Relay
When the HOT BAT BUS relay is de−energized, it
connects the left battery to the L HOT BAT BUS.
This relay is energized during engine battery start,
and connects the L HOT BAT BUS to the R GEN
BUS (right battery).
Bus Tie Relay (left PDU)
When the bus tie relay is closed, it connects the two
generator buses. This is done for three reasons:
− To supply both L and R GEN BUS when external
power is on.
− To enable power supply to both L and R GEN
BUS from only one generator.,
− To connect the two main batteries.
The bus tie relay function is controlled by a BUS
TIE switch and monitored by a BUS TIE CONN
light, both located on the overhead panel.
The bus tie relay is closed when the BUS TIE
switch is in CONN position or in AUTO position with
one or both generators failed or with only batteries
ON. It is open if the BUS TIE switch is in SPLIT
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Aircraft Operations Manual
position or in AUTO position with both generators
on line.
L/R MAIN START BUS relay
When a MAIN START BUS relay is closed, it connects the MAIN START BUS to its BAT BUS.
To close a MAIN START BUS relay, the respective
generator relay or the external power relay must be
closed.
L/R MAIN BUS relay
When a MAIN BUS relay is closed, it connects the
MAIN BUS to the GEN BUS.
To close a MAIN BUS relay the following conditions
must be met:
− The corresponding BAT BUS powered.
− The corresponding MAIN START BUS relay
closed.
− No engine starting in progress.
Overcurrent relay
To protect the main distribution system in case of a
short circuit, there is a bus tie overcurrent relay
installed.
Should the current over the relay exceed 800 ampere the overcurrent relay trips, causing the bus tie
relay to open.
Manual reset of the overcurrent relay can be done
by the RESET BUS TIE pushbutton (K−1) on the
forward part of left pilot’s circuit breaker panel.
Automatic override of the bus tie overcurrent
protection is performed during an engine start.
2.6
DC Buses
ELECTRICAL
Description
RCCB will close and supply power to the UTILITY
BUS provided both generators are on line or external power is switched on.
The respective BAT BUS supplies the L/R MAIN
START BUS via its main start bus relay and L/R
ESS BUS via its ESS BUS relay. The ESS BUS
relays are open during engine start.
The L/R MAIN START BUS supplies its respective
AVIONIC START BUS when the L/R AVION switch
is ON.
When the ESS AVION switch is ON the ESS
AVIONIC BUS is supplied from the L ESS BUS and
the EMER AVIONIC BUS from the EMERGENCY
BUS.
2.7
Emergency power supply
Emergency power is supplied by the emergency
power supply unit which contains the emergency
battery and a battery heater. The battery is a 24 V/5
ampere−hours lead−acid battery. The battery heater
will be activated automatically in cold temperatures.
The heater warms up the battery for best battery
efficiency.
When the L BAT BUS is powered from generator or
external power, the emergency battery is charged
from this bus. The emergency battery begins to
supply power to the EMERGENCY BUS when the L
BAT BUS voltage goes below 24 V.
If the emergency battery voltage drops below 24 V,
the EMER PWR light on the overhead panel comes
on. This light also comes on if the EMERGENCY
BUS is not powered, provide the warning electronic
unit (WEU) is powered.
Remote Controlled Circuit Breakers (RCCB) are
used to switch high current and are controlled either
by a switch or by an electric bus via a small current
CB. The RCCB will open for an overcurrent. The
respective GEN BUS supplies power to its respective BAT BUS and to respective MAIN BUS via the
MAIN BUS relay. The respective MAIN BUS supplies its AVIONIC BUS visa a RCCB. The RCCB
will close when respective AVIONIC switch is set to
ON provided the respective MAIN BUS is powered.
2.8
DC/AC inverter system
The R MAIN BUS also supplies the UTILITY BUS
via a RCCB. If the R MAIN BUS is powered the
If the DC supply from the L MAIN BUS to the main
inverter is interrupted, or the main inverter fails, the
Applicable with a main and a standby inverter
installed
There are two 400 Hz inverters, one main inverter
and one standby inverter. With the MAIN INV 115V
26V switch in ON and the 26V inverter switch in
MAIN INV, the main inverter supplies power to:
− L and R INV BUS 115V AC
− L and R INV BUS 26V AC
5.1
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Aircraft Operations Manual
MAIN INV light on the overhead panel comes on. In
this case, the standby inverter can be selected by
placing the 26V inverter switch to STBY INV. The
standby inverter will then supply the L and R INV
BUS 26V AC from the R MAIN BUS. The L and R
INV BUS 115V AC will however remain powerless.
Applicable with two main inverters installed
The a/c is provided with two main inverters 115
V/26 V 400 Hz.
By selecting INVERTER 1 or 2, anyone of the two
inverters will supply power to:
− L and R INV BUS 115 V AC;
− L and R INV BUS 26 V AC.
If the DC supply to the selected operation inverter is
interrupted or if the inverter fails, the INVERTER
light on the overhead panel comes on. In this case
select the other inverter.
With Mod No 2544 installed (power supply changed
for ACARS COM3 and the inverters). The power
supply for the inverters are changed from L and R
MAIN BUS to L and R BAT BUS. The selected inverter might trip during engine battery start due to
battery voltage drop and must be reset after engine
start if tripped.
2.9
ELECTRICAL
Description
variable between 460 to 600 Hz due to variations in
propeller rpm. There is one AC generator installed
on each propeller gearbox and it is cooled by ram
air during flight and by an integral fan on the
ground.
The generator drive shaft has a shear point which
will separate the generator drive shaft from the accessory drive gear in case of high mechanical overloading.
Each generator is connected to the respective L/R
AC GEN BUS through an AC generator relay and
controlled by a control unit. The control unit regulates the voltage to 115V and also provides fault
protection.
Either of the two generator relays automatically ties
the two generator busses together when one generator is inoperative, or manually by means of the L/R
AC GEN switches on the overhead panel.
If a generator fails or disconnects from the L/R AC
GEN BUS due to too low propeller rpm, it’s AC
GEN light on the overhead panel comes on. The
generator automatically resets when the propeller
rpm increases again and the AC GEN light goes
out.
Wild frequency AC system (Fig. 10)
The wild frequency 115V AC system is for ice
protection only. ”Wild” is because the frequency is
5.1
PAGE
Jun 01/17
5
Fig. 1
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
L HOT
BAT BUS
L HOT BAT
BUS relay
− ALL switches OFF.
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R MAIN
BUS relay
R start
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R generator
relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
A31859
Electrical power DC system − schematic
5.1
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6
Fig. 2
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
L HOT
BAT BUS
L HOT BAT
BUS relay
− L and R BAT switches ON.
− ESS AVION switch ON.
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
R MAIN START
BUS relay
R MAI
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
A31860
Electrical power DC system − schematic
5.1
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7
Fig. 3
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
L HOT
BAT BUS
L HOT BAT
BUS relay
− EXT PWR switch ON.
− ESS, L and R AVION switches ON.
− L and R BAT switches OFF.
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
A31861
Electrical power DC system − schematic
5.1
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8
Fig. 4
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
L HOT
BAT BUS
L HOT BAT
BUS relay
− Both generators on line.
− All switches ON (EXT PWR OFF).
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
A31862
Electrical power DC system − schematic
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Fig. 5
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
L HOT
BAT BUS
L HOT BAT
BUS relay
− One generator on line.
− All switches ON (EXT PWR OFF).
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
A31863
Electrical power DC system − schematic
5.1
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10
Fig. 6
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
L HOT
BAT BUS
L HOT BAT
BUS relay
− Engine start on batteries.
− ESS AVION switch ON.
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
A31864
Electrical power DC system − schematic
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11
Fig. 7
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
A31865
Electrical power DC system − schematic
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12
L HOT
BAT BUS
L HOT BAT
BUS relay
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
− Engine start on external power.
− L and R BAT switch ON.
− ESS AVION switch ON.
Series/parallel
relay
Bus tie
relay
Left power distrubution unit
Emer. battery
R BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
L BAT
switch
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
Fig. 8
L MAIN
BUS
Starter/generator
field control and
fault detection
Start relay
control
Gen relay
control
Left generator
control unit (GCU)
L AVION
BUS relay
(RCCB)
L AVIONIC
BUS
A31866
Electrical power DC system − schematic
5.1
PAGE
Jun 01/17
13
Series/parallel
relay
L HOT
BAT BUS
L HOT BAT
BUS relay
Bus tie
relay
R MAIN START
BUS relay
R MAIN
START BUS
R AVION
switch
R AVIONIC
START BUS
External
power
External
power
relay
START BUS
R BAT BUS
R HOT
BAT BUS
R battery
R start
relay
R generator
relay
Start relay
control
Gen relay
control
Right generator
control unit (GCU)
(RCCB)
UTILITY
BUS relay
UTILITY
BUS
Starter/generator
field control and
fault detection
R MAIN BUS
R AVION
BUS relay
(RCCB)
R MAIN
BUS relay
ESS BUS
relay
R ESS BUS
R AVIONIC
BUS
R GEN BUS
R battery
relay
Right power distrubution unit
Emer. battery
R BAT
switch
Left power distrubution unit
L BAT
switch
EMERGENCY
BUS
EMER AVIONIC
BUS
− Second engine start on crosside generator and battery power.
− ESS AVION switch ON.
L battery
L start
relay
L BAT BUS
ESS BUS
relay
L ESS BUS
ESS AVION
switch
ESS AVIONIC
BUS
L GEN BUS
L battery
relay
L generator
relay
L MAIN BUS
relay
L MAIN START
BUS relay
L MAIN
START BUS
L AVION
switch
L AVIONIC
START BUS
Aircraft Operations Manual
ELECTRICAL
Description
Aircraft Operations Manual
L INV BUS
115 VAC
MAIN INV
115V
26V
ELECTRICAL
Description
R INV BUS
115 VAC
Inverter
L INV BUS
26 VAC
26V
MAIN
INV
STBY
INV
R INV BUS
26 VAC
1
ON
Inverter
2
OFF
R MAIN
BUS
L MAIN
BUS
MAIN AND STANDBY INVETER SYSTEM
L INV BUS
115 VAC
R INV BUS
115 VAC
L INV BUS
26 VAC
INVERTER
R INV BUS
26 VAC
1 OFF 2
Inverter OK signal
Inverter
1
Inverter
2
Inverter ON signal
L MAIN
BUS
R MAIN
BUS
DUAL MAIN INVETER SYSTEM
A26867
Fig. 9
DC/AC inverter system − schematic
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Aircraft Operations Manual
ELECTRICAL
Description
A12678
Fig. 10
Wild frequency AC system − schematic
5.1
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15
Aircraft Operations Manual
ELECTRICAL
Description
2.10 ELECTRICAL POWER DISTRIBUTION LIST
DC POWER
R HOT BAT BUS
L HOT BAT BUS
− L engine fire extinguisher.
− R engine fire extinguisher.
− Cargo fire extinguisher.
− R fire handle: HP, Bleed and Gen shut off.
− L Fire handle: HP, Bleed and Gen shut off.
− Refueling/defueling power.
− Dome, entrance and cargo lights.
− Clock
− L battery voltage indication.
− Additional cargo extinguisher (if installed).
− AHRS 1 backup power.
− R battery voltage indication.
− L Battery control
− AHRS 2 backup power.
− R Battery control
− ACARS backup power (if installed).
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Aircraft Operations Manual
ELECTRICAL
Description
L BAT BUS
R BAT BUS
− Emergency battery charging (JET PACK).
− Fuel used indication (if installed).
− Cabin pressurization control.
− Outflow valve auto dump on ground.
− Cabin pressure emergency dumping.
− R pilot audio.
− L pilot audio.
− Lavatory and cargo smoke detection.
− P/A amplifier and handsets.
− Flap indication.
− Avionic compartment smoke detection.
− Stby trim indicator backup power.
− Flap control.
− Stby pitch and stby roll trim backup power.
− Stby trim indicator main power.
− Main trim indicator.
− Stby pitch and stby roll trim main power.
− Main roll and main pitch trim.
− Pitch/roll disconnect.
− Yaw trim.
− L stby fuel pump, power and control.
− Pitch trim synchronization.
− L main fuel pressure control and indication.
− Rudder limiter override.
− L fuel shutoff valve.
− R stby fuel pump, power and control.
− L windshield wiper.
− R main fuel pressure control and indication.
− Cockpit voice recorder.
− R fuel shutoff valve.
− Landing gear extension and retraction.
− R landing gear emergency extension.
− L landing gear emergency extension.
− Landing gear relays.
− Nose wheel steering.
− Navigation lights, one bulb each position.
− Taxi light.
− Map lighting.
− Rotating/flashing beacons.
− Flood lighting, right.
− Pilot reading lights.
− Cabin signs.
− Flood lighting, left and center.
− R engine autoignition.
− L engine autoignition.
− R engine speed (Ng).
− L engine GCU.
− R engine GCU.
− L engine start control.
− R engine start control.
− L engine speed (Ng).
− R engine temp (ITT).
− L engine temp (ITT).
− R engine torque.
− L engine torque.
− R engine oil temp and press. indication.
− L engine oil temp and press indication.
− R engine fuel flow.
− L engine fuel flow.
− R engine CTOT.
− L engine CTOT.
− TAWS audio (if installed).
− L and R engine anti−ice control lights.
− R engine intake anti−ice control.
(Cont’d)
(Cont’d)
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Aircraft Operations Manual
ELECTRICAL
Description
L BAT BUS (Cont’d)
R BAT BUS (Cont’d)
− L engine intake anti−ice control.
− R prop, oil temp and press. indication.
− L prop oil temp and press indication.
− Propeller brake.
− L propeller de−ice control.
− R propeller de−ice control.
− R bleed valve control.
− L bleed valve control.
− L stall warning (channel 1).
− R stall warning (channel 2).
− Cabin overhead lighting.
− Stick pusher servo.
− Windshield heat, L front and side control.
− Windshield heat, R front and side control.
− Bus tie relay AUTO function.
− Wing and stab de−ice man. and control ind.
− Hydraulic pump OVRD (with mod 2414 and
300−up).
− Wing and stab de−ice air supply control.
− Warning annunciator system, channel 1 (with
mod 2328 and 300−up).
− INVERTER 1 (with mod 2544).
− Warning annunciator system, channel 2 (with
mod 2328 and 300−up).
− ACARS, VHF COM3 if installed
(with mod 2544).
− INVERTER 2 (with mod 2544).
− FI STOP (with mod no 2258 and 376−up).
L ESS BUS
R ESS BUS
− Cabin temperature indication.
− OAT probe heating control.
− Rudder gust lock.
− Cabin pressurization indication.
− Fuel interconnect valve.
− L and R battery and fuel temp indication.
− L fuel quantity.
− Emergency lights manual control.
− Hydraulic pump OVRD (without mod 2414).
− Emergency lights, battery charging.
− Landing gear in transit light.
− Fuel crossfeed valve.
− Brake pressure indicator, emergency and outboard.
− R fuel quantity.
− L propeller speed (Np).
− Brake pressure indicator, main and inboard.
− L BETA indication.
− R altimeter vibrator and R overspeed warning.
− L autocoarsen system.
− Stby pitot heat.
− Autocoarsen computer.
− Landing gear downlock indication.
(Cont’d)
− Hydraulic quantity indication.
(Cont’d)
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Aircraft Operations Manual
L ESS BUS (Cont’d)
ELECTRICAL
Description
R ESS BUS (Cont’d)
− Propeller overspeed test.
− R propeller speed (Np).
− Warning annunciator system, channel 1 (without mod 2328).
− R BETA indication.
− Warning system test and bright/dim function.
− GWPS/TAWS indicators and flap override.
− Warning annunciator system channel 2 (without mod 2328).
− L Essential bus voltage indication.
− R Essential bus voltage indication.
− R autocoarsen system.
− Lavatory flush and light.
− Boarding music (if installed).
− Emergency light cabin.
− RNAV (with Mod 3564 installed).
L MAIN BUS
R MAIN BUS
− Wing and stab de−ice CONT mode.
− R galley control ( if installed).
− Flight deck temperature control.
− Cabin window lighting.
− Recirculation fan overheat detection.
− Cabin temperature control.
− Avionic rack fan control.
− R battery ventilation.
− Avionic rack fan power.
− R engine anti−ice air valve (fails open).
− L battery ventilation.
− R Windshield wiper.
− Hydraulic pump AUTO.
− Anti−skid outboard.
− L engine anti−ice air valve (fails open).
− R landing light.
− Anti−skid inboard.
− Strobe lights.
− L landing light.
− Wing inspection lights.
− Navigation lights, one bulb each position.
− R HP manual control (fails closed).
− Cabin window lighting.
− R HP auto control.
− Propeller synchrophazing.
− Standby Inverter 26 V (or INVERTER 2,
− L HP manual control (fails closed).
115 V 26 V without mod 2544).
− L HP auto control.
− R bleed air leak detection and indication.
− L bleed air leak detection and indication.
− X−valve control (fails closed).
− Main inverter 115 V 26 V (INVERTER 1
without mod 2544).
− R MAIN BUS voltage indication.
− L MAIN BUS voltage indication.
− ACARS, VHF COM3 (if installed).
(without mod 2544).
− Entrance and cargo lighting.
− Cargo heater control (if installed).
− Emergency light cabin (a/c 4−358)
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Aircraft Operations Manual
ELECTRICAL
Description
L MAIN START BUS
− Instrument lighting left, center and center
pedestal.
R MAIN START BUS
− Instrument lighting right.
− Logo lights (if installed).
− Emergency light cabin (a/c 359−up).
L AVIONIC BUS
R AVIONIC BUS
− Flight director and MSP.
− Flight director and MSP.
− Autopilot controls and servos.
− Autopilot controls and servos.
− HF COM (if installed).
− VHF COM 2.
− MFD and MPU (if installed).
− WXR/TAWS relay (if installed).
− ADF 1.
− FDAU (for a/c 160−249 without mod. 2245
and/or without mod. 2948).
− DME 1.
− ATC transponder 1
(depending on national regulations).
− ADF 2 (if installed).
− Radio altimeter (GPWS/TAWS is lost).
− DME 2 (if installed).
− FDAU (for a/c 160−249 with mod. 2245 and/or
with mod. 2948, and for a/c 250−UP).
− Weather Radar power
− AHRS 1 main power.
− AHRS 2 main power.
− L AVION BUS voltage indication.
− R AVION BUS voltage indication.
− TAWS power (if installed)
− RNAV (if installed).
− VOR/ILS 2.
− ATC transponder 2 (if installed).
− ACAS/TCAS (if installed).
− EFIS 2.
L AVIONIC START BUS
− Rudder limiter.
R AVIONIC START BUS
− EFIS 1.
− ADC/Altimeter.
− ADC/IAS indicator.
− VSI or VNI and altitude preselector.
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Aircraft Operations Manual
ELECTRICAL
Description
ESS AVIONIC BUS
UTILITY BUS
− VOR/ILS/Marker 1 and VOR/ILS indicator.
− Passenger reading lights.
− ATC Transponder 1
(depending on national regulations).
− Lavatory water heater (if installed).
− R Galley fan light and liquid heater.
− Pilot foot warmer (if installed).
− L Galley.
− F/A seat heater (if installed).
− Active Noise Control (if installed).
− Tail compartment shutoff valve.
− Cabin Attendant Call Buttons (if installed).
EMERGENCY BUS
EMERGENCY AVIONIC BUS
− Audio system backup power.
− VHF COM 1.
− Bus tie relay CONN function.
− Stby horizon.
− L and R engine fire detection.
− L and R tailpipe hot detection.
− Warning system backup power.
− Emergency voltage indication.
− 28 to 5 VDC converter for instrument
emergency lighting.
L GEN BUS
− Cabin recirculation fan.
R GEN BUS
− Cockpit recirculation fan.
− Hydraulic pump pwr.
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Aircraft Operations Manual
ELECTRICAL
Description
AC POWER
L INV BUS 26 V AC
R INV BUS 26 V AC
− AHRS 1 compass reference.
− AHRS 2 compass reference.
− NAV 1 compass reference.
− NAV 2 compass reference.
− Boarding music (if installed and AC powered).
L INV BUS 115 V AC
− Flight recorder power (for a/c 160−249 without
mod.2245 and/or without mod..2948).
R INV BUS 115 V AC
− Integral panel lighting.
− Flight recorder power (for a/c 160−249 with
mod.2245 and/or with mod. 2948, and for a/c
250−UP).
− GPWS power.
− Weather radar stabilization.
− ACARS (if installed).
WILD FREQUENCY AC POWER
L GEN BUS 115 V AC
R GEN BUS 115 V AC
− L propeller de−ice power.
− R propeller de−ice power.
− Windshield heat left front and side.
− Windshield heat right front and side.
− L pitot heat.
− R pitot heat.
− L angle of attack probe heat.
− R angle of attack probe heat.
− Galley hot jugs heating.
− OAT probe heat.
− Cargo Heater (if installed).
L GEN 115 V AC
− L engine intake anti−ice.
R GEN 115 V AC
− R engine intake anti−ice.
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Aircraft Operations Manual
3.
ELECTRICAL
Description
CONTROLS AND INDICATORS
L/R BAT switch.
Controls the battery relay connecting the battery
to the START BUS and the respective GEN BUS/
OVRD − Battery thermal switch overridden and
battery connected after a battery over−
heat and subsequent relay opening,
independent of EXT PWR switch posi−
tion (for emergency use only).
ON
− Relay energized and battery connected
if EXT PWR switch is OFF.
OFF
− Relay de−energized and battery
disconnected from the above buses.
A
A DC PANEL
BUS TIE switch.
Controls the BUS TIE relay for connect of the
L and R GEN BUS.
CONN − The BUS TIE relay is energized with
power from the emergency bus and the
generator buses are connected.
AUTO − The BUS TIE relay is energized and the
generator buses are connected with
batteries ON and one or both generators
not working. With both generators
working the generator buses are not
connected.
SPLIT − The BUS TIE relay is de−energized and
the busses not connected.
BUS TIE CONN (green).
Comes on when the L and R GEN BUS
are connected.
L/R MAIN BUS light (amber)
Comes on when the respective bus is not
powered.
The L/R main bus are de−energized:
− During engine start.
− When the L/R generator bus are battery
powered.
− When the MAIN BUS relay has tripped due to
tripped generator.
L/R GEN OV TEMP light (amber).
Comes on when the respective generator is
overheated (150C).
L/R GEN light (amber).
Comes on when the generator relay is de−
energized, disconnecting the generator from
the generator bus.
C0808
Fig. 11
EXT PWR ON light (white).
Comes on indicating that external power is
switched on when the EXT PW’switch is in ON
position. The light is controlled by the external
power relay and will subsequently only come
on when external power is available.
DC Power Control Panel − switches and light
5.1
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23
EXT PWR switch.
In ON position the external power relay closes
if external power is available thereby enabling power
to all busses (Fig. 3).
External power has priority over the DC−generators
and batteries.
The EX PWR switch lever will automatically retard to
the OFF position if the external power relay
de−energized due to external power voltage drop.
L/R GEN switch.
The GEN switch controls the respective generator
relay connecting the generator to respective generator bus.
OFF
− The generator is disconnected from it’s
bus.
ON
− The generator control unit allows the
generator relay to close provided that
the engine is running and the generator
provides sufficient electrical power and
that no failures are detected.
RESET − The generator field relay and the gen−
erator relay are closed again through
the generator control unit after having
been switched off or tripped.
NOTE: Pulling the fire handle will trip the
field relay.
Aircraft Operations Manual
ELECTRICAL
Description
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Aircraft Operations Manual
A
ELECTRICAL
Description
B
ESS AVION switch.
Connects:
− The ESS AVIONIC BUS to the L ESS BUS.
− The EMER AVIONIC BUS to the EMER BUS.
B
DC PANEL
L AVION
DC ELEC
ESS AVION
ON
ON
OFF
A
OFF
R AVION
ON
OFF
L ESS
BUS
R ESS
BUS
L BAT
HOT
R BAT
HOT
L/R ESS BUS light (amber).
Comes on when the respective ESS BUS is not
powered.
BAT FUEL TEMP PANEL
TEMP
C
Temperature display.
Indicates temperature in degrees Celcius
as set by the selector.
L BAT
OFF
R BAT
FUEL
L BAT
Temperature selector.
− L battery
− R battery
− Fuel
EMER
PWR
R BAT
EMER PWR light (amber).
Comes on if the EMEGENCY BUS is not
powered or if the emergency power supply
voltage drops below 24V.
C0655
Fig. 12
L/R AVION switch.
Connects:
− The L/R AVIONIC BUS to the respective MAIN
BUS.
− The L/R AVIONIC START BUS to the respec−
tive MAIN START BUS.
DC Power Control Panel − switches and light
5.1
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25
L/R BAT HOT light (amber)
Comes on when the battery is overheated (71C)
causing the battery relay to open and disconnect
the battery from the START BUS and it’s respective GEN BUS.
L/R BAT light (amber)
Comes on when the battery relay is deenergized
and the battery not connected to the START BUS
and it’s respective GEN BUS.
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ELECTRICAL
Description
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Aircraft Operations Manual
A
ELECTRICAL
Description
B
B AC/DC PANEL
AC ELEC
C
26V MAIN/STBY switch.
MAIN INV − Connects L and R INVERTER BUS
26 V AC to the main inverter.
STBY INV − Connects L and R INVERTER BUS
26 V AC to the standby inverter.
DC ELEC
DC AMP/VOLT indicator.
Indicates the voltage for respective selected
bus or source. If L or R GEN selected the
indicator also shows current load in amperes.
26V
MAIN
INV
STBY
INV
600
30
25
400
200
20
DC
AMP VOLT
0
15
0
NOTE: AMP is only indicated when L or R GEN
is selected.
MAIN INV
MAIN INV light (amber).
Comes on if the main inverter fails or the
MAIN INV 115/26V switch is in OFF position.
L
MAIN INV
115V 26V
AVION
EMER
ESS
ON
ESS
MAIN
MAIN
GEN
OFF
R
AVION
DC AMP/VOLT selector.
Selects bus or source to be displayed on
DC AMP/VOLT indicator.
GEN
BAT
BAT
EXT PWR
A ENGINE START PANEL
MAIN INV 115/26V switch.
In ON position the main inverter supplies 115V AC to
the L and R INVERTER BUS 115V AC.
It also supplies 26V AC to the L and R
INVERTER BUS 26V AC if the 26 V MAIN/STBY INV
switch is in MAIN position.
C GROUND STATUS PANEL
DOORS
CARGO
DOOR
MAIN
DOOR
CREW
HATCH
NO BAT START light (amber).
Comes on if L or R battery temperature
exceeds 57C. For engine start limitations
see AOM 17, Power Plant.
A12703
Fig. 13
Electrical − controls and indicators (two main 115 V/26 V inverters)
5.1
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27
STATUS
FUELING
MAIN DOOR
HANDLE
EXT PWR
AVAIL
R PROP
BRAKE
EXT PWR AVAIL light (blue).
When light is on, external power is connected
and is available for use.
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ELECTRICAL
Description
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Aircraft Operations Manual
A
ELECTRICAL
Description
B
B AC/DC PANEL
AC ELEC
C
DC ELEC
DC AMP/VOLT indicator.
Indicates the voltage for respective selected
bus or source. If L or R GEN selected the
indicator also shows current load in amperes.
INVERTER
inverter lIGHT (AMBER).
Comes on if the selected inverter fails or the
INVERTER switch is in OFF position.
600
INVERTER
1
OFF
30
25
400
2
200
0
L
INVERTER switch.
In 1 or 2 position the respective inverter supplies
115 V AC to the L and R INVERTER BUS 115 V
AC. 26 V AC is also supplied to the L and R
INVERTER BUS 26 V AC.
AVION
NOTE: AMP is only indicated when L or R GEN
is selected.
20
DC
AMP VOLT
EMER
ESS
MAIN
15
0
R
AVION
DC AMP/VOLT selector.
Selects bus or source to be displayed on
DC AMP/VOLT indicator.
ESS
MAIN
GEN
GEN
BAT
BAT
EXT PWR
A ENGINE START PANEL
C GROUND STATUS PANEL
DOORS
CARGO
DOOR
MAIN
DOOR
CREW
HATCH
NO BAT START light (amber).
Comes on if L or R battery temperature
exceeds 57C. For engine start limitations
see AOM 17, Power Plant.
STATUS
FUELING
R PROP
BRAKE
MAIN DOOR
HANDLE
EXT PWR
AVAIL
EXT PWR AVAIL light (blue).
When light is on, external power is connected
and is available for use.
A26868
Fig. 13
Electrical − controls and indicators (two main 115 V/26 V inverters)
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ELECTRICAL
Description
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Aircraft Operations Manual
A
ELECTRICAL
Description
B
B
TEST 2 PANEL
TEST 2
PROP OVSP
L
R
ENG OVSP
A
L
GEN
OVV
R
GDN
PWR L AHRS
R
L
AIR DATA
EMER
1
2
R
B
EFIS
RUD LIM
CAB PRESS
L/R GEN OVV switches (for maintenance only).
Test switches for the generator overvoltage circuit.
NOTE:
With Mod. No. 2514 L/R GEN OVV switches are
removed.
A
ENGINE ANTI−ICE PANEL
ENGINE
L ELEC
L AIR
L ENGINE
R AIR
ON
R ELEC
L/R AC GEN light (amber).
Comes on when the AC generator is not supplying
power.
R ENGINE
OFF
AC HEAT
L, AC
GEN
R, AC
GEN
L AC GEN
R AC GEN
L/R AC GEN switch.
ON
− Energizes the AC generator
relay and thereby connects the
AC generator to the generator bus.
LOAD XFR
− De−energized the AC generator
relay and disconnects the AC
generator from the generator bus.
OFF/R
− The AC generator relay is de−
energized and the generator is
switched off.
ON
LOAD XFR
OFF/R
− Also resets the generator control
whenever the fault protection has
disconnected the generator.
A31454
Fig. 14
Electrical − controls and indicators
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Aircraft Operations Manual
ELECTRICAL
Description
A
ELEC light (amber).
The ELEC light will come on flashing whenever
a caution light associated with the electrical
system comes on.
A CENTRAL WARNING PANEL
5
AUTO
COARSEN
6
L FIRE
DET FAIL
ICE
PROT
PARK
BRK ON
A−SKID
INOP
L STALL
FAIL
7
8
9
10
PITCH
TRIM
RUDDER
LIMIT
5
FUEL
ELEC
R FIRE
DET FAIL
6
ENGINE
FLAPS
AIRCOND
7
HYDR
AVIONICS
GUST
LOCK
EMER LTS
UNARMED
AVIONICS
VENT
PUSHER
SYSTEM
OXYGEN
8
DOORS
9
R STALL
FAIL
10
ICE PROT light (amber).
The ICE PROT light will come on flashing
together with the L/R AC GEN light.
A14820
Fig. 15
Electrical − controls and indicators
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Aircraft Operations Manual
ELECTRICAL
Description
L PL
MIN T/O
STANDARD (HIGHEST MODIFICATION STANDARD SHOWN)
A11394
Fig. 16
Left side pilot circuit breaker panels − standard
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Description
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Aircraft Operations Manual
ELECTRICAL
Description
LDG
RELAYS
R PL
MIN T/O
STANDARD (HIGHEST MODIFICATION STANDARD SHOWN)
A11182
Fig. 17
Right side pilot circuit breaker panels − standard
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Description
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Aircraft Operations Manual
ELECTRICAL
Description
DATA AQUIS
DATA
AQUIS
BAT
TAWS
EXT 1
TAWS
Applies to Mod. No. 3523.
L PL
MIN T/O
BUS
DATA
REC
/ TOILET
MAX OPTION (HIGHEST MODIFICATION STANDARD SHOWN)
A24784
Fig. 18
Left side pilot circuit breaker panels − max option
5.1
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Jun 01/17
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ELECTRICAL
Description
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5.1
PAGE 36
Jun 01/17
Aircraft Operations Manual
ELECTRICAL
Description
BOARD
MUSIC
AUDIO
TAWS
EXT 2
VSI
TERR NOISE CTL
PWR
DISP
ELT RECORD
IND
RELAYS
R PL
MIN T/O
SW ICE
IND
MAX OPTION (HIGHEST MODIFICATION STANDARD SHOWN)
A30942
Fig. 19
Right side pilot circuit breaker panels − max option
5.1
PAGE 37
Jun 01/17
Aircraft Operations Manual
ELECTRICAL
Description
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5.1
PAGE 38
Jun 01/17
Aircraft Operations Manual
4.
ELECTRICAL
Description
ELECTRICAL POWER SUPPLY
DC buses
L essential/Left main . . . . . . . . . . . . . . . . . . .
K−9
L ESS L MAIN
R essential/Right main . . . . . . . . . . . . . . . . .
S−7
R ESS R MAIN
L avionic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
K−8
L AVION
R avionic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
S−6
R AVION
Essential avionic . . . . . . . . . . . . . . . . . . . . . .
K−7
ESS AVION
L main start . . . . . . . . . . . . . . . . . . . . . . . . . . .
K−3
MAIN START
R main start . . . . . . . . . . . . . . . . . . . . . . . . . .
S−4
MAIN START
Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . .
K−4
EMER
Utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
S−5
UTILITY
K−1
RESET BUS TIE
L battery vent . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS
K−2
L BAT VENT
L battery control override . . . . . . . . . . . . . . .
J−1
CONTROL OVRD
L battery control on . . . . . . . . . . . . . . . . . . . .
J−2
L BAT ON
R battery vent . . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS
S−1
R BAT VENT
R battery control override . . . . . . . . . . . . . . .
S−2
R BAT OVRD
R battery control on . . . . . . . . . . . . . . . . . . . .
S−3
CONTROL ON
R/L battery fuel temp ind . . . . . . . . . . . . . . . R ESS BUS
S−12
BAT FUEL IND
L battery bus . . . . . . . . . . . . . . . . . . . . . . . . .
K−14
L BAT
R battery bus . . . . . . . . . . . . . . . . . . . . . . . . .
S−11
R BAT
L main bus . . . . . . . . . . . . . . . . . . . . . . . . . . .
K−13
L MAIN
R main bus . . . . . . . . . . . . . . . . . . . . . . . . . . .
S−10
R MAIN
Overcurrent relay reset
Bus tie reset . . . . . . . . . . . . . . . . . . . . . . . . . .
Batteries
DC voltage indicating
5.1
PAGE
Jun 01/17
39
Aircraft Operations Manual
ELECTRICAL
Description
L essential bus . . . . . . . . . . . . . . . . . . . . . . . .
K−12
L ESS
R essential bus . . . . . . . . . . . . . . . . . . . . . . .
S−9
R ESS
L avionic bus . . . . . . . . . . . . . . . . . . . . . . . . .
K−11
L AVION
R avionic bus . . . . . . . . . . . . . . . . . . . . . . . . .
S−8
R AVION
Emergency bus . . . . . . . . . . . . . . . . . . . . . . .
K−10
EMER
Load transfer left Ø A . . . . . . . . . . . . . . . . . .
K−28
LOAD XFR Ø A
Load transfer left Ø B . . . . . . . . . . . . . . . . . .
K−27
LOAD XFR Ø B
Load transfer left Ø C . . . . . . . . . . . . . . . . . .
K−26
LOAD XFR Ø C
Load transfer right Ø A . . . . . . . . . . . . . . . . .
P−25
LOAD XFR Ø A
Load transfer right Ø B . . . . . . . . . . . . . . . . .
P−26
LOAD XFR Ø B
Load transfer right Ø C . . . . . . . . . . . . . . . . .
P−27
LOAD XFR Ø C
AC generator
5.1
PAGE
Jun 01/17
40
Aircraft Operations Manual
1.
1.1
ELECTRICAL
Operation
LIMITATIONS
Unit
Min
Normal
Max
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V DC
27.5
28
29
− Nominal load per generator . . . . . . . . . . . . . . . . .
A
−
400
−
− Maximum load for 5 minutes . . . . . . . . . . . . . . . .
A
−
−
600
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V DC
−
24
−
− Capacity per battery . . . . . . . . . . . . . . . . . . . . . . .
Ah
−
43
−
− Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C
−30
−
−
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V DC
−
24
−
− Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ah
−
5
−
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V AC
90
115
125
− Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hz
460
−
600
− Nominal load per generator . . . . . . . . . . . . . . . . .
kVA
−
−
26
V DC
26
−
29
 Normal operation . . . . . . . . . . . . . . . . . . . . . . . . .
A
−
−
600
 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A
1400
−
1600
OPERATING LIMITS
DC generators
Main batteries
NOTE
Emergency lighting battery temperature must be warmer than −18 C.
Emergency power supply
AC generators
External power
− Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
− Amperage requirement . . . . . . . . . . . . . . . . . . . .
5.2
PAGE
Apr 01/15
1
Aircraft Operations Manual
2.
2.1
ELECTRICAL
Operation
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
ELECTRICAL
SYSTEM
POWER UP
Battery power
1.
Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check all circuit breakers to be pushed in.
BATTERY
POWER
2.
L and R GEN switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3.
BUS TIE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
− Check to be guarded in AUTO position.
4.
L AVION, ESS AVION and R AVION switches . . . . . . OFF
− Check avionic switches to be OFF.
5.
L and R AC GEN switches . . . . . . . . . . . . . . . . . . . . . . . ON
− Check to be guarded in ON position.
6.
L BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
7.
R BAT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check BAT voltage to indicate min. 24V for both batteries.
8.
L and R BAT HOT light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
− Check lights to be out.
9.
EMER PWR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OUT
− Check emergency battery (EMER) voltage to indicate min. 24V.
10.
BUS TIE CONN light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
− Check light to be on.
If Main and Standby inverter system
2.
MAIN INV 115V 26V switch . . . . . . . . . . . . . . . . . . ON
3.
26 V switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN INV
If Dual Main inverter system
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Alternate between the two inverters so that not only one inverter is operated on every flight.
NOTE
With Mod No 2544 installed the selected inverter must be reset after
engine start if tripped.
5.2
PAGE
Apr 01/15
2
Aircraft Operations Manual
2.2
ELECTRICAL
Operation
CONDITIONS
NORMAL PROCEDURES
ELECTRICAL
SYSTEM
POWER UP
External power
EXTERNALPOWER
NOTE
2.1 Battery power must be connected before applying External power.
1.
EXT PWR AVAIL light . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
External power available is indicated by EXT PWR AVAIL light ON
2.
EXT PWR voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check EXT PWR below 30 V.
3.
EXT PWR switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check EXT PWR light to come on and check EXT PWR voltage to indicate
between 26 V and 29 V.
− Check L and R BAT light to come on indicating that batteries are disconnected from the generator and start busses.
− Check BUS TIE CONN light to remain on.
NOTE
If the external power voltage should drop to approximately 10 volts the EXT
PWR switch lever automatically retard to the OFF position and the batteries will
be connected. The external power relay will automatically be deenergized.
If leaving the aircraft with external power ON, make sure to switch OFF the
batteries otherwise the batteries could be drained if the external power is
disconnected from outside the aircraft.
2.3
ENGINE START
For Electrical system operation during engine start and during engine operation see section 17 POWER PLANT.
5.2
PAGE
Apr 01/15
3
Aircraft Operations Manual
3.
ELECTRICAL
Operation
ABNORMAL OPERATION
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES
and 24, EMERGENCY PROCEDURES.
5.2
PAGE
Apr 01/15
4
Aircraft Operations Manual
EMERGENCY EQUIPMENT
CONTENTS
Spare bulbs and fuses
Location
6/1.0
6/1.1
6/1.2
Highlights
Description
Operations
− not applicable
Highlights
Description
Operations
− not applicable
− not applicable
Oxygen.
6/2.0
6/2.1
6/2.2
− not applicable
Emergency lighting/Flash lights
6/3.0
6/3.1
6/3.2
Highlights
Description
Operations
6/9.0
6/9.1
6/9.2
Highlights
Description
Operations
− not applicable
Highlights
Description
Operations
− not applicable
− not applicable
Exits
6/10.0
6/10.1
6/10.2
− not applicable
− not applicable
− not applicable
Fire fighting equipment
6/4.0
6/4.1
6/4.2
Highlights
Description
Operations
− not applicable
− not applicable
PBE / Smoke goggles
6/5.0
6/5.1
6/5.2
Highlights
Description
Operations
− not applicable
− not applicable
Flotation equipment
6/6.0
6/6.1
6/6.2
Highlights
Description
Operations
− not applicable
− not applicable
Emergency Locator Transmitter (ELT)
6/7.0
6/7.1
6/7.2
Highlights
Description
Operations
− not applicable
− not applicable
First aid kit
6/8.0
6/8.1
6/8.2
Highlights
Description
Operations
− not applicable
− not applicable
6
−CONTENTS
PAGE
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EMERGENCY EQUIPMENT
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−CONTENTS
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1.
EMERGENCY EQUIPMENT
Location
LOCATIONS
Cockpit escape hatch
Escape strap
Life vest (1)
Flash light (1)
Oxygen mask (1)
Fire axe (1)
Smoke goggles (1)
Observer oxygen outlet
Emergency flash light
Main Door
F/A service panel
P/A system
ËË
ËË
ËË
Life vests (2)
Fire extinguisher (1)
Flash light (1)
Oxygen mask (1)
Smoke goggles (1)
( P. B. E. (1), when required)
First aid kit
Oxygen 120 L
Oxygen 310 L
Fire extinguiser (1)
(F/A life vest)
Passenger oxygen masks
Full face mask
(PBE (1), when required)
Forward right exit
Overwing exits
Fire extinguisher (1)
(PBE (1), when required)
ÎÎÎÎ
ÎÎÎÎ
ÎÎÎÎ
ÎÎÎÎ
ÎÎÎÎ
Emergency Exit
A10155
Fig. 1
E.L.T.
Oxygen outlets in the
P.S.U‘s Number and
location vary with
national regulations
Life vest under each
passenger seat or
flotation aids
(seat cushions)
Location − loose equipment
CAUTION
Emergency equipment (type, number and location) vary with operators.
To ensure correct information, contact your Flight Operations department.
Crew members should receive adequate training in the handling of all emergency equipment.
6/1.1
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Apr 01/15
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EMERGENCY EQUIPMENT
Location
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1.
EMERGENCY EQUIPMENT
Oxygen
GENERAL
The aircraft is equipped with one fixed oxygen system, plus portable oxygen bottles.
The fixed system supplies oxygen via three cockpit
outlets to the two pilots and observer, and via cabin
outlets to the passengers.
Number of cabin outlets varies with national regulations and operators specification. They are primarily
intended for giving supplemental oxygen after a decompression.
The portable system is intended for the flight attendant, for crew walk−around purposes and for dispensing first aid oxygen.
2.
FIXED OXYGEN SYSTEM
Oxygen bottle(s), located under the cockpit floor,
provides the system with high pressure oxygen
(approx. 1,850 psi). The oxygen flows through a
manually operated shut−off valve to a pressure regulator which reduces pressure to 70 psi before it is
distributed to outlets.
Each outlet gives approx. 2 l oxygen per minute.
(Number of bottles varies with national regulations
and operators specifications).
The oxygen bottle(s), which is made of metal with
an over−wrapping of Kevlar fiber sealed in epoxy,
has a relief plug connected to an overboard discharge line. The discharge line port is covered by a
green blow−out disk and is located on the right side
of the fuselage nose section. Absence of the disk
indicates that the bottle has been discharged.
The bottle(s) has a capacity of 1390 l and nominal
charging pressure is 1,850 psi.
The ground servicing panel is located adjacent to
the disk.
Oxygen bottle
OXYGEN
A11114
Blow−out disk
Fig. 1
Fixed oxygen system − oxygen bottle location
6/2.1
PAGE
Apr 01/15
1
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
A
B
The shut−off valve incorporated in the regulator
assembly is controlled from the cockpit by a push−
pull handle, located on the forward right side panel, adjacent to the oxygen pressure gauge. The
handle has a green mark at the base, indicating
open position.
Oxygen to the passenger cabin is controlled by a
passenger oxygen valve lever, located outboard
of the right pilot’s seat.
B PASSENGER OXYGEN VALVE LEVER
A OXYGEN ON/OFF HANDLE
Pass
only
Lift to
open
Green coloured cut
Oxygen ON/OFF valve handle.
Passenger oxygen valve lever.
When pulled, oxygen is provided to the fixed
oxygen system.
When lifted, oxygen is supplied to the cabin
outlets.
A11115
Fig. 2
Oxygen − Cockpit controls
6/2.1
PAGE
Apr 01/15
2
Aircraft Operations Manual
3.
EMERGENCY EQUIPMENT
Oxygen
CONTROLS AND INDICATORS
A
B
A OXYGEN PRESSURE GAUGE
Oxygen pressure gauge.
Shows bottle pressure in psi.
B CENTRAL WARNING PANEL
Oxygen (CWP) light.
A11118
L FIRE
DET FAIL
FUEL
ELEC
R FIRE
DET FAIL
ICE
PROT
ENGINE
FLAPS
AIR COND
PARK
BRK ON
HYDR
A−SKID
INOP
AVIONICS
L STALL
FAIL
GUST
LOCK
EMER LTS
UN ARMED
OXYGEN
AVIONICS
VENT
DOORS
PUSHER
SYSTEM
Fig. 3
Comes on if oxygen pressure drops to 800 35
psi.
R STALL
FAIL
Oxygen − controls and indicators
6/2.1
PAGE
Apr 01/15
3
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
Pilot
oxygen
outlet
CWP
Oxygen on/off
valve handle
OXYGEN
Observers
oxygen
outlet
Press
switch
Press indicator
LP relief
Pressure
indicator
Passenger
oxygen
outlets
Charging connect
Regulator
and supply
valve
OXYGEN BOTTLE
HP relief
Pilot
oxygen outlet
Supply line
Passenger
oxygen
valve
Blow−out disk
A11119
Fig. 4
Fixed oxygen system − schematic
6/2.1
PAGE
Apr 01/15
4
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
There are three plug−in type oxygen outlets in
the cockpit: one for each pilot, located behind and
outboard of each pilot’s seat on the side panel; and
one for the observer, located on the left side wall
above the observer’s seat.
Flight crew masks (quick donning masks) are normally connected to their outlets so that they can be
put into immediate use. If a mask is disconnected
from its outlet, a check valve in the outlet prevents
line pressure from leaking.
When not in use, these masks hang from overhead
quick−release holders behind the respective pilot to
be conveniently at hand for immediate donning.
Observer mask
Type and how to store it during flight varies with
national regulations.
All masks except the first aid mask, can be plugged
into the cockpit outlets.
Flight crew and observer masks can be used with
the large (310 l) portable oxygen bottle if desired.
However, they can not be used with the small
(120 l) bottle, which will only accept the first aid
mask.
A11171
Fig. 5
The quick−donning masks are diluter/demand type
with mask mounted regulator and microphone.
Each mask is supplied with a red flow indicator
which disappears when oxygen is flowing.
The mask mounted diluter/demand regulator provides oxygen dilution and delivery pressure control.
The oxygen selector on the regulator enables the
mask to be supplied either with oxygen mixed with
ambient air (”NORMAL”) , or with 100% oxygen on
demand.
When the emergency selector is turned to ON, the
mask is supplied with 100% continuous flow oxygen. This should be used for protective breathing
purposes (smoke in the cockpit etc.).
Smoke goggle (push−pull) vent valve is used in
conjunction with 100% continuous flow oxygen
(emergency selector ON) to divert a small flow of
oxygen from the mask cavity into the smoke goggle
cavity to vent smoke or noxious fumes which may
be present.
To ventilate:
− Turn emergency selector to ON
− Pull out the Vent Valve knob.
Flight crew oxygen mask
6/2.1
PAGE
Apr 01/15
5
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
Flight Attendant Oxygen
The flight attendant can be supplied with oxygen
either by the large walk−around bottle (310 l) or by
plugging the oxygen mask (full face smoke mask)
into one of the fixed passenger outlets, or into the
observer’s outlet if not occupied.
First choice should normally be the 310 l portable
bottle, as this gives greater freedom of movement.
The cabin has passenger oxygen outlets, located on the overhead passenger service units
(P.S.U), and connected to the fixed system. Number of outlets varies with national regulations.
Passenger oxygen masks with plug−in connectors
and flow indicators are normally stowed in the
galley area.
The most common type of mask has a flow indicator. It is a small green compartment built into the
oxygen accumulator bag which inflates immediately
upon a flow of oxygen, and is highly visible to the
user.
Masks are continuous flow type. No shut−off valves
are provided.
A11172
Fig. 6
Passenger oxygen outlets / Passenger oxygen mask
6/2.1
PAGE
Apr 01/15
6
Aircraft Operations Manual
4.
EMERGENCY EQUIPMENT
Oxygen
PORTABLE OXYGEN
The aircraft is provided with portable oxygen
bottles. There are two sizes: large (310 L) and small
(120 L). Number and locations vary with national
regulations.
Description
The large (310 L) bottle is intended for crew walk−
around and is the F/A primary choice of oxygen
supply.
It has two 2 L/min. outlets (with option 231−1
installed, only one outlet), suitable for both flight
crew and the full−face mask.
Some bottles may also be fitted with outlets which
can be used with the passenger masks.
Minimum duration with 1,800 psi initial pressure:
− One outlet in use . . . . . 80 min.
− Two outlets in use . . . . 50 min.
With the full face smoke mask in use, duration is
reduced to 10−20 min., depending on inhalation
rate.
The small (120 L) bottle is intended for giving first
aid and supplemental oxygen. It has its own oxygen
mask. This bottle has two constant flow outlets (2
and 4 L/min). The 4 L/min (HI) outlet is used for first
aid, and the 2 L/min (LO) outlet for supplemental
oxygen, e.g. after a decompression.
Minimum duration with 1,800 psi initial pressure:
− HI . . . . . . . 20 min.
− LO . . . . . . 30 min.
Minimum pressure for all portable bottles before
take−off is 1,500 psi,
NOTE
The oxygen mask attached to the small (120 L)
bottle can not be connected to any other outlet in
the aircraft.
A11173
Fig. 7
Portable oxygen bottles
6/2.1
PAGE
Apr 01/15
7
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
Full−face mask
Portable oxygen operation
The mask has an on−demand regulator and an
emergency selector; it also has a built−in−microphone which can be connected to the observers
jack panel.
General instructions
Depressing or turning the emergency selector to
”EMER” will create a continuous flow, for mask ventilation.
The mask, when stowed, is unconnected. It can be
connected to the large (310 L) bottle or to any available fixed−system outlet.
− NO SMOKING sign ON
− check bottle pressure
− secure the bottle either by hanging it over your
shoulder or on the passengers seat−back.
− connect mask
− turn valve fully open
− check flow
− put mask on (passengers oxygen mask; secure
with elastic cord and metal strip).
NOTE
NOTE
The mask can not be connected to the small
(120 L) bottle.
Minimum pressure for use: 50 psi.
SUMMARY
1.
The fixed system has outlets in cockpit and in
cabin. Any mask except the ”first−aid” mask
can be plugged into any of these outlets.
2.
There are two different portable bottles; one
large for the flight attendant and crew walk−
around and one small for first−aid oxygen.
3.
Flight attendant should primarily use the large
(310 L) portable bottle.
4.
Small portable bottle has special fittings which
will only accept the attached ”first−aid” mask.
5.
Flight crew oxygen masks should always be
connected. Observer mask usage varies with
national regulations.
WHEN OXYGEN IS DISPENSED, ENSURE THAT
THERE IS NO SMOKING IN THE VICINITY!
A11174
Fig. 8
Full face mask
6/2.1
PAGE
Apr 01/15
8
Aircraft Operations Manual
5.
FIXED OXYGEN SYSTEM DISPATCH
PRESSURE
Oxygen dispatch pressure varies with the number
of oxygen masks (passenger and crew), number of
fixed bottles, oxygen temperature, descent profile
and national operating regulations. To simplify the
presentation 3 different system configurations are
covered in this section, additionally oxygen consumption per individual crew and passenger mask
are given for the individual operator to develop his
unique dispatch pressure.
It is important to understand that the oxygen pressures presented are based on the Crew Oxygen
mask selector in NORMAL position (supplemental
oxygen supply). Keeping the selector in 100% position (Smoke Protection supply) will result in a much
faster depletion of oxygen. Oxygen for smoke
protection is, according to the regulations, required
to be available for 15 min. to the cockpit crew. With
3 cockpit masks and descent profiles to below either FAR Part 121 or 135 profile this requirement is
met with 800 psi indicated oxygen pressure. This
requirement is always covered in the following presentation and needs not to be considered.
Oxygen masks
EMERGENCY EQUIPMENT
Oxygen
Oxygen temperature
OXYGEN SUPPLY DURATION charts are presented for −20 C (−4 F), 0 C (32 F), +20 C (+70
F) and +40 C (+105 F) oxygen temperature and
the MINIMUM DISPATCH PRESSURE tables are
presented for −50 C (−60 F) to +50 C (+120 F)
oxygen temperature in steps of 10 C. The oxygen
consumption given per individual crew and passenger mask is based on a oxygen temperature of +20
C (+70 F). It is however expected that the oxygen
temperature will remain below about +20 C (+70
F) during normal ground and flight operations. If the
aircraft is hot−soaked on the ground for an extended period (longer than normal turnarounds), the
oxygen temperature might exceed +20 C (+70 F).
Descent profiles
Two different descent profiles have been used in
the calculations, one is made up to meet FAR Part
121 regulations while the other is made up to meet
FAR Part 135 regulations. Both meet their respective minimum requirements. If unable to descent to
or below the descent profiles, because of terrain
restrictions special calculations have to be performed.
Operating regulations
Crew:
Data are given for 2 and 3
masks.
Passengers:
Data are given for 3 different
configurations:
Crew:
Some operating regulations require a 2 hour−oxygen supply to
each cockpit crew regardless of
flying time while other regulations
require less oxygen supply. The
OXYGEN SUPPLY DURATION
charts are made for those operators who can make a trade off in
oxygen pressure based on actual
flying time. The MINIMUM DISPATCH PRESSURE tables are
made for those operators who are
required to carry a 2 hour oxygen
supply regardless of flying time
and therefore only can make a
trade off in oxygen pressure based
on number of passenger on−
board.
Passenger:
The supply duration given is always for a 30 minute−supply to
each passenger mask.
− Configuration denoted FAR 121
operation includes 4 passenger
oxygen masks.
− Configuration denoted FAR 135
operation includes 30 passenger
oxygen masks.
− Configuration denoted 34 oxygen masks includes accordingly
34 passenger oxygen masks.
Oxygen bottles
Two different system configurations are covered,
the basic 1 and the optional 3 fixed bottles installation.
6/2.1
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Apr 01/15
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Aircraft Operations Manual
5.1
EMERGENCY EQUIPMENT
Oxygen
FAR 121 DESCENT PROFILE
ALTITUDE
1000 FEET
25
1 bottle / 4 outlets
14
10 30 MIN. OXYGEN SUPPLY
TO 4 PASSENGERS.
1O
AOM0006
20
30
40
80
90
100
110
120
FLIGHT TIME − MINUTES
Fig. 9
5.2
FAR 135 DESCENT PROFILE
ALTITUDE
1000 FEET
25
3 bottles / 30 outlets
15
30 MIN. OXYGEN SUPPLY TO 30 PASSENGERS.
AOM0005
1O
20
30
40
80
90
100
110
120
FLIGHT TIME − MINUTES
Fig. 10
5.3
OXYGEN SUPPLY DURATION charts
These charts are presented for 2 system configurations:
− The basic 1 bottle installation with 2 or 3 crew
masks in use and 4 passenger oxygen masks.
The oxygen supply duration (Fig. 11) are based
on the descent profile for FAR 121 and the whole
system configuration meets the FAR 121 requirement.
− The optional 3 bottles installation with 2 or 3 crew
masks in use and 30 passenger oxygen masks.
The oxygen supply duration (Fig. 12) are based
on the descent profile for FAR 135 and the whole
system configuration meets the FAR 135 requirement.
The OXYGEN SUPPLY DURATION charts assume
a fully loaded cabin and present dispatch pressure
versus crew oxygen supply duration. The charts
present minimum dispatch pressure versus time
from 30 to 120 min. The first 30 min not shown cover the required 30 min passenger oxygen supply (4
resp 30 passenger masks in use) as well as the first
30 min of cockpit crew oxygen supply.
CAUTION
Both FAR Part 121 and 135 require a 2 hour oxygen supply to each cockpit crew member.
6/2.1
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Apr 01/15
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Aircraft Operations Manual
OXYGEN SUPPLY DURATION
Basic 1 bottle system − 2 crew masks in
use
LOW PRESSURE WARNING
800
OXYGEN
SUPPLY
PRESSURE
−PSI
EMERGENCY EQUIPMENT
Oxygen
900
OXYGEN BOTTLES TEMPERATURE
1000
1100
1200
1300
AOM0009
1400
−20C (−4F)
1500
+0C (32F)
1600
+20C (70F)
1700
+40C (105F)
1800
1850
30
40
50
60
70
80
90
100
110
120
DURATION − MINUTES
OXYGEN SUPPLY DURATION
Basic 1 bottle system − 3 crew masks in use
OXYGEN
SUPPLY
PRESSURE
−PSI
800
LOW PRESSURE WARNING
900
OXYGEN BOTTLES TEMPERATURE
1000
1100
1200
1300
AOM0010
1400
−20C (−4F)
1500
+0C (32F)
1600
+20C (70F)
1700
+40C (105F)
1800
1850
30
40
50
60
70
80
90
100
110
120
DURATION − MINUTES
Fig. 11
6/2.1
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Apr 01/15
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
OXYGEN SUPPLY DURATION
Optional 3 bottle system − 2 crew masks in use
OXYGEN
SUPPLY
PRESSURE
−PSI
800
LOW PRESSURE WARNING
900
OXYGEN BOTTLES TEMPERATURE
1000
1100
1200
1300
1400
−20C (−4F)
1500
+0C (32F)
1600
+20C (70F)
1700
+40C (105F)
1800
1850
AOM0007
30
40
50
60
70
80
90
100
110
120
110
120
DURATION − MINUTES
OXYGEN SUPPLY DURATION
Optional 3 bottle system − 3 crew masks in use
OXYGEN
SUPPLY
PRESSURE
−PSI
800
LOW PRESSURE WARNING
900
OXYGEN BOTTLES TEMPERATURE
1000
1100
1200
1300
1400
AOM0008
1500
−20C (−4F)
1600
+0C (32F)
1700
+20C (70F)
1800
1850
+40C (105F)
30
40
50
60
70
80
90
100
DURATION − MINUTES
Fig. 12
6/2.1
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
NOTE
All OXYGEN SUPPLY DURATION charts are based on oxygen selector in NORM position.
5.4
MINIMUM DISPATCH PRESSURE tables
These tables are presented for 3 system configurations:
− The first two configurations are identical to the 1
and 3 bottle system as detailed above under OXYGEN SUPPLY DURATION charts Fig. 11).
− The third configuration consists of the optional 3
fixed bottle−installation with 2 or 3 crew masks in
use and 34 passenger oxygen masks. The dispatch pressure covers both the FAR 121 and 135
descent profiles (Fig. 12).
The MINIMUM DISPATCH PRESSURE tables
presents minimum dispatch pressure versus number of passenger on board and Outside Air Temperature. They all provide a 2 hour oxygen supply to
the cockpit crew (2 or 3).
MINIMUM DISPATCH PRESSURE
Basic 1 bottle system − 4 passengers masks installation
2 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax
−50
−40
−30
−20
−10
0
10
20
30
40
50
0
860
870
910
950
980
1020
1060
1090
1130
1170
1210
1−9
890
930
970
1010
1050
1090
1130
1170
1210
1250
1290
10−18
960
1000
1040
1080
1130
1170
1210
1250
1300
1340
1380
19−27
1020
1060
1110
1150
1200
1240
1290
1330
1380
1420
1470
28 or more
1070
1120
1170
1210
1260
1310
1360
1400
1450
1500
1550
3 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax
−50
−40
−30
−20
−10
0
10
20
30
40
50
0
1120
1170
1210
1260
1310
1360
1410
1460
1510
1560
1610
1−9
1180
1230
1280
1330
1390
1440
1490
1540
1600
1650
1700
10−18
1240
1290
1350
1400
1460
1510
1570
1620
1680
1730
1790
19−27
1300
1360
1410
1470
1530
1590
1650
1700
1760
1820
1880
28 or more
1360
1420
1480
1540
1600
1660
1720
1780
1840
1910
1970
6/2.1
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
MINIMUM DISPATCH PRESSURE (Cont’d)
Optional 3 bottle system − 30 passengers masks installation
2 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax
−50
−40
−30
−20
−10
0
10
20
30
40
50
10 or Less
860
860
860
860
860
860
860
860
890
920
950
11−15
860
860
860
860
890
930
960
990
1030
1060
1100
16−20
860
890
930
970
1010
1050
1090
1120
1160
1200
1240
21−25
960
1000
1040
1080
1130
1170
1210
1250
1300
1340
1380
26−30
1050
1100
1150
1200
1240
1290
1340
1380
1430
1480
1530
3 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax
−50
−40
−30
−20
−10
0
10
20
30
40
50
5 or Less
860
860
860
860
860
860
860
860
890
920
950
6−10
860
860
860
860
890
930
960
990
1030
1060
1100
11−15
860
890
930
970
1010
1050
1090
1120
1160
1200
1240
16−20
960
1000
1040
1080
1130
1170
1210
1250
1300
1340
1380
21−25
1060
1110
1160
1200
1250
1300
1350
1390
1440
1490
1540
26−30
1160
1210
1260
1320
1370
1420
1470
1520
1580
1630
1680
6/2.1
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Oxygen
MINIMUM DISPATCH PRESSURE (Cont’d)
Optional 3 bottle system − 34 passengers masks installation
2 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax
−50
−40
−30
−20
−10
0
10
20
30
40
50
10 or Less
860
860
860
860
860
860
860
860
890
920
950
11−15
860
860
860
860
890
930
960
990
1030
1060
1100
16−20
860
890
930
970
1010
1050
1090
1120
1160
1200
1240
21−25
960
1000
1040
1080
1130
1170
1210
1250
1300
1340
1380
26−30
1050
1100
1150
1200
1240
1290
1340
1380
1430
1480
1530
31−34
1140
1190
1240
1290
1340
1390
1440
1490
1540
1600
1650
3 COCKPIT CREW
Minimum Dispatch Pressure − PSI
Outside Air Temperature C
No. of Pax
−50
−40
−30
−20
−10
0
10
20
30
40
50
5 or Less
860
860
860
860
860
860
860
860
890
920
950
6−10
860
860
860
860
890
930
960
990
1030
1060
1100
11−15
860
890
930
970
1010
1050
1090
1120
1160
1200
1240
16−20
960
1000
1040
1080
1130
1170
1210
1250
1300
1340
1380
21−25
1060
1110
1160
1200
1250
1300
1350
1390
1440
1490
1540
26−30
1160
1210
1260
1320
1370
1420
1470
1520
1580
1630
1680
31−34
1240
1300
1360
1410
1470
1520
1580
1630
1690
1750
1800
6/2.1
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Aircraft Operations Manual
5.5
EMERGENCY EQUIPMENT
Oxygen
OXYGEN CONSUMPTION figures
As an extra information to operators who want to
compile their own dispatch pressure table or for operators with a different system layout, oxygen consumption figures per crew and passenger masks
are given. The figure for the 1 fixed bottle installation is based on the FAR 121 descent profile or descent to lower altitudes while the 3 fixed bottle
installation is based on the FAR 135 descent profile
or descent to lower altitudes. When compiling the
dispatch pressure it is important to notice that the
last 300 psi of indicated oxygen pressure must be
treated as unusable since the oxygen regulation
function starts to be unreliable at that pressure.
− Oxygen consumption with the 3 fixed bottles installation;
 SMOKE PROTECTION (Regulator in 100%
position)
−80 psi / crew mask / 15 min
 SUPPLEMENTAL OXYGEN (Regulator in
NORMAL position)
−135 psi / crew mask / 2 hrs
−27 psi/ passenger mask / 30 min
 UNUSABLE OXYGEN
−300 psi
− Oxygen consumption with the 1 fixed bottle
installation;
 SMOKE PROTECTION (Regulator in 100%
position)
−236 psi / crew mask / 15 min
 SUPPLEMENTAL OXYGEN (Regulator in
NORMAL position)
−385 psi / crew mask / 2 hrs
−80 psi/ passenger mask / 30 min
 UNUSABLE OXYGEN
−300 psi
6/2.1
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Aircraft Operations Manual
1.
GENERAL
The emergency lighting system provides necessary
interior and exterior lighting for a minimum of ten
minutes. The lights are powered by rechargeable
battery packs, located under the cabin floor.
1.1
−
−
−
−
Interior emergency lights
cove mounted lights (10)
emergency exit signs (4)
emergency exit locator signs (2)
floor proximity escape path lights (8) or (20)
1.2
Exterior emergency lights
− escape path lights (2)
− escape path lights in the frames of main door and
forward right exit. (2)
− escape path lights, integrated with forward right
and L/R overwing emergency exit signs (3).
2.
MAIN COMPONENTS AND SUBSYSTEMS
The emergency lighting system is divided into five
subsystems, each feeding the bulbs in a concentrated part of the cabin from its battery pack, thereby maximizing systems survivability.
EMERGENCY EQUIPMENT
Emergency Lighting
F/A−button is not pushed to ON or cockpit switch
is not in ON position.
− Manually, by selecting the cockpit switch to OFF
position, provided any Battery switch is in ON
position and the F/A−button is not pushed to ON
position.
NOTE
If the lights come on manually or automatically they
can not be selected off;
− if CB S7 (R ESS, R MAIN) is tripped or
− if R ESS BUS power is lost.
The F/A−button will illuminate to show ARMED or
ON depending on system status.
CAUTION
Crew members should receive adequate training
in the handling of the emergency lighting system.
Cockpit EMERG LIGHT switch should be OFF during engine start, be set to ARMED after engine
start, and be set to OFF prior to engine shut−down.
(The emergency lights can be turned off only when
R ESS BUS is powered.)
The battery packs are kept at full charge via the R
ESS BUS.
The emergency lights are manually controlled by a
cockpit (OFF−ARMED−ON) EMER LIGHT switch
and an EMERGENCY LIGHTS button on the F/A
service panel (F/A−button).
The emergency lights will come on;
− Manually, by selecting cockpit switch to ON or
pushing F/A button to ON, provided any Battery
Switch is in ON position or R ESS BUS is powered.
The F/A−button will activate the system also
when the cockpit switch is in OFF position.
− Automatically, if electrical power is lost on R
MAIN START BUS (R MAIN BUS for A/C up to
s/n 358), provided the system is armed, which is
achieved with the cockpit switch in ARMED position.
The emergency lights will go out;
− Automatically, if activated automatically, provided
electrical power is restored on R MAIN BUS and
6/3.1
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Apr 01/15
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Aircraft Operations Manual
3.
EMERGENCY EQUIPMENT
Emergency Lighting
FLASH LIGHTS
Three flash lights are provided with the aircraft as
standard. Two are located in the cockpit, outboard
of each pilot’s seat, and one in the cabin entrance
area close to the F/A seat.
Indicator lamp
The F/A flashlight has a small red light, which keeps
blinking when the batteries are properly charged.
In the bottom a carrying loop is attached. The flash
light is automatically activated when removed from
its mounting bracket.
A10721
Fig. 1
Emergency Flash light
NOTE
The F/A flash light should be considered as emergency equipment and should only be used in an
emergency.
6/3.1
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Apr 01/15
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Aircraft Operations Manual
4.
EMERGENCY EQUIPMENT
Emergency Lighting
CONTROLS AND INDICATORS
A
B
B F/A SERVICE PANEL
A EMERGENCY CONTROL PANEL
EMERG LIGHT switch.
ON
The emergency lights come on.
ARMEDThe emergency lighting system is
armed.
OFF
The emergency lights go out.
EMERGENCY LIGHTS button (F/A button)
Emergency lights may be selected on and off by
pushing the button.
ARM (yellow) light comes on when EMER
LIGHT (cockpit) switch is in
ARMED position.
ON
A11111
Fig. 2
(red)
light comes on when emergency
lights are ON.
Emergency lighting − controls and indicators
6/3.1
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Lighting
A
A CENTRAL WARNING PANEL
EMER LTS UNARMED light (amber)
The light will come on when the EMER LIGHT switch is
in OFF position.
A9920
Fig. 3
Emergency lights unarmed indication
6/3.1
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Apr 01/15
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Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
Fire fighting equipment
2.2
GENERAL
Fire−fighting equipment comprises hand fire extinguishers and a fire axe.
NOTE
The fixed fire protection system for the engines, the
cargo compartment and the lavatory, is covered in
chapter 7, ”Fire Protection”.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Hand fire extinguishers
Number, type and locations vary with national regulations.
Halon fire extinguisher
The Halon fire extinguishers contain Halon 1211
which can be used against all types of fires.
Halon 1211 is a liquid chemical which, when expelled from the nozzle, contains approx. 85% liquid
and 15% gas. The liquid, when hitting the fire, forms
a cloud. The extinguishing effect is obtained
through a chemical reaction in the flames. The
extinguishant leaves no residue and is considered
non−toxic; however, there may be a slight ”narcotic”
effect.
Halon fire extinguisher operation:
− Hold extinguisher upright.
− Release safety catch.
− At a distance of 1−2 m (3−7 feet), aim at base of
flames and depress trigger fully.
Only the fully developed cloud of extinguishant is
most effective, not the stream immediately ejected
from the nozzle outlet. If the cloud does not develop
around base of flames, move further back.
When extinguishing liquid fires, never aim full
stream into liquid.
When fighting fires in solid combustibles, apply
extinguishant shot−wise.
A11175
Fig. 1
Halon fire extinguisher
6/4.1
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Apr 01/15
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Aircraft Operations Manual
2.3
EMERGENCY EQUIPMENT
Fire fighting equipment
H20 fire extinguisher
2.5
Water is used against fires in textiles, paper etc. It
must not be used against burning liquids and when
electricity is involved.
The extinguisher contains 1,35 l of water, and has a
range of up to 6 m. An anti−freeze is added to prevent freezing down to approximately − 20 C. Emptying takes 35 sec. (continuous use).
2.4
H20 fire extinguisher operation
− Turn handle fully clockwise (this will puncture the
C02 cartridge in the handle).
− Depress trigger.
− Aim at fire.
− Hold the extinguisher upright.
− It is possible to form water spray by holding a
finger on the nozzle.
Avionic rack inlet
The avionics rack is provided with a red rubber inlet
for fire−fighting, located on the wall behind the left
pilot. This inlet may be used to fight an avionics fire,
should other (isolation) procedures fail to cure the
problem.
2.6
Fire axe
The fire axe is located in the cockpit on the wall behind the left pilot’s seat. It is intended for use in
emergencies, e.g. breaking and cutting inside the
aircraft. The axe handle is electrically isolated.
Avionics rack
fire−fighting inlet
Trigger
CO2 Cartridge
Smoke
goggles
Handle
Standpipe
A31891
Fig. 3
Cockpit left bulkhead
A31890
Fig. 2
H20 fire extinguisher
6/4.1
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Apr 01/15
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Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
PBE / Smoke Goggles
PBE (Protective Breathing Equipment)
Requirements are subject to national regulations.
Where required, there will be one PBE close to
each hand fire extinguisher installed.
Type and operational procedures vary. For full description contact your Flight Operations department.
1.1
SMOKE GOGGLES
There are two smoke goggles in the cockpit located
behind each pilot’s seat, adjacent to the oxygen
mask. A third set of goggles may be provided for
the observer. It is then installed above the observer’s seat.
1.2
Operation
− Don flight crew mask.
− Don smoke goggles; ensure a tight fit to the oxygen mask.
− Tighten the straps.
− Ventilate by turning emergency selector to ON
and pulling the vent valve knob.
6/5.1
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EMERGENCY EQUIPMENT
PBE / Smoke Goggles
THIS PAGE INTENTIONALLY LEFT BLANK !
6/5.1
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1.
EMERGENCY EQUIPMENT
Flotation equipment
GENERAL
− All flotation equipment must be readily available
to all persons on board.
− Number, type and locations vary with national
regulations.
− The crew should have their own life vests, located adjacent to each crew station.
− Passengers are provided with life vests or specially designed seat cushions.
1.1
Life vest operation
− put the vest over the head
− tighten the straps around you
− pull the red inflation tabs (after leaving through
the exit)
− use mouthpieces if the inflation doesn’t work
− activate the light if needed (pull battery plugs)
1.2
Seat cushion operation
− pull the seat cushion from the seat
− embrace it and put your hands through the red
straps
The cushions are attached to the seat with Velcro
tape and can easily be pulled off.
A11176
Fig. 1
Life vest/seat cushion operation
6/6.1
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Apr 01/15
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Flotation equipment
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6/6.1
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Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
3.3
GENERAL
The Emergency Locator Transmitter (ELT) facilitates search and rescue in case of a crash landing.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress frequencies (121.5 and 243 MHz).
It is located aft of the cargo compartment, and is
removable from the aircraft.
2.
The ELT operates independent of the aircraft batteries. It is waterproof, crash resistant, and will normally be operative after a crash landing.
At a 5−7 G nominal impact, the ELT automatically
activates, transmitting an emergency signal containing 2−4 downsweep (1,600 − 300 Hz) signals per
second. The self−contained battery has a minimum
capacity of 52 hours of transmission.
There are two antennas: a permanent external on
the tail cone and a blade antenna for portable ELT
use.
The ELT is controlled by an internal impact switch
and an ELT switch on the transmitter front panel.
Remote control of the ELT is possible by way of a
two−position (ON−ARMED) switch on the cockpit
overhead EMERGENCY panel.
3.
OPERATION
3.1
Automatic activation
For normal operation, the ELT switch in cockpit
shall be guarded in ARMED position. The ELT will
then activate automatically on impact.
3.2
Should the ELT be inadvertently activated, gain access to the transmitter, set its front panel ON−OFF−
ARM switch to OFF, depress the RESET pushbutton and set the ON−OFF−ARM switch to ARM. To
prevent unnecessary search−and rescue actions,
inform ATC immediately. Also, make an entry in the
aircraft log book.
3.4
DESCRIPTION
Manual activation
Deactivation
Portable operation
It is not normal procedure to bring the ELT along in
an evacuation. Should, however, circumstances
warrant the effort of removing the ELT, the portable
operation is the following:
− Gain access to the ELT through the access panel
aft of the cargo compartment.
− Set the ELT switch to OFF.
− Disconnect the antenna cable and tear loose the
two cables to the remote selector circuit.
− Remove the ELT from its mounting bracket.
− Extend the blade antenna fully by pulling the
plastic end of the antenna.
The ELT is now ready for portable use and will
transmit whenever the ELT switch is in the ON position.
For maximum radio range, the ELT should be located as high as possible above the surrounding
terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
At low temperatures, keep the transmitter inside
your jacket with the antenna outside.
IMPORTANT: To prevent unnecessary search−and
rescue actions, inform ATC immediately if the ELT
has been switched on inadvertently.
The ELT can be purposely activated by setting the
ELT switch in cockpit to ON.
6/7.1
A/C 160 −170
PAGE
Apr 01/15
1
S1
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
A EMERGENCY PANEL
ELT switch.
A11112
ON
Manual activation of ELT.
ARMED
Automatic activation of ELT
by impact switch.
Fig. 1
ELT − controls
6/7.1
A/C 160 −170
PAGE
Apr 01/15
2
S1
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
ELT external antenna
A
Access panel to the ELT, in the cargo compartment
A EMERGENCY LOCATOR TRANSMITTER
RESET button.
When pressed the ELT selector in OFF
position, the ELT is deactivated.
ELT switch.
Blade antenna for portable operation.
Pull plastic end to extend the antenna.
Automatic use: Normal position. Automatic activation by impact
switch or activation by remote switch.
Portable use:
A11113
Fig. 2
ON
ELT is on.
OFF
ELT is off.
ELT − Location and controls
6/7.1
A/C 160 −170
PAGE
Apr 01/15
3
S1
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
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6/7.1
A/C 160 −170
PAGE
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S1
Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
GENERAL
The Emergency Locator Transmitter (ELT) facilitates search and rescue in case of a crash landing.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress frequencies (121.5 and 243 MHz).
two−position (ON−ARMED) switch on the cockpit
overhead EMERGENCY panel.
3.
OPERATION
3.1
Automatic activation
It is located aft of the cargo compartment, installed
with screws and is not removable without tools.
For normal operation, the ELT switch in cockpit
shall be guarded in ARMED position. The ELT will
then activate automatically on impact.
2.
3.2
DESCRIPTION
The ELT operates independent of the aircraft batteries. It is waterproof, crash resistant, and will normally be operative after a crash landing.
At a 5−7 G nominal impact, the ELT automatically
activates, transmitting an emergency signal containing 2−4 downsweep (1,600 − 300 Hz) signals per
second. The self−contained battery has a minimum
capacity of 52 hours of transmission.
There is one permanent external antenna mounted
on the tail cone.
The ELT is controlled by an internal impact switch
and an ELT switch on the transmitter front panel.
Remote control of the ELT is possible by way of a
Manual activation
The ELT can be purposely activated by setting the
ELT switch in cockpit to ON.
3.3
Deactivation
Should the ELT be inadvertently activated, gain access to the transmitter, set its front panel AUTO−
OFF−ON switch to OFF, and then back to AUTO.To
prevent unnecessary search−and rescue actions,
inform ATC immediately. Also, make an entry in the
aircraft log book.
IMPORTANT: To prevent unnecessary search−and
rescue actions, inform ATC immediately if the ELT
has been switched on inadvertently.
6/7.1
A/C 171−299
PAGE
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S2
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
A EMERGENCY PANEL
ELT switch.
A11112
ON
Manual activation of ELT.
ARMED
Automatic activation of ELT
by impact switch.
Fig. 1
ELT − controls
6/7.1
A/C 171−299
PAGE
Apr 01/15
2
S2
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
ELT external antenna
A
Access panel to the ELT, in the cargo compartment
A EMERGENCY LOCATOR TRANSMITTER
ELT switch.
AUTO
A11217
Normal position. Automatic activation by impact switch or activation by remote switch.
OFF
ELT is off.
ON
ELT is on.
Fig. 2
ELT − Location and controls
6/7.1
A/C 171−299
PAGE
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EMERGENCY EQUIPMENT
Emergency Locator Transmitter
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6/7.1
A/C 171−299
PAGE
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S2
Aircraft Operations Manual
1.
3.2
GENERAL
The Emergency Locator Transmitter (ELT) facilitates search and rescue in case of a crash landing.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress frequencies (121.5 and 243 MHz). As an option (Mod.
No. 3099), the ELT can be provided with a satellite
com card that will transmit aircraft identifications on
satellite frequency 406 MHz.
It is located aft of the cargo compartment, and is
removable from the aircraft.
2.
DESCRIPTION
The ELT operates independent of the aircraft batteries. It is waterproof, will float in water, is crash resistant, and will normally be operative after a crash
landing.
At a 5−7 G nominal impact, the ELT automatically
activates, transmitting an emergency signal containing 2−4 down−sweep (1,600 − 300 Hz) signals per
second. The self−contained battery has a minimum
capacity of 52 hours of transmission.
There are two antennas: a permanent external on
the tail cone and a flexible antenna for portable ELT
use.
The ELT is controlled by an internal impact switch
and an ELT switch on the transmitter body. Remote
control of the ELT is possible by way of a three−
position (ON−ARMED−RESET) switch on the cockpit overhead EMERGENCY panel.
3.
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
OPERATION
Manual activation
The ELT can be purposely activated by setting the
ELT switch in cockpit to ON.
3.3
Deactivation
The ELT can be deactivated in two ways should the
ELT be inadvertently activated;
− Gain access to the transmitter and set the ELT
ON/ARM−OFF switch to OFF, and then back to
ON/ARM.
− On the cockpit EMERGENCY panel, momentarily
set the ELT switch to spring−loaded RESET position. To prevent unnecessary search−and rescue
actions, inform ATC immediately. Also, make an
entry in the aircraft log book.
− Portable operation
It is not normal procedure to bring the ELT along in
an evacuation. Should, however, circumstances
warrant the effort of removing the ELT, the portable
operation is the following:
− Gain access to the ELT through the access panel
aft of the cargo compartment.
− Set the ELT switch to OFF. If not the ELT will
start transmitting when removed from its mounting bracket.
− Remove the ELT from its mounting bracket.
− Disconnect the antenna cable and the connector
from the remote selector circuit.
− Connect the flexible antenna to the ELT.
The ELT is now ready for portable use and will
transmit (after 30 sec.) whenever the ELT switch is
in the ON position.
Upon activation there is a time delay of 30 seconds
before the ELT starts to transmit. Activation is indicated by a flashing red indicator on the ELT and on
the EMERGENCY panel.
For maximum radio range, the ELT should be located as high as possible above the surrounding
terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
3.1
At low temperatures, keep the transmitter inside
your jacket with the antenna outside.
Automatic activation
For normal operation, the ELT switch in cockpit
shall be positioned in ARMED position. The ELT will
then activate automatically on impact.
IMPORTANT: To prevent unnecessary search−and
rescue actions, inform ATC immediately if the ELT
has been switched on inadvertently.
6/7.1
A/C 300 − UP or with Mod. No. 2204 installed.
PAGE
Apr 01/15
1
S3
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
Activation indicator.
ELT activation indicated by red flashing
light. Transmission occurs after 30 seconds.
A EMERGENCY PANEL
RESET
ELT switch.
A11194
ON
Manual activation of ELT.
Transmission starts after 30
seconds.
ARMED
Automatic activation of ELT
by impact switch.
RESET
Deactivation of ELT transmission.
Fig. 1
ELT − controls
6/7.1
A/C 300 − UP or with Mod. No. 2204 installed.
PAGE
Apr 01/15
2
S3
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
ELT external antenna
The ELT will flash in upside
position in water.
Activation indicator.
A
Access panel to the ELT, in the cargo compartment
ELT activation indicated by
red flashing light. Transmission occurs after 30 seconds.
Safety string.
A EMERGENCY LOCATOR TRANSMITTER
Locking mechanism for release of the clamp.
ELT switch.
Portable use:
Flexible antenna.
For portable use.
A11218
Fig. 2
ON/ARM
ELT is on
OFF
ELT is off
ELT − Location and controls
6/7.1
A/C 300 − UP or with Mod. No. 2204 installed.
PAGE
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EMERGENCY EQUIPMENT
Emergency Locator Transmitter
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6/7.1
A/C 300 − UP or with Mod. No. 2204 installed.
PAGE
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Aircraft Operations Manual
1.
3.2
GENERAL
The Emergency Locator Transmitter (ELT) facilitates search and rescue in case of a crash landing.
It activates automatically on impact, transmitting on
civil as well as military aeronautical distress frequencies (121.5 and 243 MHz). The ELT is also
provided with a satellite com card that will transmit
aircraft identifications on satellite frequency 406
MHz.
It is located aft of the cargo compartment, and is
removable from the aircraft.
2.
DESCRIPTION
The ELT operates independent of the aircraft batteries. It is waterproof, will float in water, is crash resistant, and will normally be operative after a crash
landing.
At a 5−7 G nominal impact, the ELT automatically
activates, transmitting an emergency signal containing 2−4 downsweep (1,600 − 300 Hz) signals per
second. The self−contained battery has a minimum
capacity of 48 hours of transmission.
There are two antennas: a permanent external on
the tail cone and a flexible antenna for portable ELT
use.
The ELT is controlled by an internal impact switch
and an ELT switch on the transmitter body. Remote
control of the ELT is possible by way of a three−
position (ON−ARMED−RESET) switch on the cockpit overhead EMERGENCY panel.
3.
OPERATION
Upon activation there is a time delay of 2 seconds
before the ELT starts to transmit. Activation is indicated by a flashing red indicator on the ELT and on
the EMERGENCY panel.
3.1
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
Automatic activation
For normal operation, the ELT switch in cockpit
shall be positioned in ARMED position. The ELT will
then activate automatically on impact.
Manual activation
The ELT can be purposely activated by setting the
ELT switch in cockpit to ON.
3.3
Deactivation
The ELT can be deactivated in two ways should the
ELT be inadvertently activated;
− Gain access to the transmitter and set the ELT
MAN/RESET−AUTO−OFF switch to OFF, and
then back to AUTO.
− On the cockpit EMERGENCY panel, momentarily
set the ELT switch to spring−loaded RESET position. To prevent unnecessary search−and rescue
actions, inform ATC immediately. Also, make an
entry in the aircraft log book.
3.4
Portable operation
It is not normal procedure to bring the ELT along in
an evacuation. Should, however, circumstances
warrant the effort of removing the ELT, the portable
operation is the following:
− Gain access to the ELT through the access panel
aft of the cargo compartment.
− Set the ELT switch to OFF. If not the ELT will
start transmitting when removed from its mounting bracket.
− Remove the ELT from its mounting bracket.
− Disconnect the antenna cable and the connector
from the remote selector circuit.
− Connect the flexible antenna to the ELT.
The ELT is now ready for portable use and will
transmit (after 2 sec.) whenever the ELT switch is in
the MAN/RESET position.
For maximum radio range, the ELT should be located as high as possible above the surrounding
terrain, e.g. on a hill top or in a tree. The antenna
should be oriented vertically.
At low temperatures, keep the transmitter inside
your jacket with the antenna outside.
IMPORTANT: To prevent unnecessary search−and
rescue actions, inform ATC immediately if the ELT
has been switched on inadvertently.
6/7.1
With Mod No 3112 installed (Air Precision ELT)
PAGE
Apr 01/15
1
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
Activation indicator.
ELT activation indicated by red flashing
light. Transmission occurs after 2 seconds.
A EMERGENCY PANEL
RESET
ELT switch.
A11194
ON
Manual activation of ELT.
Transmission starts after 2
seconds.
ARMED
Automatic activation of ELT
by impact switch.
RESET
Deactivation of ELT transmission.
Fig. 1
ELT − controls
6/7.1
With Mod No 3112 installed (Air Precision ELT)
PAGE
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
ELT EXTERNAL ANTENNA
Flexible Antenna.
For portable use.
ACCESS PANEL TO THE ELT, IN CARGO COMPARTMENT
A
A EMERGENCY LOCATOR TRANSMITTER
Activation indicator.
ELT activation indicated by red
flashing light. Transmission
occurs after 2 seconds.
ANT
MAN
RESET
AUTO
OFF
ELT switch.
AUTO:
Normal position. Automatic activation by impact switch or activation by remote switch.
Portable use:
MAN/RESET: ELT is on in MAN/RESET position.
OFF
A25580
ELT is off in OFF position.
Fig. 2
ELT − Location and controls
6/7.1
With Mod No 3112 installed (Air Precision ELT)
PAGE
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EMERGENCY EQUIPMENT
Emergency Locator Transmitter
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6/7.1
With Mod No 3112 installed (Air Precision ELT)
PAGE
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Aircraft Operations Manual
1.
EMERGENCY LOCATOR TRANSMITTER
The Emergency Locator Transmitter (ELT) is activated automatically on impact, transmitting on
121.5, 243 and 406.25 MHz.
The ELT is located in the rear avionics rack, and
can not be removed from the aircraft.
The ELT is waterproof. It operates independently of
the aircraft batteries. The self−contained battery
has a minimum capacity of 24 hours of transmission
on 406.25 MHz and 72 hours on 121.5/243 MHz.
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
1.1
Automatic activation
For normal operation, the switch in the cockpit shall
be in the ARMED position, and the switch on the
ELT shall be in the ON position. The ELT will then
activate automatically on impact.
1.2
Manual activation
The ELT is manually activated when the cockpit
switch is set to ON.
1.3
Deactivation
There are three switches:
The ELT can be deactivated in two ways:
− The impact switch (activates the ELT at a 5 G
impact)
− An ”ON − OFF” switch on the ELT
− A remote ”ON − ARMED − RESET” switch on the
EMERGENCY overhead panel in the flight compartment.
− Set the switch on the ELT to OFF, or
− On the cockpit EMERGENCY panel, momentarily
set the ELT switch to the RESET position.
Upon activation, the ELT starts to transmit on 121.5
and 243 MHz. There is a time delay of 47 seconds
before the ELT starts to transmit on 406.25 MHz.
Activation is indicated by a flashing red indicator on
the ELT and on the EMERGENCY panel.
NOTE
If the ELT has been inadvertently activated, inform
ATC immediately, to prevent unnecessary search/
rescue actions. Also, make an entry in the aircraft
log book.
6/7.1
Applicable for A/C with mod. 3504 (Artex ELT C406−1)
PAGE
Apr 01/15
1
S5
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
A
Activation indicator
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
upon activation and after 47 seconds on
406.25 MHz.
A EMERGENCY PANEL
RESET
ELT switch
ON
− Manual activation of ELT.
Transmission on 121.5 and 243 MHz
starts upon activation and after
47 seconds on 406.25 MHz.
ARMED − Automatic activation of ELT by
impact switch
RESET − Deactivation of ELT transmission.
(Do not hold in RESET for more than
a second or two.)
A31333
Fig. 1
ELT − controls
6/7.1
Applicable for A/C with mod. 3504 (Artex ELT C406−1)
PAGE
Apr 01/15
2
S5
Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
ELT external antenna
A
Access panel to the ELT, in the cargo compartment
Activation indicator.
ELT activation indicated by red flashing light.
Transmission on 121.5 and 243 MHz starts
upon activation and after 47 seconds on
406.25 MHz.
A ELT
ON
OFF
ELT switch.
ON:
Normal position. Automatic activation by impact switch or activation by remote switch.
OFF:
ELT is off.
A31334
Fig. 2
ELT − Location and controls
6/7.1
Applicable for A/C with mod. 3504 (Artex ELT C406−1)
PAGE
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Emergency Locator Transmitter
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6/7.1
Applicable for A/C with mod. 3504 (Artex ELT C406−1)
PAGE
Apr 01/15
4
S5
Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
First Aid Kit
FIRST AID KIT
First Aid Kit(s) is provided with the aircraft as standard. It is located in the galley/entrance area and
contains the following:
Qty:
1
1 ”x3” plastic adhesive bandage
(16 per unit)
2
PVP iodine swabs
(10 per unit)
1
Ammonia inhalants
(10 per unit)
8
4” bandage compress
(1 per unit)
5
Triangular bandage
(1 per unit)
1
Calloid 1/8 oz tube
(6 per unit)
2
Wire splint
(1 per unit)
4
4” x 6 yds gauze bandage
(1 per unit)
1
1” x2 1/2 yds adhesive tape
(2 per unit)
1
Scissors
(1 per unit)
NOTE
Some national regulations may specify a different
content.
Check with your Flight Operations department.
6/8.1
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Apr 01/15
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
First Aid Kit
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6/8.1
PAGE
Apr 01/15
2
Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
Spare bulbs and fuses
SPARE BULBS AND FUSES
Two boxes, located in the cockpit L and R lower
side panels respectively, contain spare bulbs and
fuses as well as padlocks for external door locking.
A11154
Fig. 1
Spare bulbs and fuses
6/9.1
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Apr 01/15
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Spare bulbs and fuses
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6/9.1
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Aircraft Operations Manual
1.
EMERGENCY EQUIPMENT
Exits
2.
GENERAL
WARNING
NOTE
All crew members should receive adequate training in the handling of emergency exits and evacuation procedures.
The aircraft is provided with five emergency exits;
−
−
−
−
Main door (1)
Forward right exit (1)
Overwing exits (2)
Cockpit escape hatch (1)
Cargo door
Fig. 1
The main door, located on the forward left side fuselage, is primarily intended for embarkation/ disembarkation. It is also used as an emergency exit
(type I).
The main door is of ”semi−plug” type, held in position by door stops, guided pins and doorway support fittings.
When rotating the door handle from closed position,the door moves slightly upwards to a position
where the door stops and guide pins are clear of
the doorway support fittings. The door can then be
swung outwards to the fully open position.
Overwing
exit (Type lll)
Cockpit
escape
hatch
A9910
If the main door handle has been inadvertently
moved to the closed position with the door open, a
latch in the middle of the door (inside) has to be
pressed before the handle can be returned to open.
The latch is a plastic ”roller” about 5 cm long.
General
The aircraft is provided with one Cargo door which
is not considered as an emergency exit and normally operated from outside. On some aircraft the Cargo door may be operated also from inside, by inserting a handle into the door locking mechanism.
Forward right
exit (Type ll)
MAIN DOOR
Main door
(Type l)
Emergency exits
NOTE
When a ground air conditioning unit is supplying air
to the cabin with the doors closed, the cabin may
become slightly pressurized (depending on the capacity of the unit). This may require an extra effort
to open the emergency exits and to unlock the main
door. Leaving the cockpit ground communication
hatch slightly open would alleviate the situation.
Friction loads between the door and the doorway,
induced by cabin pressurization, will prevent door
opening until cabin differential pressure has been
reduced to a low value.
When opened fully, a spring−loaded hook on top of
the main door hinge will engage an external fuselage bracket, retaining the door in the fully open
position. To close the door, the hook is released by
either of the two door lock release knobs, accessible from the cabin and the ground, respectively.
6/10.1
PAGE
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Aircraft Operations Manual
EMERGENCY EQUIPMENT
Exits
CAUTION
The main door will swing open if the door is unlocked and the cabin happens to be pressurized.
Overcentering index window
(closed position shown)
Internal Door Handle
Plastic Roller Latch
Check centered
prior flight
Shoot bolt
index window
Shoot bolt
tip switch
External Door Handle
Guidepin Switch
A9911
Fig. 2
Main door − operation and indication
Opening from inside
− release flaps
− move handle fully to OPEN
− push and swing door out to locked position
− use the grab handle when operating the door
Closing from inside
− pull white knob to unlock the door
− swing and pull door into door opening
− move handle fully to CLOSED
− attach flaps
− check door mechanical indications
6/10.1
PAGE
Apr 01/15
2
Aircraft Operations Manual
3.
EMERGENCY EQUIPMENT
Exits
FORWARD RIGHT and OVERWING EXITS
Operation
General
NOTE
Forward right and Overwing exits have identical
handles and are operated the same way from inside. The locking mechanisms are found in the upper ends; the lower ends have hooks.
EXIT
Forward right exit outside handle is located on
the bottom of the hatch.
COVER
PULL
CLOSED
Î
Î
Î
Î
OPEN
OPEN
EMERGENCY EXIT
A9880
Fig. 3
Forward right and overwing exits − operation
To open from inside
− remove cover.
− pull handle.
− lift the hatch inward, turn it and throw it out.
To open from outside
− pull handle down (to OPEN).
− push hatch into cabin.
6/10.1
PAGE
Apr 01/15
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Aircraft Operations Manual
4.
EMERGENCY EQUIPMENT
Exits
COCKPIT ESCAPE HATCH
Closed
Ventilation
Open
General
A removable hatch is installed in the cockpit ceiling
to facilitate flight crew evacuation, should the door
between cockpit and cabin be obstructed or should
there be no suitable forward exit.
This hatch can also be used for ventilation on
ground, or for smoke evacuation in flight.
An escape strap to facilitate evacuation is stowed in
the cockpit ceiling adjacent to the hatch (left side).
Forward
Operation
To open hatch from inside
− turn handle 90 degrees (to OPEN);
− remove hatch.
For ventilation/smoke evacuation
Shoot bolt
tip switch
− turn handle 45 degrees (to VENTILATION);
− lower hatch to the stop (approx. 4 inches).
To open hatch from outside
− turn handle clockwise;
− push hatch down.
Ventilation position
Closed position
Evacuation
− remove escape strap from stowage;
− throw strap out through exit;
− escape through the hatch using the strap hand
overhand.
CAUTION
Use care to avoid pitot tubes and AOA sensor
when descending down the side of the aircraft.
NOTE
If possible escape on the left side due to length of
strap.
A9914
Fig. 4
Cockpit escape hatch − operation and indication
6/10.1
PAGE
Apr 01/15
4
Aircraft Operations Manual
5.
EMERGENCY EQUIPMENT
Exits
For inside operation there is a handle stowed in the
cargo compartment.
CARGO DOOR
NOTE
The cargo door is not to be considered as an emergency exit.
General
The cargo door is located on the aft fuselage left
side. When opened, it slides inwards/ upwards into
the ceiling where it is stowed. The door weight is
balanced by wires and springs, so that it will remain
in any position desired along its rails.
Operation
The cargo door is normally operated from outside
by pulling out and turning the door handle. On some
aircraft the door can also be operated from inside.
From a/c 260 and up there is no handle for door
inside operation.
Without Mod No 1819 accomplished:
The Inside Door Handle can be inserted in the fitting through a hole in the door linkage cover panel.
With Mod No 1819 accomplished:
Mod No 1819 is part of the improved cargo Liner
modification meeting the more stringent fire resistant equipment. To use the inside door handle with
this mod requires the door linkage cover panel to be
removed first. A handle (if installed) can then be
inserted in the fitting. The linkage cover panel can
be removed by unscrewing 8 large/headed screws.
No tool is required.
Optional
position
Fwd bulkhead
cargo comp.
Forward
External Door
Handle
Internal Door
handle stowed position
(stowage position may vary
with bulkhead configuration)
−Insert Internal Door Handle in the
fitting
−Press outwards while turning handle
clockwise.
A9912
Fig. 5
Cargo door − operation and indication
6/10.1
PAGE
Apr 01/15
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Aircraft Operations Manual
6.
STAIR
EMERGENCY EQUIPMENT
Exits
− push stair into parked position
Release pedal..
Release to
fold the stairs.
The aircraft is equipped with a built−in folding stair
at the main door. When not in use, the stair is
folded and slid along a rail to its stowed position
forward of the main door.
After the main door is opened, the stair is unlocked
from its stowed position and slid to the door opening where it locks into position. It is then extended
and lowered onto the ground by hand.
NOTE
The stair itself is not to be considered as emergency equipment. However, its function has bearing on
the use of the Main door as an emergency exit.
Release lever.
Release to
fold the stairs.
CAUTION
Evacuation procedures should not include the
stair to be used in an emergency evacuation.
The reason for this is the possibility of a bent
slide hand rail which could render the stair unmovable or stuck in a middle position thereby
blocking the exit.
Operation
To extend from outside
−
−
−
−
release floor lock;
pull stair to parked position;
release hook;
pull stair out.
Floor locker.Release to slide
the folded stairs forward on aft.
Plastic catch. Release
to extend the stairs.
To extend from inside
−
−
−
−
release floor lock;
pull stair to parked position;
release hook;
push stair out.
A9909
Fig. 6
Stair − operation
Retract from outside
−
−
−
−
release hook;
lift and push stair to lock in folded position;
release floor lock;
push stair into parked position.
Retract from inside
−
−
−
−
release hook;
pull and press down handrails;
pull handle to lock stair in folded position;
release floor lock.
6/10.1
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FIRE PROTECTION
CONTENTS
Fire Protection
7.0
7.1
7.2
Highlights
Description
Operation
− not applicable
7
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1.
GENERAL
The fire protection system provides:
− Fire detection of the engines plus an extinguisher
system.
− Detector failure system.
− Tail pipe overheat detection.
− Smoke detection for the avionics, lavatory and
cargo compartments.
− Extinguisher system for the cargo compartment
in standard version aircraft.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Engine fire protection (Fig. 1 and Fig. 2)
Detection of fire or overheat in the engine nacelle
fire zone is ensured by a single continuous loop
detection circuit below each engine.
There is one control unit for each engine. The control unit continuously monitors the resistance value
in the loop. If a preset resistance value indicating a
fire is reached, the unit will activate the fire warning
system.
Too quick resistance change in the loop, however,
will not result in a fire warning but in a detector failure indication, indicating that the loop has been mechanically short circuited and is unreliable.
For a fire, the following warnings will be given:
− Fire bell
− MASTER WARNING and
L/R ENG FIRE (CWP) light and
L/R ENG fire handle light (red).
Pressing either of the master warning lights or pulling the respective fire handle will extinguish both
master warning lights, silence the fire bell and
change the flashing L/R ENG FIRE light on CWP to
steady. The L/R ENG FIRE light and L/R ENG fire
handle light remains on as long as the warned
condition exists.
A detector failure gives the following indications:
− MASTER CAUTION and
L/R FIRE DET FAIL (CWP) light.
Pressing either of the master caution lights will extinguish both master caution lights and change the
flashing L/R FIRE DET FAIL light on CWP to
FIRE PROTECTION
Description
steady. The CWP light remains on as long as the
caution condition exists.
The engine fire warning and detector failure system
can be tested with two switches on the TEST 1
panel. Using these switches, both an engine fire
and a loop short circuit are simulated with correct
warning indications both aurally and visually.
Pulling a fire handle will have the following result:
− Engine fuel shutoff valve is closed.
− Engine bleed air pressure regulator valve is
closed.
− Start−Gen field relay is open.
− Fire bell is silenced.
− Master warning is reset, indicated by the master
warning lights going out.
− Both main and reserve extinguisher squibs for
the engine are armed.
− Right fire handle shuts off the power supply to
prop. brake. Hydraulic lock valves will keep the
brake engaged and PROP BRAKE light and
MASTER WARNINGS come on.
There is one extinguisher bottle installed in each
engine nacelle equipment compartment. Extinguishing agent is Halon 1301.
Each bottle can be discharged into the fire zone of
the nacelle where it is installed or it can be discharged and routed to the nacelle on the other wing
to serve as reserve for its extinguisher bottle, e.g.
the left FIRE EXTG switch discharges the left extinguisher into the left engine if the left fire handle has
been pulled, and into the right engine if the right fire
handle has been pulled.
The released extinguishant is discharged into the
engine fire zone area through a manifold optimizing
distribution to the spray nozzles.
The armed extinguisher squib (explosive cartridge)
is activated by the respective bottle’s FIRE EXTG
switch located adjacent to its fire handle.
2.2
Tail pipe overtemperature (Fig. 1)
Applicable to a/c without mod. 3400/3401
There are three overtemperature detectors installed
around each engine tail pipe. The detectors are
wired in parallel so that an overheat signal from a
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Aircraft Operations Manual
single detector is enough to initiate an overheat
warning.
Applicable to a/c with mod. 3400/3401
There is one pneumatic detector for each engine
tailpipe. The detector consists of a hermetically
sealed responder housing with electrical switches
and a gas filled sensor tube. If the tail pipe temperature reaches a predetermined value, a switch will
close and initiate an overheat warning.
Applicable to all aircraft
When a tail pipe overtemperature is detected, the
following warnings will be given:
− MASTER WARNING and
L/R TAIL P HOT (CWP) light.
Pressing either of the master warning lights will
cancel the warning except the L/R TAIL P HOT light
which will go from flashing to steady and stay on
until the tail pipe temperature has decreased.
The engine fire loop test switch is also used to test
the tail pipe overtemperature system. Activating the
switch will simulate an overtemperature condition
and thereby check the integrity of the circuit to the
detectors.
2.3
Smoke detection (Fig. 3)
There are three independent smoke detection systems installed, namely in the avionics compartment,
lavatory and in the cargo compartment.
The smoke detectors, one in each compartment,
use a pulsed light beam and a photo sensor to detect smoke. With Mod No 1819 installed there are
two smoke detectors in the cargo compartment.
The respective warning is triggered when smoke
density reaches a preset value.
If smoke is detected in any compartment, the following warnings will be activated:
− MASTER WARNING and
AVIONIC, LAV or CARGO SMOKE (CWP) light.
FIRE PROTECTION
Description
TEST 1 panel. When activated, smoke conditions in
all compartments are simulated and all warnings
activated.
2.4
Cargo compartment fire extinguisher
system
The cargo compartment is provided with a fire extinguisher system consisting of a Halon 1301 extinguisher. The extinguisher is located behind the rear
bulkhead of the cargo compartment on the right
side. The tube terminates at a nozzle that is designed to provide an even distribution of extinguisher agent in the cargo compartment.
The extinguisher container is a dual wall type, a
bottle within the bottle. When the bottle is discharged, the outer volume rapidly floods the
compartment with agent in order to extinguish the
fire. The inner volume slowly leaks a regulated flow
of the agent through a restrictor maintaining a specified concentration level high enough to prevent
reignition.
If smoke is detected in the cargo compartment, the
flight crew can activate the fire extinguisher system
by operating the CARGO FIRE EXTG switch on the
overhead panel.
A CARGO EXTG light adjacent to the extinguisher
switch is operated by a pressure switch sensing
pressure in the inner volume. Normal pressure in
the extinguisher container is 360 psi. The CARGO
EXTG light comes on when pressure decreases to
310−260 psi indicating low pressure in the bottle.
When the extinguisher system is activated the light
will come on when the outer volume has been
drained and the pressure in the inner volume has
reached the trigging level, this can take up to 15
minutes. Accordingly CARGO EXTG light not coming on in sequence with activation of the FIRE
EXTG shall not be interpreted as a non functioning
system.
Pressing either of the master warning lights will
cancel all warnings except the respective CWP
light, which will change from flashing to steady and
stay on until the smoke has disappeared.
In the standard passenger version the smoke detectors are tested by one single test switch on the
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2.5
FIRE PROTECTION
Description
Optional cargo compartment fire extinguisher system
An optional extinguisher system, identical to the
standard system, may be installed on the left side
of the cargo compartment.
Like the standard system, the extinguisher is discharged in two stages, the first with rapid flooding
and the second with a slower regulated flow. The
time difference between activation of FIRE EXTG 1
and 2 must therefore be more than 2 minutes to
prevent a pressure chock due to two successive
flooding discharges.
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Description
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A11992
Fig. 1
FIRE PROTECTION
Description
Engine fire protection and exhaust duct overtemperature system
7.1
Applicable to aircraft without Mod. No. 3400/3401 installed.
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FIRE PROTECTION
Description
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7.1
Applicable to aircraft without Mod. No. 3400/3401 installed.
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FIRE PROTECTION
Description
REPETITIVE CHIMES
MASTER
WARNING
FLASHING
L TAIL P
HOT
CWP
FLASHING
TAIL PIPE
OVERTEMP
SENSOR LOOP
OVERTEMP
TEST
SIGNAL
L
FIRE
FIRE SHORT
R
FIRE LOOP
FIRE TEST
DETECTOR
FAILURE TEST
CONTROL
UNIT
TEST 1 PANEL
FIRE WARNING
DETECTOR FAILURE
FIRE BELL
FLASHING
CWP
FLASHING
FIRE
HANDLE
LIGHT
A31329
MASTER
WARNING
L ENG
FIRE
SINGLE CHIMES
MASTER
WARNING
FLASHING
L FIRE
DET FAIL
CWP
FLASHING
L ENG
Fig. 1
Engine fire protection and exhaust duct overtemperature system
7.1
Applicable to aircraft with Mod. No. 3400/3401 installed.
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FIRE PROTECTION
Description
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7.1
Applicable to aircraft with Mod. No. 3400/3401 installed.
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FIRE PROTECTION
Description
Pressure gauge
A11993
Fig. 2
Engine fire extinguishing system
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FIRE PROTECTION
Description
Repetitive
chimes
MASTER
WARNING
Flashing
AVIONIC
SMOKE
LAV
SMOKE
CWP
flashing
CARGO
SMOKE
Smoke signal
Avionic smoke
sensor
TEST 1 PANEL
SMOKE
Test
signals
Lavatory smoke
sensor
Cargo smoke
sensor
A11984
Fig. 3
NOTE
With Mod. No. 1819
installed there are two
smoke sensors in the
cargo comparatment.
Fuselage smoke detection system
7.1
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Aircraft Operations Manual
3.
FIRE PROTECTION
Description
CONTROLS AND INDICATORS
A
FIRE EXTG discharge switch (2)
When an extinguishing discharge switch is moved
from OFF after the engine fire handle has been pulled
for the same side, the main extinguishant bottle is
discharged to that engine.
When an extinguishing discharge switch is moved
from OFF after the engine fire handle for the opposite
side has been pulled the bottle on the opposite side of
the fire will be discharged through the crossover line
into the fire.
A
Engine fire handle (2)
Will come on red when a fire condition occurs and
remain on until the fire is out.
When the handle is pulled the following will happen:
A11986
− Engine fuel shutoff valve is closed.
− Engine bleed air is closed.
− Start−Gen field relay is open.
− Aural fire warning is shut off.
− Master warning is reset indicated by the master
warning lights going out.
− Both main and reserve extinguisher squibs for the
engine are armed.
− For right fire handle hydraulic pressure to the
propeller brake is shut of. Brake remains engaged
and PROP BRAKE warning light comes on.
Fig. 4 Fire protection − controls and indicators
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FIRE PROTECTION
Description
A
L/R ENG FIRE light (red)
Comes on flashing for an engine fire
condition.The light will remain on as long
as the fire exists.
A CENTRAL WARNING PANEL
A
1
2
3
L ENG
FIRE
L ENG
OIL PRESS
L TAIL P
HOT
5
AUTO
COARSEN
6
L FIRE
DET FAIL
ICE
PROT
PARK
BRK ON
A−SKID
INOP
L STALL
FAIL
8
9
10
A11989
C
D
AVIONIC
SMOKE
CARGO
SMOKE
LAV
SMOKE
CABIN
PRESS
PROP
BRAKE
R ENG
FIRE
R ENG
OIL PRESS
R TAIL P
HOT
AUTO
TRIM
4
7
B
AVIONIC/LAV/CARGO SMOKE light (red)
1
2
3
A light comes on to indicate a smoke condition in the respective compartment. The
light will remain on as long as the smoke
condition exists.
4
CONFIG
PITCH
TRIM
RUDDER
LIMIT
5
L/R TAIL P HOT light (red)
FUEL
ELEC
R FIRE
DET FAIL
6
ENGINE
FLAPS
Comes on to indicate a tail pipe overtemperature. The light will remain on as long
as there is an overtemperature.
AIRCOND
EMER LTS
UNARMED
AVIONICS
AVIONICS
VENT
GUST
PUSHER
LOCK
SYSTEM
HYDR
Fig. 5
7
OXYGEN
8
DOORS
9
R STALL
FAIL
10
L/R FIRE DET FAIL light (amber)
Comes on flashing to indicate a short circuit in the engine fire detection loop. The
light will remain on as long as there is a
short circuit.
Fire protection − controls and indicators
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FIRE PROTECTION
Description
A
Smoke test switch.
When activated, smoke conditions in the avionics
compartment, lavatory and cargo comparments are
simulated.
The smoke test warnings are:
− MASTER WARNING lights.
− AVIONIC, LAV and CARGO SMOKE lights.
− Repetitive chime.
FIRE test switch.
When held in L or R the integrity of left or
right engine fire detection and tail pipe
overtemperature system are checked
with a simulated warning condition.
A TEST 1 PANEL
TEST 1
BLD LEAK
L
R
1 STALL 2
+
ACC
The engine fire test warnings are:
LAMPS
UPR
− MASTER WARNING lights.
− L/R ENG FIRE light.
− L/R fire handle light.
− Fire bell.
LWR
L
The additional tail pipe overtemperature
test warnings are:
FLAPS
L
FUEL
AUTOCOARS
R
R
FIRE SHORT
L
FIRE
R
SMOKE
RST
− L/R TAIL P HOT light.
− Repetitive chime.
FIRE SHORT test switch.
When activated, a short circuit in both engine fire
loops are simulated giving the following warnings:
− MASTER CAUTION lights.
− L and R FIRE DET FAIL lights.
− Single stroke chime.
A12918
Fig. 6
Fire protection − controls and indicators
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A11994
Fig. 7
FIRE PROTECTION
Description
Fire protection − controls and indicators
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4.
FIRE PROTECTION
Description
ELECTRICAL POWER SUPPLY
Detection.
Left engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMER BUS
E−1
L ENG FIRE
Right engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMER BUS
L−1
R ENG FIRE
Left engine tail pipe hot detection . . . . . . . . . . . . .
EMER BUS
E−2
L TAIL P HOT
Right engine tail pipe hot detection . . . . . . . . . . . .
EMER BUS
L−2
R TAIL P HOT
Avionic compartment smoke det. . . . . . . . . . . . . .
L BAT BUS
E−3
AVION SMOKE
Lavatory/cargo smoke det. . . . . . . . . . . . . . . . . . . .
R BAT BUS
L−3
LAV CARGO SMOKE
Fire extinguishing.
L main squib & R reserve squib . . . . . . . . . . . . . .
L HOT BAT BUS E−3
L BOTTLE
R main squib & L reserve squib . . . . . . . . . . . . . .
R HOT BAT BUS L−3
R BOTTLE
Left engine shutoff control . . . . . . . . . . . . . . . . . . .
L HOT BAT BUS F−3
L ENG SHUTOFF
Right engine shutoff control . . . . . . . . . . . . . . . . . .
R HOT BAT BUS M−2
R ENG SHUTOFF
L HOT BAT BUS F−1
CARGO
Cargo ext. bottle 1 discharge . . . . . . . . . . . . . . . . .
L HOT BAT BUS F−1
EXT 1 CARGO
Cargo ext. bottle 2 discharge . . . . . . . . . . . . . . . . .
R HOT BAT BUS M−8
EXT 2 CARGO
Applicable for A/C with one Cargo ext. bottle:
Cargo ext. bottle discharge . . . . . . . . . . . . . . . . . .
Applicable for A/C with two Cargo ext. bottles:
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Description
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1.
FIRE PROTECTION
Operation
LIMITATIONS
Not applicable
2.
NORMAL OPERATION
CONDITIONS
2.1
SYSTEM TEST
NORMAL PROCEDURES
1.
Fire handles & extinguishers . . . . . . . . . . . . . . . . . . . . . CHKD
− Check both handles to be in and safetied.
− Check both extinguisher switches OFF and safetied.
2.
CARGO FIRE EXTG discharge switch . . . . . . . . . . . . . CHKD
− Check extinguisher switch OFF and safetied.
3.
FIRE test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L THEN R
− Hold switch in L and check that:
 MASTER WARNING lights come on.
 L ENG FIRE light comes on.
 L TAIL P HOT light comes on.
 L ENG fire handle light comes on.
 Fire bell sounds.
 Repetitive chime sounds.
− Hold switch in R and check that the same warnings for right engine comes
on.
4.
FIRE SHORT test switch . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN UPPER
POSITION
− Hold switch in upper position and check that:
 MASTER CAUTION lights come on.
 L and R FIRE DET FAIL lights come on.
 Single stroke chime sounds.
5.
SMOKE test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN UPPER
POSITION
− Hold switch in upper position and check that:
 MASTER WARNING lights come on.
 AVIONIC, LAV and CARGO SMOKE lights come on.
 Repetitive chime sounds.
7.2
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3.
FIRE PROTECTION
Operation
ABNORMAL OPERATION
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES
and 24, EMERGENCY PROCEDURES.
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FLIGHT CONTROLS
CONTENTS
Flight Controls
8.0
8.1
8.2
Highlights
Description
Operation
− not applicable
8
−CONTENTS
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1.
FLIGHT CONTROLS
Description
GENERAL
The flight controls are divided into two groups:
− Primary flight controls consisting of elevators,
ailerons and rudder.
− Secondary flight controls consisting of trim system and the flaps.
All primary flight controls are conventional, manually
operated rod and cable assemblies. All control surfaces are mass balanced.
The flaps are electrically controlled and hydraulically actuated.
The trim system is electrically controlled and electrically actuated.
Geared tabs are used with the elevator and aileron
systems while a spring tab is used with the rudder
system.
The geared tabs deflect proportionally to control
surface movement to assist the control forces by
means of aerodynamic effect on the tab.
The rudder pedals are mechanically linked to the
spring tab, and via torsion bars to the rudder.
A rudder travel limiting system limits the control
system operating range as a function of airspeed.
All tabs are controlled electrically from cockpit when
used for trimming.
On ground, all primary flight controls can be locked
by a gust lock system.
Rudder
Tab
Elevator
Tab
Aileron
Tab
Flap
Horizontal stabilizer
A10865
Fig. 1
Flight control surfaces
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2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Ailerons
Each aileron is hinged to the wing trailing edge at
two points.
The left and right aileron control channels are mechanically interconnected.
However, should one of the control channels become jammed, the other channel can be controlled
by applying excessive force to the control wheel or
disconnected by pulling the roll disconnect handle in
the cockpit which separates the two channels from
each other. If the handle is not pulled the disconnect function is automatically reset when the excessive control force no longer is applied.
After the handle has been pulled, disconnection is
permanent and the system can only be reset on the
ground by use of the reset switch adjacent to the
disconnect unit.
When the control channels are disconnected the left
pilot has control of the left aileron while right pilot
retains control of the right aileron, and the pilot
whose aileron channel is free, maintains sufficient
control of the aircraft with his wheel.
A centering spring unit is installed in each control
system to improve the lateral stability at extreme
sideslip angles. The spring unit also compensates
the aerodynamic upfloat in case of a disconnection
during flight.
A sensor supplies aileron position information to the
flight recorder.
The autopilot aileron servo drive is mechanically
linked to the right aileron channel.
2.2
Elevators
The elevators are hinged to the horizontal stabilizer
at three points.
The left and right elevator control channels are mechanically interconnected.
However, should one of the control channels become jammed, the other channel can be controlled
by applying excessive force to the control column or
disconnected by pulling the pitch disconnect handle
FLIGHT CONTROLS
Description
in the cockpit which separates the two channels
from each other. If the handle is not pulled the disconnect function is automatically reset when the
excessive control force no longer is applied.
After the handle has been pulled, disconnection is
permanent and the system can only be reset on the
ground.
When the control channels are disconnected the left
pilot has control of the left elevator while the right
pilot retains control of the right elevator, and the
pilot whose elevator channel is free, maintains sufficient control of the aircraft with his column.
If left channel is jammed, no stick pusher movement is available, see AOM 19/4.1.
An elevator downspring is installed in each control
system in order to improve the stick−force variation
with speed at low speed. The spring acts with a
constant force over the whole elevator range of
travel. Additionally, an elevator upspring is installed
in each control system as a complement to the
downspring. The upspring only acts at elevator
angles of 6 down or more. The spring−force increases with increased down deflection. The spring
improves the pushover characteristics of the aircraft
but has no function at manoeuvres encountered
during normal operation.
Two sensors supply elevator position information to
the flight recorder.
The autopilot elevator servo drive is mechanically
linked to the left elevator channel.
2.3
Rudder
The rudder is hinged to the fin at two points and is
operated with assistance of a spring tab. An aerodynamic balance horn is located at the top of the
rudder.
Each pair of rudder pedals is mechanically interconnected. The pedal positions can be individually adjusted with a lever mounted in the center of each
pair of pedals.
A sensor supplies rudder position information to the
flight recorder.
The autopilot rudder servo drive is mechanically
linked to the rudder control system.
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Aircraft Operations Manual
Rudder Limiter System
The rudder control system includes a rudder limiter
control unit that controls a rudder limiting mechanism to prevent overload conditions as a result of
excessive rudder pedal displacement or excessive
control forces on the rudder at high speed.
The rudder limiting system provides restrictions
within following speed ranges:
− At airspeeds below 150 kts, the system permits
full range of movement for the rudder.
− At airspeeds between 150 and 200 kts the system limits rudder deflection to 15 deg. in either
direction.
− At airspeeds above 200 kts the system limits rudder deflections to 6.3 deg. in either direction.
In a malfunction of the system the RUDDER LIMIT
light on the Central Warning Panel comes on. The
Rudder Limiter Control Unit will consider one of the
following cases as a system malfunction: power
loss, limiting mechanism fails to enter proper position for corresponding airspeed, a failure in the
speed sensors or excessive rudder command for
corresponding airspeed due to mechanical failure.
The rudder limiter system can be overridden by setting the RUDDER LIMIT switch to the OVRD position. By setting the RUDDER LIMIT switch to
OVRD the rudder limiting mechanism will be retracted by the override actuator enabling full range
of movement for the rudder at any airspeeds. The
RUDDER LIMIT light will then persist until the airspeed is below 140 kts, where actual position of the
limiting mechanism will correspond with the airspeed thus extinguishing the warning light.
2.4
Flaps
There is a single, slotted flap on each wing. The
flaps are mechanically interconnected and are operated by hydraulic power and controlled with a handle on the center pedestal.
The flaps can also be powered by hydraulic hand
pump pressure. Ref. AOM 10.1 and 10.2.
To prevent flap damage due to excessive air loads,
a blow−back protection is incorporated in the hydraulic system.
FLIGHT CONTROLS
Description
There are four handle ”detents”, designated, 7, 15,
20 and 35, respectively. Cockpit indication is by way
of a dual pointer instrument, with a white ”band” at
each setting.
The actual flap deflection achieved at each setting
varies with airspeed. At the maximum airspeed allowed for a setting the air loads on the flap surfaces
make the pointers stop at the ”upper end” of the
white band, whereas on ground they may stop closer to the ”lower end”. The white band thus indicates
a ”range”, to accommodate the flexing of the flap
surfaces at different airspeeds.
A left flap position sensor supplies signals used for:
−
−
−
−
−
Left flap position indicator pointer in cockpit
Position feedback for flap operation.
Takeoff configuration warning (CONFIG)
Flight recorder.
Left stall warning channel.
A right flap position sensor supplies signals used
for:
− Right flap position indicator pointer in cockpit
− Landing configuration warning (CONFIG)
− Right stall warning channel.
A flap position signal for the GPWS is also supplied
directly from the flap control unit.
If there is a malfunction in the flap electrical control
system the FLAPS light on the CWP illuminates.
A flap control system TEST lamp and a TEST
switch are installed on the overhead panel.
2.5
Gust locks
The gust lock is controlled with a handle on the center pedestal in the cockpit. The system locks the
elevator and aileron controls mechanically and the
rudder electrically. Either of the control columns
must be pushed forward in order to get the elevator
gust−lock into grip.
With the gust lock engaged, power lever movement
is limited to prevent the aircraft from taking off with
the controls locked.
The gust lock handle also controls the following
electrical functions.
With the gust lock engaged the following is possible:
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Aircraft Operations Manual
− Operation of the right engine propeller brake
− Erasing of cockpit voice recorder.
Should any disconnection occur in the gust lock
control link system, the system fails in the disengaged position.
If the gust lock handle is in off position but the rudder gust lock remains engaged, the GUST lock light
on the CWP illuminates.
2.6
Trim systems
Main roll trim is accomplished by operating the
ROLL trim switches to actuate the left aileron trim
tab.
Standby roll trim is accomplished by operating the
STBY ROLL trim switches to actuate the right aileron trim tab.
Yaw trim is accomplished by operating the YAW
trim switches to actuate the rudder tab.
All these switches are located in the trim panel on
the center pedestal in the cockpit.
Main pitch trim is accomplished by operating the
trim switches on either control wheel to actuate the
left elevator trim tab, and via a synchronization system, the right trim tab. The left pilot’s switches override the right pilot’s switches.
Built−in monitoring circuits deactivate the synchronization in case of a discrepancy, and illuminate the
PITCH TRIM light on the CWP.
Standby pitch trim is accomplished by operating the
STBY PITCH trim switches on the center pedestal.
These switches actuate the right elevator trim tab
only.
FLIGHT CONTROLS
Description
With the pitch trim synchronization deactivated both
main (left) and standby (right) trim tabs can be operated individually by the control wheel trim
switches and the STBY PITCH trim switches respectively.
All trim switches are dual switches to prevent runaway trim, and must be operated together to complete the necessary electrical circuit.
A common trim tab position indicator is located on
the center instrument panel.
2.7
Takeoff configuration warning
The trim and flap positions are fed into the CONFIG
(configuration) warning circuit of the master warning
system. With the aircraft weight on the wheels,
flaps at takeoff position (within 0 to 15 degrees
range), pitch trim in the normal takeoff range (green
band), and condition levers set for maximum PROP
RPM, the configuration for takeoff is correct. The
power levers can then be advanced to maximum
power for takeoff without a CONFIG warning. However, if any of these conditions are not met, the
master warning is activated. The CONFIG warning
light on the center warning panel flashes bright red,
an intermittent horn sounds and the red master
warning light come on flashing.
Pressing the master warning light cancels the horn,
the light goes off, and the CONFIG light changes to
steady.
2.8
Landing configuration warning
The flap warning system is part of the Ground Proximity Warning System (GPWS). See AOM 19/2.1
Standby pitch trim also deactivates the synchronization. In this case it can be reset with the PITCH
RESET switch on the trim switch panel.
8.1
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Apr 01/15
4
Aircraft Operations Manual
3.
FLIGHT CONTROLS
Description
CONTROLS AND INDICATORS
B
A
A FLAP POSITION INDICATOR
Flap position indicator.
Dual pointers (L and R) indicate position of left
and right flaps.
FLAPS
B FLAP HANDLE
GUSTLOCK
RELEASE
FRICTION
Flap handle.
Used to select flap positions as indicated on the
handle placard. Detents at 7, 15, 20 and
35. For flaps up selection there are gates at
20 and 7.
20
20
35
35
ON
OFF
FRICTION
A10641
POWER
PROP SYNC
Fig. 2
COND
FLAP
Flight controls − controls and indicators − Flap
8.1
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Aircraft Operations Manual
FLIGHT CONTROLS
Description
Gust lock handle.
Moving the gust lock handle fully aft locks
the elevators and the ailerons mechanically
and the rudder electrically. When engaged,
the movement of the power levers is limited
by a stop on the gust lock handle.
A
Gust lock release knob.
When moved sideways, the gust lock handle
can be operated.
With the gust lock engaged, the following is
possible:
− Operation of right engine propeller brake.
− Erasing of cockpit voice recorder.
A GUST LOCK
GUSTLOCK
RELEASE
FRICTION
20
20
35
35
ON
OFF
FRICTION
A10647
POWER
PROP SYNC
Fig. 3
COND
FLAP
Flight controls − controls and indicators − Gustlock
8.1
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Aircraft Operations Manual
FLIGHT CONTROLS
Description
LCD Trim indicator.
Displays trim tab deflection for pitch, roll and yaw. The
indicator shows trim tab deflection for both main and
standby systems in units.
B LCD TRIM INDICATOR
(Mod No. 2949)
C
Green band indicates takeoff range.
MAIN
UP
P
I
T
C
H
STBY
UP
0
0
DN
ROLL
At power up, the built in test will illuminate all segments
for 5 seconds.
NOTE: Loss of main or standby power results in segments
flashing during test sequence.
P
I
T
C
H
Pointer indication moves in descrete steps (at intermediate
trim settings segments may alternate between two positions).
DN
0
L
A
B
YAW
A TRIM SWITCHES
Trim switches.
Normal roll trim is accomplished by operating
the left set of roll trim switches
simultaneously, thereby controlling the left
aileron trim tab.
Standby roll trim switches (right set, guarded)
control the right aileron trim tab.
R
L ROLL R
PITCH
RESET
C PITCH TRIM SWITCHES
B TRIM INDICATOR
L ROLL R
MAIN
P
STBY
ROLL
P
I
YAW
L
I
T
R
T
0
0
C
C
H
DN
Yaw trim is accomplished by operating the yaw
trim switches simultaneously.
H
DN
0
L
Standby pitch trim switches (guarded) control
the right elevator trim tab.
R
YAW
Pitch reset switch.
When depressed pitch trim synchronization
re−engages.
Trim indicator.
Displays trim tab deflection for pitch, roll
and yaw. The indicator shows trim tab
deflection for both main and standby systems
in units.
Green band indicates takeoff range.
A19044
Fig. 4
Flight control − controls and indicators
8.1
PAGE 7
Apr 01/15
Pitch trim switches.
Normal pitch trim is accomplished by operating
both pitch trim switches simultaneously.
This controls the left elevator trim tab,
and via the synchronization system,
the right trim tab.
The left pilot’s switches override the right
pilot’s switches.
Aircraft Operations Manual
FLIGHT CONTROLS
Description
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Aircraft Operations Manual
FLIGHT CONTROLS
Description
A
B CENTRAL WARNING PANEL
PITCH TRIM light (amber).
The PITCH TRIM lights comes on when
pitch trim synchronization is deactivated.
CONFIG light (red).
A
1
2
FLAPS light (amber).
The FLAPS light comes on if there is a
malfunction in the flap electrical control
system. The light will also come on when
FLAPS test switch is activated.
B
3
5
AUTO
COARSEN
6
L FIRE
DET FAIL
ICE
PROT
PARK
BRK ON
A−SKID
INOP
L STALL
FAIL
GUST LOCK light (amber).
7
The GUST LOCK light comes on if gust
lock handle is in off position but the
rudder gust lock remains engaged.
8
9
FLAPS test light (green).
TEST 1
BLD LEAK
L
R
1 STALL 2
+
ACC
LAMPS
UPR
LWR
L
FLAPS
L
FUEL
R
AUTOCOARS
R
RST
FIRE SHORT
L
FIRE
R
SMOKE
Comes on flashing when FLAPS test
switch is activated and the flap position
does not correspond to flap handle position or the flap system is inoperative.
Comes on steady when FLAPS test
switch is activated and the flap position
corresponds to flap handle position and
the flap system is operative. It can also
come on if a flap fault is detected and the
FLAPS light on the CWP is on.
FLAPS test switch.
When actived, the FLAPS light on CWP
with associated warnings, and flaps test
light come on steady indicating an operative system.
Axxxxx
Fig. 5
Flight controls − controls and indicators
8.1
PAGE 9
Apr 01/15
AVIONIC
SMOKE
CARGO
SMOKE
AUTO
TRIM
4
10
A TEST 1 PANEL
L ENG
FIRE
L ENG
OIL PRESS
L TAIL P
HOT
B
C
LAV
SMOKE
CABIN
PRESS
PROP
BRAKE
D
R ENG
FIRE
R ENG
OIL PRESS
R TAIL P
HOT
CONFIG
1
The CONFIG light comes on when applying take−off power on ground for:
2
− Pitch trim tabs out of take−off range
(green band).
3
− CL not in MAX position.
4
− Flaps not in take−off position.
PITCH
TRIM
RUDDER
LIMIT
5
FUEL
ELEC
R FIRE
DET FAIL
6
RUDDER LIMIT light (amber).
ENGINE
FLAPS
7
The RUDDER LIMIT light comes on if the
rudder limiting system fails.
HYDR
AVIONICS
GUST
LOCK
EMER LTS
UNARMED
AVIONICS
VENT
PUSHER
SYSTEM
AIRCOND
OXYGEN
8
DOORS
9
R STALL
FAIL
10
Aircraft Operations Manual
FLIGHT CONTROLS
Description
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8.1
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Apr 01/15
Aircraft Operations Manual
FLIGHT CONTROLS
Description
B
B RUDDER LIMIT OVERRIDE SWITCH
ALTERNATE LOCATION
CENTER PEDESTAL
RIGHT SIDE PANEL
RUD
LIM
OVRD
RUD LIM
OVRD
NORM
NORM
A
C
A ROLL DISCONNECT HANDLE
Rudder limiter override switch.
With the switch in OVRD position, the rudder
limit mechanism is retracted thus enabling full
range of movement for the rudder. The switch
is operated in the event of system failure only.
C PITCH DISCONNECT HANDLE
Roll disconnect handle.
Pitch disconnect handle.
Pulling the handle activates an electrical
actuator which permanently separates the
interconnection between left and right aileron
control channels.
Pulling the handle activates an electrical
actuator which permanently separates the
interconnetion between left and right elevator
control channels.
A24285
Fig. 6
Flight controls − controls and indicators
CAUTION
Store only suitable acessories in the pedestal stowages in such a way that they do not interfer with the
ROLL and PITCH disconnect handles. Placing too big accessories (manuals, checklists etc) in the stowages or placing accessories in a thoughtless manner could, inadvertantly, prevent a quick activation of the
ROLL and PITCH disconnect handles, located at the juncture of the pedestal and center instrument panel.
8.1
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Aircraft Operations Manual
4.
FLIGHT CONTROLS
Description
ELECTRICAL POWER SUPPLY
Flap indicator . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−8
FLAP IND
Flap control . . . . . . . . . . . . . . . . . . . . . . . . . . . L BAT BUS
G−6
FLAP CONTROL
Rudder gust lock . . . . . . . . . . . . . . . . . . . . . . L ESS BUS
G−4
RUDDER GUST LOCK
Roll trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−1
TRIM PITCH ROLL
Yaw trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−2
TRIM YAW
Pitch trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−1
TRIM PITCH ROLL
Pitch trim sync . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−6
PITCH TRIM SWITCH
Pitch roll disconnect . . . . . . . . . . . . . . . . . . . L BAT BUS
G−3
PITCH−ROLL DISC
Rudder limiter . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS
G−5
RUDDER LIMIT
Rudder limiter override . . . . . . . . . . . . . . . . . R BAT BUS
N−7
RUDDER LIMIT OVRD
Trim indicator . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−3
TRIM IND
Stby trim control right . . . . . . . . . . . . . . . . . . R BAT BUS
N−4
STBY TRIM R PWR
CONTROL
Stby trim control left . . . . . . . . . . . . . . . . . . . L BAT BUS
G−2
STBY TRIM L PWR
CONTROL
Stby trim indicator right . . . . . . . . . . . . . . . . . R BAT BUS
N−5
STBY TRIM R PWR IND
Stby trim indicator left . . . . . . . . . . . . . . . . . . L BAT BUS
G−1
STBY TRIM L PWR IND
8.1
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Aircraft Operations Manual
1.
1.1
FLIGHT CONTROLS
Operation
LIMITATIONS
OPERATING LIMITS
− Max speed for flap extension . . . . . . . . . . . . . . . . . . . . . . . . . . See section 27.
2.
2.1
2.2
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
OPERATION OF
PRIMARY
1.
FLIGHT
2.
CONTROLS
Operation of the primary flight controls is conventional.
OPERATION OF
TRIM SYSTEM
Check rudder pedal adjustment.
Move rudder pedals fully left and right and check for free and full travel.
(Do not slam the rudder against the stops).
3.
Rotate control wheel to its maximum throw left and right and check for free
and full travel.
4.
Pull and push control column to its full travel against the stops and check
for free movement.
Check and set trim tabs as follows:
1.
Actuate both pitch trim switches on either control wheel and check both
MAIN PITCH and STBY PITCH trim indicators to move towards UP and
DN positions.
2.
Check that left pilot’s pitch trim switches override right to pilots’s switches.
− Check that the MAIN PITCH trim can not be operated by one of the trim
switches on pilot’s side. Repeat on copilot’s side.
3.
Actuate both SBTY PITCH trim switches on pedestal to UP and DN positions and check STBY PITCH trim indicator to move towards corresponding positions.
− Master caution and PITCH TRIM on CWP starts flashing.
− Equalize NORM and STBY PITCH trim within 1/2 unit.
− Push PITCH RESET button to reengage pitch trim synchronization.
− Check PITCH TRIM caution light to go out.
− Check both trim indicators to be synchronized.
− Check that STBY PITCH trim can not be operated by just one switch.
4.
Actuate both ROLL trim switches on pedestal to L and R positions and
check MAIN ROLL indicator to move towards corresponding positions.
Reset to 0.
− Check that ROLL trim can not be operated by just one switch.
(Cont’d)
8.2
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Aircraft Operations Manual
CONDITIONS
FLIGHT CONTROLS
Operation
NORMAL PROCEDURES
(Cont’d)
5.
Actuate both STBY ROLL trim switches on pedestal to L and R positions
and check STBY ROLL trim indicator to move towards corresponding positions. Reset to 0.
− Check that STBY ROLL trim can not be operated by just one switch.
6.
Actuate both YAW trim switches on pedestal to L and R positions and
check YAW trim indicator to move towards corresponding positions. Reset
to 0.
− Check that YAW trim can not be operated by just one switch.
2.3
FLAP SYSTEM
TEST
CAUTION
Check flap area to be free from obstructions.
Check and set flaps as follows:
2.4
FLAP SYSTEM
TEST
1.
Flap handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL DOWN
− Check flap indicator pointers to move simultaneously to correct indication.
2.
Flap handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
− Check flap indicator pointers to move simultaneously to 20
3.
FLAPS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Check flaps test light to come on.
− Set flap handle FULL DOWN and then UP and check in both positions that
the flap indications do not respond and that the FLAPS caution light and the
FLAPS test light start flashing.
− Release FLAPS test switch.
− Check FLAPS caution light and FLAPS test light to go out.
− Check flap indicator pointers to move simultaneously to 0
8.2
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Aircraft Operations Manual
2.5
FLIGHT CONTROLS
Operation
CONDITIONS
NORMAL PROCEDURES
RUDDER
SUBTAB TRIM
CURVES TEST
The following test is required by AMM section 27−22−25−2 Rudder Trim
Tab / Procedure 1 − Adjust Rudder Sub Tab.
Flight conditions and aircraft configuration:
Altitude:
According to Table 201 in referenced AMM section.
Airspeed:
According to Table 201 in referenced AMM section.
Flaps/Gear:
According to Table 201 in referenced AMM section.
Yaw Damper:
OFF
Autopilot:
OFF.
Autopilot:
OFF.
The aircraft must be free of ice and the flight should be performed in stable
atmospheric conditions.
1.
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set power for level flight with equal torque on both engines.
2.
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Trim the aircraft at the conditions specified in AMM table 201 with wings
level, constant heading and slip ball centered.
3.
Yaw trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECORD
− Record yaw trim indicator value at each airspeed and trim condition.
8.2
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Aircraft Operations Manual
3.
FLIGHT CONTROLS
Operation
ABNORMAL OPERATION
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES and 24, EMERGENCY PROCEDURES
CONDITIONS
3.1
FLIGHT
CONTROL
MALFUNCTIONS
ABNORMAL PROCEDURES
It is of utmost importance that a thorough and professional trouble shooting is performed whenever an irregular or abnormal function the flight controls has occurred. Therefore, it is essential that all information concerning the trouble experienced is collected and forwarded to the Maintenance Unit responsible for the subsequent trouble shooting.
8.2
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Apr 01/15
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Aircraft Operations Manual
FUEL
CONTENTS
Fuel
9/1.0
9/1.1
9/1.2
Highlights
Description
Operation
Fueling instruction
9/2.0
9/2.1
9/2.2
Highlights
Description
Operation
9
−CONTENTS
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FUEL
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−CONTENTS
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0.
FUEL
Highlights
MODIFICATION STANDARD
The system described in this chapter assumes a
certain modification standard of the aircraft. If a
modification is not installed, the following apply as a
complement to what is stated in this chapter.
DESCRIPTION/OPERATION
0.1
FUEL test switch
Without Mod No 2091 embodied, the fuel quantity
indicators will show 950 + 50 lb or 431 + 23 kg
when tested.
9/1.0
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Highlights
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9/1.0
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1.
FUEL
Description
GENERAL
Fuel is stored in two tanks, referred to as the left
and the right tank. Maximum usable fuel capacity of
each tank is 2845 lb + 200 lb (1290 kg + 90 kg)
approximately 425 US gallons (1610 l).
A single point pressure fueling system makes it
possible to fill the tanks automatically to full or to
mid−level in approximately 15 min., or 8 min. respectively. The tanks can also be filled to any intermediate level by setting the fueling control switches
to OFF when the desired level is reached. Overwing
filler necks permit gravity fueling.
The pressure fueling system can also be used for
defueling.
Normally, the left engine is supplied by the left tank
and the right engine by the right tank, but it is also
possible to crossfeed both engines from either tank.
An interconnect line between the tanks makes it
possible to keep the tank levels equal.
There is one engine−driven main fuel boost pump
on each engine and an electrically driven standby
A11629
Fig. 1
pump in each tank. The standby pump starts automatically by a pressure switch in case of a main
pump failure. The standby pumps are also used for
supplying the engine with fuel during engine start
until the main pump can provide sufficient pressure.
The standby pumps are controlled by pilot operated
switches on the overhead panel and automatic
switches on the condition levers.
Fuel quantity is indicated by two gauges on the center instrument panel and there is a low level warning
for each tank.
The fuel gauging system is designed and manufactured in accordance with Class II of MIL−G−26988C
which means that the maximum error is +/− 2% of
indication or +/− 0.75% of full scale.
On ground, the fuel quantity can be measured by
magnetic dipsticks in the undersurface of the wing.
The magnetic dipsticks only measure fuel quantities
below 1100 lb (500 kg). Fuel quantity is also indicated by two gauges on the fueling panel.
Fuel temperature is indicated on a digital display on
the overhead panel.
Fuel tanks − location
9/1.1
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Aircraft Operations Manual
2.
MAIN COMPONENTS AND SUBSYSTEMS
(Fig. 2)
2.1
Fuel storage
Each fuel tank consists of two cells, integral with
the wing, one inboard and one outboard of the engine nacelle. Baffling is provided inside the fuel cells
to prevent rapid displacements of fuel within the cell
during aircraft maneuvering. The two cells are interconnected by a fuel hose and a vent line. A flapper
valve in the fuel line permits fuel flow from the outboard to the inboard cell only. Each outboard cell
has a filler neck for gravity fueling.
The lower end of the inboard cell has a hopper tank
with a capacity of 200 lb (90 kg). Four flapper
valves permit fuel to flow into, but not out of the
hopper tank to provide fuel for the engine feed system at all times. A negative ”G” suction feed inlet
canister is attached to the wing structure within the
hopper tank and surrounds the suction feed inlet
check valve. The canister insures continuous fuel
feed during limited uncoordinated or negative ”G”
aircraft maneuvering. A drain valve is incorporated
in the lowest part of the hopper tank.
The inboard cell is vented to the outboard cell. The
outboard cell is then vented overboard through a
vent line at the underside of the wing. The vent system maintains a slight overpressure in the tanks
during flight. A baffle in the outboard cell prevents
fuel from sloshing out through the vent. The vent
will also provide for overflow in case of overfilling
when fueling, e.g. due to a failure in the shutoff system.
2.2
Fuel distribution
Pressure fueling system
A single point receptacle and refuel/defuel control
panel is located in the right wing leading edge, outboard of the engine nacelle. The control panel is
supplied direct from the batteries and does not require any power to be on in the cockpit. A refueling/
defueling line connects the receptacle with a refueling shutoff valve in each tank and with a defueling
valve on the crossfeed line.
The refueling shutoff valves are solenoid controlled
and actuated by the fueling pressure. They are lo-
FUEL
Description
cated inside the inboard tank cells. The outboard
cells are replenished by overflow through the vent
line from the inboard cells.
Optical sensors are used to determine mid−level
and full level. When activated, the selected sensor
interrupts electrical power to the affected refueling
shutoff valve solenoid and the valve closes.
If the full level detection fails, an overfill float switch
in each cell will interrupt the power and turn on the
corresponding OVERFULL light on the refuel/defuel
panel.
The defueling valve is operated by a DC electric
motor and is of the same type as the interconnect,
crossfeed and fire shutoff valves
Engine feed system
A fuel feed line connects each tank with the engine
on the same side. A crossfeed line with a shutoff
valve interconnects the two feed lines. A suction
inlet and a standby pump with inlet for the feed line
are located in each hopper tank. Check valves in
the inlets prevent return flow into the tank.
An engine−driven main pump on each engine draws
fuel from the tank. A main pump differential pressure switch, sensing the differential pressure across
the pump, actuates the corresponding standby
pump if the main pump fails, provided that the L/R
STBY pump switch is set in the guarded AUTO
position. The main pump differential pressure switch
also actuates the MAIN PUMP warning light on the
overhead fuel panel. In case of engine shutdown, a
condition lever actuated switch will inhibit the standby pump auto starting.
Another pressure switch senses the pressure in the
feed line upstream of the main pump and activates
the STBY PRESS light on the fuel panel to indicate
standby pump operation. In case of standby pump
failure, the standby pump on the opposite side can
be switched on to supply fuel through the crossfeed. The capacity of each standby pump is sufficient to supply both engines at all power settings.
A fuel heater and a fuel filter are incorporated in the
engine installation. See AOM 17.1 for description.
An electrical shutoff valve at each engine nacelle
will shut off the fuel supply to the engine if the fire
handle is pulled. The L/R VALVE CLOSED light on
9/1.1
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Aircraft Operations Manual
FUEL
Description
the overhead fuel panel indicates the condition.
Pressure relief valves in the shutoff valve and the
suction check valves protect the feed line from excessive pressure due to thermal expansion when
the shutoff valve is closed.
2.3
Indicating systems
Electrical quantity indication
The quantity indication system is of the capacitance
type and consists of six probes and two indicators
for each tank plus a signal conditioner. The signal
conditioner converts the capacitance values of the
probes to indicator readings. Since the capacitance
depends on fuel level and density, the indicators will
show the weight of the fuel on board.
Mechanical quantity indication
There is a magnetic dipstick in each inboard tank
cell. The stick is accessible from the underside of
the wing. When lowered, the stick will engage
magnetically with a float device inside the tank. The
protruding length will indicate fuel level by the dipstick scale indexed in inches. The fuel quantity can
then be calculated from the dipstick index. See the
table below. The fuel quantities are calculated with
a fuel density of 6.7 lb/US gallon or 0.802 kg/l for a
levelled aircraft. The dipstick scale is ranging from 0
to 10.0 inches corresponding to 114 − 1038 lb or 52
− 472 kg.
Temperature indication
NOTE
Due to fuel tank probe wiring, fuel quantity indication
may momentarily change (less than 1% of full scale
indication) when transmitting on COM 2.
A fuel low level caution is provided for each tank.
When the fuel level is below 300lb  70lb (135 kg 
30 kg) in a tank, a float switch in each inboard cell
A11582
will activate the master caution, L/R LOW LEVEL
light on the overhead panel and FUEL (CWP) light.
Fig. 2
The fuel temperature indicator is provided to indicate the temperature of the fuel being delivered to
the engines.
A temperature sensor is installed in the fuel system
upstream the engine fuel inlet. The temperature
signal is transmitted to an indicator on the overhead
panel. The indicator is shared with the battery temperature indicator by means of a selector.
Dipstick index
9/1.1
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Apr 01/15
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Aircraft Operations Manual
3.
FUEL
Description
CONTROLS AND INDICATORS
Quantity placard (option).
Located adjacent to the magnetic
dipstick.
Magnetic dipstick.
Fuel tank drain valve.
Graduation in inches. Use a coin or a screwdriver to release the dipstick. Pull the dipstick down
and then push it up until it engages magnetically
with the float device inside the tank. The protruding length will indicate fuel level by reading
the dipstick index scale.
To open:
If the tank is filled with more fuel than indicated
by 10 index, the correct fuel quantity can not be
measured by the dipstick. Reading 10 index
means however that there is a minimum of 472
kgs/1038 lbs in the tank (based on a density of
0.802 kg/L).
A11581
Fig. 3
Use a fuel drain tool, turn fuel drain valve counterclockwise to unlock the valve. A spring action
will make the valve extend and the fuel will
drain.
To close:
Push the valve up into detent and turn it clockwise until it stops. Valve should now stay in
closed position. Check drain for leakage.
Fuel system − magnetic dipstick and fuel tank drain valve
9/1.1
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Aircraft Operations Manual
FUEL
Description
STANDBY PUMP
DIFFERENTIAL PRESSURE
SWITCH
MAIN PUMP DIFFERENTIAL
PRESSURE SWITCH
A11644
Fig. 4
Fuel system − schematic
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Description
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FUEL
Description
XFEED
ON
L VALVE
CLOSED
R VALVE
CLOSED
ÂÂ
ÂÂ
L FUEL
FILTER
L MAIN
PUMP
Â
Â
L STBY
PRESS
R LOW
LEVEL
Engine feed
Crossfeed
Interconnect
Refuel / defuel
Vent
Vent / overflow
Fig. 5
R MAIN
PUMP
R STBY
PRESS
L LOW
LEVEL
A24306
R FUEL
FILTER
Fuel system − flow schematic, caution lights and controls
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Description
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FUEL
Description
C
A
B FUEL QUANTITY INDICATORS
B
Fuel flow and fuel quantity indication either in lb
or kg (option).
C BAT FUEL TEMP PANEL
Temperature display.
Indicates FUEL TEMP as selected by the
switch. At UPR lamp test, the digital display will
show +88.
OFF / L BAT / R BAT / FUEL TEMP selector
switch.
A GROUND STATUS PANEL
DOORS
CARGO
DOOR
MAIN
DOOR
CREW
HATCH
STATUS
FUELING
R PROP
BRAKE
MAIN DOOR
HANDLE
EXT PWR
AVAIL
Fueling light (blue).
Indicates that the fueling panel is operated for
fueling or defueling.
A11641
Fig. 6
The light comes on either when the FUEL PANEL switch is on FUEL PANEL position or the
defuel valve is open.
Fuel system − indicators
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Description
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FUEL
Description
A
XFEED ON light (amber).
Comes on when the crossfeed is open.
L/R VALVE CLOSED light (amber).
Comes on when the fire shutoff valve is closed.
A FUEL CONTROL PANEL
L/R FUEL FILTER light (amber).
Comes on if the fuel filter becomes clogged and
the fuel is bypassing the filter.
L/R MAIN PUMP light (amber).
Comes on if main pump pressure is low.
XFEED valve switch.
When set to ON the crossfeed valve will open
and the XFEED ON light will come on indicating
valve is open.
L/R LOW LEVEL light (amber).
Comes on if the fuel quantity in corresponding
tank is below 300 70lb or 135 30kg.
L/R STBY PRESS light (green).
Comes on if a standby pump pressurizes the
engine feed line, direct or through crossfeed.
CONN VALVE OPEN light (amber).
Comes on when the interconnect valve is open.
L/R STBY PUMP switch.
OFF −
Pump is off.
AUTO − Pump starts automatically if corresponding main pump pressure is low
and condition lever out of FUEL OFF
position.
CONN VALVE switch.
When set to OPEN the interconnect valve will
open and the CONN VLV OPEN light will come
on, indicating valve is open.
OVRD − Override, pump is on.
A11396
Fig. 7
Fuel system − fuel control panel
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Description
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FUEL
Description
B
C
C
FUEL test switch.
L−
R
Left fuel quantity indicators shows ;
without mod. 2091: 950 50 lb (432 23 kg)
with mod. 2091:
1000 50 lb (455 23 kg)
Left fuel flow indicator shows 760 35 lb/h or
345 16 kg/h
B TEST 1 PANEL
TEST 1
− same values as above for right instrument.
A
+
ACC
LAMPS
UPR
FLAPS
L
FUEL
L
AUTOCOARS
R
RST
A CENTRAL WARNING PANEL
1
2
3
L ENG
FIRE
L ENG
OIL PRESS
L TAIL P
HOT
5
AUTO
COARSEN
6
L FIRE
DET FAIL
ICE
PROT
PARK
BRK ON
A−SKID
INOP
L STALL
FAIL
8
9
10
AVIONIC
SMOKE
CARGO
SMOKE
AUTO
TRIM
4
7
B
FUEL
ENGINE
C
LAV
SMOKE
CABIN
PRESS
PROP
BRAKE
1
2
3
4
CONFIG
PITCH
TRIM
RUDDER
LIMIT
5
ELEC
R FIRE
DET FAIL
6
FUEL light (amber).
L/R ENG fire handle.
7
Comes on flashing whenever a caution light associated with the fuel system comes on, except
for XFEED ON and CONN VLV OPEN.
L/R engine fire handle, when pulled the fire shutoff valve will close off the fuel supply to the engine.
FLAPS
EMER LTS
UNARMED
AVIONICS
AVIONICS
VENT
GUST
PUSHER
LOCK
SYSTEM
HYDR
D
R ENG
FIRE
R ENG
OIL PRESS
R TAIL P
HOT
AIRCOND
OXYGEN
8
DOORS
9
R STALL
FAIL
10
A11646
Fig. 8
Fuel system − fuel caution light, fuel test and fire shut off
9/1.1
PAGE
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13
R
FIRE SHORT
AFT
FWD
LWR
C FIRE PROTECTION PANEL
A
1 STALL 2
BLD LEAK
L
R
NOTE: This test determines that the fuel quantity signal conditioner and indicators perform accurately to a pre−set capacitance (to give the simulated fuel quantity shown above). This test
does not check the integrity of the fuel probes
or ensure full and empty calibration nor does it
check that the actual fuel level is measured
correctly.
L
FIRE
R
SMOKE
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FUEL
Description
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4.
FUEL
Description
ELECTRICAL POWER SUPPLY
Standby pumps and control
Left standby pump power . . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−16
L STBY PUMP PWR
Left standby pump control . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−15
L STBY PUMP CONTROL
Left fuel press norm . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−17
L MAIN PRESS
Right standby pump power . . . . . . . . . . . . . . . . . .
R BAT BUS
R−13
R STBY PUMP PWR
Right standby pump control . . . . . . . . . . . . . . . . . .
R BAT BUS
R−14
R STBY PUMP CONTROL
Right fuel press norm . . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
R−15
R MAIN PRESS
Interconnect valve . . . . . . . . . . . . . . . . . . . . . . . . . .
L ESS BUS
J−14
CONN VALVE
Crossfeed valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R ESS BUS
R−16
X FEED
Left fuel shutoff valve . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−18
L FUEL VALVE
Right fuel shutoff valve . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
R−17
R FUEL VALVE
Left fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . .
L ESS BUS
J−13
L QTY
Right fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . .
R ESS BUS
R−12
R QTY
Temperature indication . . . . . . . . . . . . . . . . . . . . . .
R ESS BUS
S−12
BAT FUEL IND
Valves
Indication
Fueling control
Refueling/defueling power . . . . . . . . . . . . . . . . . . .
R HOT BAT BUS R WING FAIRING
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Description
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1.
1.1
FUEL
Operation
LIMITATIONS
Unit
Min
Normal
Max
lb
300
−
−
kg
135
−
−
lb
−
−
200
kg
−
−
90
 Kerosene fuel Jet−A, Jet−A1,JP5, JP8 . . . . . . . . . . . . . . .
FL
−
−
310
 Wide cut fuel Jet−B, JP4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
FL
−
−
250
C
−40
−
+43
F
−40
−
+110
C
−40
−
+18
F
−40
−
+64
lb
230
300
370
kg
105
135
165
lb
2645
2845
3045
kg
1202
1292
1382
OPERATING LIMITS
− Minimum fuel for takeoff, each tank . . . . . . . . . . . . . . . . . .
− Maximum unbalance between tanks
.................
− Maximum flight level:
− Fuel temperature for above specified fuel types:
 Kerosene fuel Jet−A, Jet−A1,JP5, JP8 . . . . . . . . . . . . . . .
 Wide cut fuel Jet−B, JP4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2
SYSTEM LIMITS
− LOW LEVEL light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
− Tank capacities, each tank:
 Total quantity of usable fuel . . . . . . . . . . . . . . . . . . . . . . . .
(Fuel density 0.802 kg/l)
1.3
FUEL QUANTITY INDICATION
Fuel remaining in the tanks when the fuel quantity indicators read zero in level flight can not be safely used
in all flight conditions.
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Aircraft Operations Manual
2.
2.1
FUEL
Operation
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
CROSS FEED
VALVE AND INTERCONNECT
VALVE TEST
Crossfeed valve test
1.
XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check XFEED ON light to come on.
− After about 10 seconds, set switch to OFF and check light to go out, indicating that the valve is fully closed.
Interconnect valve test
1.
CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check CONN VLV OPEN light to come on.
− After about 10 seconds, set switch to CLOSED and check light to go out,
indicating that the valve is fully closed.
2.2
FUEL QUANTITY INDICATOR AND FUEL
FLOW INDICATOR TEST
1.
FUEL test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN L
− Check left fuel quantity indicator to show:
without mod. 2091:
950 50 lb (432 23 kg)
with mod. 2091:
1000 50 lb (455 23 kg).
− Check left fuel flow indicator to show 760 + 35 lb/h or 345 + 16 kg/h.
2.
FUEL test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN R
− Check fuel quantity indicator and fuel flow indicator for same values as
above.
2.3
2.4
NORMAL OPERATION OF
FUEL SYSTEM
CROSSFEED
OPERATION
Before engine start
1.
XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2.
CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
3.
L and R STBY PUMP switches . . . . . . . . . . . . . . . . . . . AUTO
4.
L and R MAIN PUMP lights shall be on.
1.
STBY PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
− Set the standby pump on the feeding tank side to OVRD.
− Check corresponding STBY PRESS light to come on.
(Cont’d)
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CONDITIONS
FUEL
Operation
NORMAL PROCEDURES
(Cont’d)
2.
XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check XFEED light to come on.
− Check STBY PRESS light on other side to come on.
3.
STBY PUMP on other side. . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION
The XFEED light is not connected to the warning annunciator system and is
only indicated on the Fuel control panel, it will subsequently not produce any
master caution single chime nor any caution Light on the CWP.
NOTE
XFEED switch must be OFF during takeoff and landing in normal operation.
2.5
INTERCONNECT VALVE
OPERATION.
(EQUALIZING
FUEL LOAD)
This procedure can be used to balance the fuel load in the tanks, both on
ground and during cruise.
1.
CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check CONN VLV OPEN light to come on.
When fuel quantities in both tanks are equal
2.
CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
− Check CONN VLV OPEN light to go off, indicating that the valve is fully
closed.
WARNING
The CONN VLV OPEN light is not connected to the Warning annunciator system and is only indicated on the Fuel control panel, it will subsequently not produce any master caution single chime nor any caution light on the CWP.
CAUTION
On ground, operation of the interconnect valve must be carefully monitored. If
the aircraft is not leveled properly the fuel unbalance can increase instead of
equalize.
NOTE
CONN VALVE switch must be in CLOSED during takeoff and landing in normal
operation.
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3.
FUEL
Operation
ABNORMAL OPERATION
For Abnormal Operation, see section 23, ABNORMAL PROCEDURES.
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0.
FUEL, FUELING INSTRUCTION
Highlights
MODIFICATION STANDARD
The system described in this chapter assumes a
certain modification standard of the aircraft. If a
modification is not installed, the following apply as a
complement to what is stated in this chapter.
DESCRIPTION/OPERATION
0.1
IND TEST button
Without Mod No 2091 embodied, the fuel quantity
indicators will show 950 + 50 lb or 431 + 23 kg
when tested.
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Highlights
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1.
FUEL, FUELING INSTRUCTION
Description
GENERAL
For system description see FUEL 9/1.1
2.
Fuel quantity indicators.
Shows fuel quantities in pounds or kilograms.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
3.
OVERFULL light (red).
Light on indicates that the level in the corresponding
tank is above full and that overflow is imminent.
The electrical power to the refueling shutoff valve is interrupted and the valve is closed preventing any further
refuel attempts. To test light, press light cap.
CONTROLS AND INDICATORS
A
Pressure fueling receptacle.
B FUELING PANEL
Fueling control switch.
OFF
− Refueling valves are closed.
MID LEVEL
− Refueling valves will close
when tanks are filled to mid level.
Tank vent/Overflow
B
FULL LEVEL
Grounding point
A
Tank vent/Overflow
− Refueling valves will close at
maximum tank capacity.
IND TEST button.
When depressed, the fuel quantity indicators will show:
950 50 lb or 432 23 kg without Mod . 2091.
1000 50 lb or 455 23 kg with Mod . 2091.
The fuel quantity and fuel flow indicators
in cockpit will also go to test.
NOTE: This test determines that the fuel quantity signal
conditioner and indicators perform accurately to a
pre−set capacitance (to give the simulated fuel
quantity shown above). This test does not check
the integrity of the fuel probes or ensure full and
empty calibration nor does it check that the actual
fuel level is measured correctly.
Grounding point
A FILLER CAP
Filler cap.
For gravity fueling.
FUEL PANEL switch.
OFF
− Power to the refuel/defuel panel
is off.
FUEL PANEL − The refuel/defuel system is
powered and ready for fueling.
− Both fuel quantity indicators on
the FUELING PANEL and in the
cockpit will indicate the fuel
quantity.
− The FUELING light on the GROUND
STATUS PANEL in cockpit is on
indicating fueling in progress.
A12400
Fig. 1
Refueling connections
9/2.1
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DE−FUEL valve switch.
CLOSE− Defuel valve closed.
DEFUEL− Defuel valve open.
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FUEL, FUELING INSTRUCTION
Description
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FUEL, FUELING INSTRUCTION
Description
Fuel additive blender
Handle
Trigger
Hold additive upright
during blending
Blender tube with
nozzle attachment
Fuel nozzle
A12401
Fig. 2
Fuel additive blender
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1.
1.1
FUEL, FUELING INSTRUCTION
Operation
LIMITATIONS
Unit
Min
Normal
Max
lb
2645
2845
3045
kg
1201
1292
1382
lb
−
1675
−
kg
−
760
−
lb
−
2948
−
kg
−
1338
−
lb
−
3015
−
kg
−
1369
−
lb
−
3069
−
kg
−
1393
−
− Fueling pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
−
50
− Defueling suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
psi
−
−
−15
FUELING LIMITS
Tank capacities, each tank
− Total quantity of usable fuel . . . . . . . . . . . . . . . . . . . . . . . . . .
− Mid−level quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
− Full level quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
− Overfull light comes on . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
− Overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2
FUEL SPECIFICATION
Approved fuel types (See also General Electric SB 73−0048)
Kerosene fuels JET−A, JET−A1, JP5, JP8.
Wide cut distillate fuels JET−B, JP4.
In addition to the fuel types listed above, all aviation gas turbine fuels not listed above but conforming to
the General Electric’s Specification No. D50TF2 are approved for use in all General Electric CT7
engines and in the Saab 340 aircraft. Approved fuel types and additives are listed in General Electric Service Bulletin 73−0048 R00 Engine−Fuel System (73−00−00) − Fuel and Additive Requirements. The GE
SB also includes special conditions for use of other fuel types such as CIS and Ukraine TS−1.
It is the operators responsibility to determine if their fuel meets the specification.
(Cont’d)
9/2.2
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Aircraft Operations Manual
FUEL, FUELING INSTRUCTION
Operation
(Cont’d)
Kerosene fuels
− JET−A freezing point
− 40F or −40C.
− JET−A1, JP5 freezing point
− 53F or −47C.
− JP8, freezing point
− 58F or −50C.
Specification:
IATA Guidance Material for Aviation Turbine Fuels, Addendum 76−1.
Equivalent specifications:
Canada CAN 2−3.23 (3−GP−24)
France AIR 3405
United kingdom DERD 2494 (DERD 2498)
United States ASTM D1655
MIL−T−5624 (JP5), MIL−T−83133D (JP8)
Wide cut fuels
− JET−B freezing point
− 58F or −50C.
− JP4 freezing point
− 72F or −58C.
Specification:
IATA Guidance Material for Aviation Turbine Fuels, Addendum 76−1.
Equivalent specifications:
Canada CAN 2−3.22
France AIR 3407
United kingdom DERD 2486
United States
ASTM D1655
MIL−T−5624 (JP4)
Mixing of different fuel types of the same category (kerosine or wide cut) is permitted, provided that
the most restrictive operational limit of the types is used.
Additives (See also General Electric SB 73−0048)
Fuel anti−ice additives meeting specification MIL 27686E or MIL 85470B are authorized for use.
Concentration shall be minimum 0.06% to maximum 0.15% by volume.
If low fuel lubricity is being used in aircraft equipped with certain Woodward HMUs, a change in fuel or
adding a fuel lubricity additive is recommended. For approved fuel lubricity additives and concentrations
see GE SB A73−43.
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2.
2.1
FUEL, FUELING INSTRUCTION
Operation
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
GENERAL
For general fueling safety regulations, refer to the appropriate national regulations.
Smoking, use of open fire or any activity that can cause sparks are not permitted in the fueling area.
A fire extinguisher shall be at hand during the fueling.
Do not connect or disconnect electrical power to the aircraft during fueling.
Do not operate the weather radar during fueling or when other aircraft are being refueled within an area of 180 ft or 60 m.
Do not start or stop combustion engines or heaters within the fueling area during the fueling, unless in an emergency.
2.2
PRESSURE
FUELING
1.
Check with flight crew or in Aircraft Log for complaints on the fuel system.
(Cont’d)
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CONDITIONS
FUEL, FUELING INSTRUCTION
Operation
NORMAL PROCEDURES
(Cont’d)
In cockpit
2.
Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Switches to be in normal position, i.e. AUTO/CLOSED/OFF.
3.
Condition levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FUEL OFF
Outside aircraft
4.
Overboard vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be free of obstructions.
5.
Clearance aircraft/ground equipment . . . . . . . . . . . . . . CHECK
− The increasing fuel load will compress the landing gear shock struts.
6.
Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
7.
Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check all switches to be OFF/CLOSE.
− Remove cap on receptacle.
− Connect fuel nozzle.
8.
FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PANEL
9.
IND TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
− Check quantity indicators to show:
without mod. 2091:
950 " 50 lb (432 " 23 kg)
with mod. 2091:
1000 " 50 lb (455 " 23 kg).
10.
OVERFULL lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
− Check light function.
11.
Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Select MID LEVEL or FULL LEVEL as required. The fueling will stop automatically when selected level is reached.
− If an intermediate level is required, select FULL LEVEL and then switches
to OFF when the required quantity is reached.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
FUEL, FUELING INSTRUCTION
Operation
NORMAL PROCEDURES
(Cont’d)
12.
Order fueling to start.
13.
Monitor the fueling.
− If an OVERFULL light comes on, set the fueling control switches to OFF
and stop the fueling.
Investigate.
When correct fuel quantity is reached
14.
Fueling control switches . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15.
Order fueling to stop.
16.
FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17.
Disconnect fuel nozzle.
− Check receptacle for leaks.
− Install cap on receptacle.
2.3
GRAVITY
FUELING
18.
Fuel panel access door . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
19.
Ground connection bonding cable . . . . . . . . . . . . . . . . . REMOVE
1.
Check with flight crew or in Aircraft Log for complaints on the fuel systems.
In cockpit
2.
Overhead fuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Switches to be in normal position, i.e. AUTO/CLOSED/OFF.
3.
Condition levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FUEL OFF
Outside aircraft
4.
Overboard vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be free of obstructions.
5.
Clearance aircraft/ground equipment . . . . . . . . . . . . . . CHECK
− The increasing fuel load will compress the landing gear shock struts.
6.
Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
(Cont’d)
9/2.2
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Aircraft Operations Manual
CONDITIONS
FUEL, FUELING INSTRUCTION
Operation
NORMAL PROCEDURES
(Cont’d)
7.
Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check all switches to be OFF/CLOSE.
8.
FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PANEL
9.
IND TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
− Check quantity indicators to show:
without mod. 2091:
950 " 50 lb (432 " 23 kg)
with mod. 2091:
1000 " 50 lb (455 " 23 kg).
10.
Fuel nozzle bonding cable . . . . . . . . . . . . . . . . . . . . . . . CONNECT
− Connect bonding cable from fuel nozzle to aircraft before opening the tank
filler cap.
11.
Filler cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Fill each tank as required.
− Check fuel tank quantity on the fueling panel.
When fueling completed
2.4
12.
Close filler cap before disconnecting nozzle bonding cable.
13.
FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
14.
Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
15.
Ground connection bonding cable . . . . . . . . . . . . . . . . . REMOVE
Pressure defueling is the quickest and most common way to defuel. The
tanks can be defueled either simultaneously or independently. The standby
pumps are used for pressure defueling. If a large quantity of fuel must be defueled use GPU power supply, otherwise the standby pumps will drain the batteries.
DEFUELING
If standby pumps not available for defuel, suction defueling by the fuel truck
can be used. However, it’s not so effective and takes longer time. At suction,
the tanks can be defueled simultaneously but only the right tank independently, due to the fuel system design.
Outside aircraft
1.
Overboard vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to be free of obstructions.
(Cont’d)
9/2.2
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Aircraft Operations Manual
CONDITIONS
FUEL, FUELING INSTRUCTION
Operation
NORMAL PROCEDURES
(Cont’d)
2.
Clearance aircraft/ground equipment . . . . . . . . . . . . . . CHECK
− The change in fuel load may change the landing gear shock strut extension.
3.
Ground connection bonding cable . . . . . . . . . . . . . . . . . CONNECT
− Bonding cable from fuel truck connected to the grounding point beside the
fueling panel.
4.
Fueling access door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
− Check all switches to be OFF/CLOSE.
− Remove cap on receptacle.
− Connect fuel nozzle.
5.
FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PANEL
6.
IND TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
− Check quantity indicators to show:
without mod. 2091:
950 " 50 lb (432 " 23 kg)
with mod. 2091:
1000 " 50 lb (455 " 23 kg).
7.
DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE−FUEL
In cockpit
8.
Condition levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FUEL OFF
Pressure defueling
2.
XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Check XFEED ON light to come on.
3.
CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
4.
L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . OVRD
− For both tanks set both switches to OVRD.
− For one tank set associated switch to OVRD.
Outside the aircraft
5.
Order defuel to start.
6.
Monitor defueling on the fueling panel.
When correct fuel quantity is reached
7.
Order defuel to stop.
(Cont’d)
9/2.2
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Aircraft Operations Manual
CONDITIONS
FUEL, FUELING INSTRUCTION
Operation
NORMAL PROCEDURES
(Cont’d)
8.
DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
9.
L/R STBY PUMP switch . . . . . . . . . . . . . . . . . . . . . AUTO
10. XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Check XFEED ON light to go out, indicating
crossfeed valve is fully closed.
11. Continue with item 16 below.
Suction defueling
9.
XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
− If defueling only bright tank, leave switch in OFF.
− Check XFEED ON light to come on.
10.
CONN VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
Outside the aircraft
11.
Order suction defuel to start.
12.
Monitor defueling on the fueling panel.
When correct fuel quantity is reached
13.
Order suction defuel to stop.
14.
DE−FUEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
In cockpit
15.
XFEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Outside the aircraft
16.
FUEL PANEL switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
17.
Disconnect fuel nozzle.
− Check receptacle for leaks.
− Install cap on receptacle.
18.
Fuel panel access door . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
19.
Ground connection bonding cable . . . . . . . . . . . . . . . . . REMOVE
9/2.2
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Aircraft Operations Manual
2.5
FUEL, FUELING INSTRUCTION
Operation
CONDITIONS
NORMAL PROCEDURES
BLENDING
WITH ANTI−
ICING
ADDITIVE
This procedure can only be used in conjunction with procedure 2.3, GRAVITY
FUELING, when anti−icing additive is required and pre−blended fuel is not
available.
The procedure is applicable to Hi−Flo Prist blender model PHF.204, using Hi−
Flo Prist additive manufactured by PPF Industries Inc., Pittsburg PA, USA.
WARNING
Hi−Flo Prist may be harmful if inhaled or swallowed. Use adequate ventilation.
Avoid contact with skin and eyes. If sprayed into eyes, flush with large amounts
of water and contact a physician immediately.
1.
Perform items 1. to 10. of procedure 2.3. GRAVITY FUELING.
2.
Connect the additive can to the blender and connect the blender tube to
the fuel nozzle. See 9/2.1 Fig. 2.
− Additive concentration shall be:
 Minimum 0.06% by volume.
 Maximum 0.15% by volume.
− This is equal to:
 Minimum 20 fluid oz. (1 can) to 270 US gal of fuel.
 Maximum 20 fluid oz. (1 can) to 105 US gal of fuel.
− or, with the blender trigger depressed a fuel flow of:
 Minimum 30 US gal/min.
 Maximum 60 US gal/min.
3.
Continue with item 11 of procedure 2.3. starting fuel flow and then depress
trigger of blender, maintaining a fuel flow of 30 to 60 US gal/min. Slip the
retaining ring over the trigger to hold and hold the can upright.
When discontinuing fueling, stop additive first, then fuel flow immediately afterwards.
4.
Perform remaining items of procedure 2.3.
9/2.2
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FUEL, FUELING INSTRUCTION
Operation
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Aircraft Operations Manual
HYDRAULICS
CONTENTS
Hydraulics
10.0
10.1
10.2
Highlights
Description
Operation
− not applicable
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1.
GENERAL
Hydraulic power is used to operate the following
aircraft systems:
−
−
−
−
−
Flaps.
Landing gear.
Brakes.
Nose wheel steering.
Propeller brake.
An electrically driven pump normally supplies hydraulic pressure to four accumulators. For emergency and certain maintenance uses, a hand pump
is installed.
The electrical pump is controlled by a single switch
in the cockpit.
The four hydraulic accumulators provide pressure
as follows:
− One main accumulator supplying flaps, landing
gear, nose wheel steering and propeller brake.
− One emergency accumulator supplying landing
gear emergency uplock release.
− Two accumulators for the brake system, one for
the outboard brakes and one for the inboard
brakes.
All hydraulic system components are located in the
nose area on each side of nose wheel well (left and
right hydraulic compartment).
Hydraulic fluid used in the system is mineral based
MIL−H−5606. The fluid is red for identification and
easy detection of leaks.
2.
MAIN COMPONENTS AND SUBSYSTEMS
(Fig. 1)
2.1
Hydraulic reservoirs
HYDRAULICS
Description
cubic inches (2.5 liters) and is filled through a gravity fill port. Overflow from the main reservoir relief
valve and bleed valve is also directed into this reservoir.
2.2
Hydraulic pumps
Electrical pump
The electrically powered pump provides hydraulic
pressure for all normal operation.
The pump is automatically shut off to prevent operation when there is no demand. The electric motor for the pump is controlled by a pressure switch
in the main accumulator hydraulic circuit and by
landing gear operation.
The pump will operate automatically when:
− The main accumulator hydraulic pressure drops
below 2100 psi and until the pressure reaches
2900 psi.
− Landing gear is selected DOWN and until left
main gear is locked down.
− Landing gear is selected UP and until both main
gears are locked up.
− R PROP BRK switch is selected ON.
If required, automatic pump control may be overridden by using the override (OVRD) position of the
HYD PUMP switch enabling the pump to run continuously. In OVRD the pump delivers hydraulic fluid
with a pressure of 3000 psi.
Hand Pump
Should the electric pump fail Main, Outboard and
Inboard brake accumulator may be pressurized
from a hand pump to the right of the center pedestal. The hand pump is operated by a detachable
handle stowed on the right, rear cockpit wall.
Main reservoir
The main reservoir has a capacity of 310 cubic
inches (approx. 5 liters). The reservoir is pressurized from the emergency accumulator circuit to provide a positive pressure supply to the hydraulic
pump. In case of loss of pressurization, a spring will
ensure a positive fluid supply.
Hand pump reservoir
The hand pump reservoir supplies hydraulic fluid to
the hand pump exclusively. It has a capacity of 150
10.1
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Aircraft Operations Manual
2.3
HYDRAULICS
Description
Hand pump selector
As the hand pump does not have the capacity to
simultaneously operate all systems, a selector valve
is installed. The valve allows pressure to be directed to the following accumulators, one at a time:
− Main accumulator.
− Outboard brake accumulator.
− Inboard brake accumulator.
To extend/retract the flaps, the flaps handle must
first be set to desired setting before using the hand
pump to extend/retract the flaps to selected setting.
To extend the landing gear, the handle must first be
selected down before using the handpump to extend the gear.
2.4
Hydraulic accumulators
The four identical accumulators are of piston−type
and are precharged with nitrogen to 1650 psi. Each
accumulator has a capacity of 22 cubic inches
(approx 0.35 liters) hydraulic fluid at 2900 psi pressure.
It is important to notice that, in case of a hydraulic
pump failure, when pressure is consumed and pressure in an accumulator is reaching 1650 psi (precharged pressure), the hydraulic pressure will rapidly drop to zero since the piston has reached it’s end
position and thereby seizing to create pressure into
the system.
2.5
Warning system
An amber caution light is provided on the Central
Warning Panel. The light will come on together with
the MASTER CAUTION light and single chime in
case of low pressure in main or emergency accumulator or high fluid temperature in the main reservoir.
It shall be noted that low pressure in one or both
brake accumulators always results in low pressure
in the main accumulator. This means in practice
that low pressure in any of the four accumulators
will trigger the warning system.
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HYDRAULICS
Description
Gear emergency
uplock actuator
actuator
Return
A11221
Fig. 1
Hydraulic system − schematic
10.1
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HYDRAULICS
Description
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10.1
PAGE 4
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3.
HYDRAULICS
Description
CONTROLS AND INDICATORS
A
HYD QTY indicator.
Indicates fluid quantity in the main reservoir.
A HYDRAULIC PANEL
HYDR PUMP switch
− OVRD (override)
The pump runs continuously.
− AUTO
The pump will operate during the following conditions:
If main hydraulic pressure falls below 2100
psi and until pressure reaches 2900 psi.
During landing gear extension or retraction,
irrespective of pressure.
When R PROP BRK switch is selected ON.
− OFF
No electrical power to pump.
Hydraulic pressure indicators.
Indicates hydraulic pressure in the main system,
emergency accumulator and the two brake accumulators respectively.
A11210
Fig. 2
Hydraulic system controls and indicators
10.1
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Aircraft Operations Manual
HYDRAULICS
Description
A
B
A CENTRAL WARNING PANEL
HYDR caution light (amber)
Comes on to indicate low hydraulic pressure in
any of the hydraulic accumulators or high temperature of the fluid in the main reservoir.
6
L FIRE
DET FAIL
FUEL
ELEC
R FIRE
DET FAIL
6
7
ICE
PROT
ENGINE
FLAPS
AIR COND
7
8
PARK
BRK ON
HYDR
EMER LTS
UNARMED
OXYGEN
8
9
A−SKID
INOP
AVIONICS
AVIONICS
VENT
DOORS
9
10
L STALL
FAIL
GUST
LOCK
R STALL
FAIL
10
PUSHER
SYSTEM
B HAND PUMP CON-
Hand pump.
TROLS
Provides hydraulic pressure to operate flaps, brakes
and landing gear. Operated by a detachable handle,
stowed on the right rear cockpit wall.
Hand pump selector.
Directs hand pump pressure to the systems served by
the hand pump.
− INBD BK ACC
The inboard brake accumulator is pressurized by the
hand pump.
− FLAPS LDG GR
The main accumulator is pressurized by the hand
pump.
To operate the flaps, the flap handle must be set to
desired flap setting before using the hand pump.
INBD
BK ACC
A11209
FLAPS
LDG
GR
OUTBD
BK
ACC
To extend the landing gear the gear selector must
be in down position.
− OUTBD BK ACC
The outboard brake accumulator is pressurized by the
hand pump.
Fig. 3
Hand pump controls and hydraulic indication
10.1
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Aircraft Operations Manual
4.
HYDRAULICS
Description
ELECTRICAL POWER SUPPLY
Hydraulic pump power . . . . . . . . . . . . . . . . . . . . L GEN BUS
No CB, protected by a 200 amp fuse in
the L PDU.
Hydr pump control (AUTO) . . . . . . . . . . . . . . . . L MAIN BUS
F−9
PUMP AUTO
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L ESS BUS
F−8
PUMP OVRD (A/C 160−299)
Hydr pump control (OVRD) . . . . . . . . . . . . . . . . L BAT BUS
F−8
PUMP OVRD
(only A/C 300−up Mod No 2414)
Hydr quantity ind . . . . . . . . . . . . . . . . . . . . . . . . . R ESS BUS
M−3
PR IND QTY IND
Hydr press ind, main & inb. brake . . . . . . . . . . . R ESS BUS
M−3
PR IND QTY IND
Hydr press ind, emerg & outb. brake . . . . . . . . L ESS BUS
F−4
PRESS IND
10.1
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HYDRAULICS
Description
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10.1
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1.
1.1
HYDRAULICS
Operation
LIMITATIONS
Unit
Min
Normal
Max
− Electrical pump AUTO . . . . . . . . . . . . . . . . . . . .
psi
2050
2100−2900
2950
− Electrical pump OVRD . . . . . . . . . . . . . . . . . . . .
psi
−
3000
−
− Low pressure warning (HYDR) . . . . . . . . . . . . .
psi
1800
1850
1900
 Light on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C
−
116
−
 Light off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C
−
93
−
 Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
cu. in liters
−
310
5.1
−
 Refill level (system pressurized) . . . . . . . . . . .
cu. in liters
141
2.3
−
−
cu. in liters
−
150
2.5
−
OPERATING LIMITS
Pressure
Temperature
− High temperature warning (HYDR)
Quantity
− Main reservoir
− Hand pump reservoir capacity . . . . . . . . . . . . .
1.2
HYDRAULIC FLUID SPECIFICATION
MIL−H−5606.
10.2
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Aircraft Operations Manual
2.
2.1
HYDRAULICS
Operation
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
OPERATION OF
HYDRAULIC
1.
SYSTEM
Before engine start
HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
− Check HYD PUMP switch to be in AUTO and guarded position.
NOTE
The pump will start when L MAIN BUS is powered. (Ground power ON or generator supplying power).
After engine start
2.
Hydraulic gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check pressures and quantity to be within green arc.
During approach
3.
Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check all four hydraulic pressure indicators to be within green arc.
NOTE
Hydraulic quantity will vary during normal operation of the hydraulic subsystems.
Typical variations from the nominal values are (approx values):
− EXT./Retr. of landing gear:
− Ext./Retr. of flaps (landing):
− System depressurized (on ground):
+/− 25 cu. in
+/− 13 cu. in
+ 90 cu. in
10.2
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Aircraft Operations Manual
3.
HYDRAULICS
Operation
ABNORMAL OPERATION
For Abnormal Operation, also see section 23, ABNORMAL PROCEDURES.
3.1
CONDITIONS
ABNORMAL PROCEDURES
HYDRAULIC
PRESSURE
HIGH
INDICATIONS
− Hydraulic pressure above 3 000 psi on all four hydraulic pressure indicators.
NOTE
The hydraulic system pressure relief valve will open at 3 750 psi (in main system). If the hydraulic pump is allowed to operate with relief valve controlling
pressure, hydraulic overtemperature will result.
ACTIONS
1.
HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2.
Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
− If pressure approaches low end of green arc when operating any hydraulic
subsystem.
3.
HYDR PUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN OVRD
− Operate pump in OVRD until pressure in affected system reaches top end
of green arc. Then return switch to OFF.
4.
End of procedure.
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HYDRAULICS
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ICE & RAIN PROTECTION
CONTENTS
Ice & Rain Protection
11.0
11.1
11.2
Highlights
Description
Operation
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−CONTENTS
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1.
ICE AND RAIN PROTECTION
Description
GENERAL
The aircraft is fully equipped for all−weather operation.
The ice and rain protection system is divided into:
−
−
−
−
−
−
Wing and stabilizer (boot) de−icing.
Engine anti−icing.
Propeller de−icing.
Windshield heating.
Windshield wipers.
Pitot tubes, Outside Air Temperature probe
(OAT) and angle of attack sensor heating.
Air bleed and electrical power, mainly from the
115VAC wild frequency system, is used
for ice and rain protection. Bleed air is used for the
wing and stabilizer inflatable boots, the engine split
lip and inlet guide vanes. Electrical power is used
for the remainder of the ice and rain protection systems.
All ice and rain protection systems are controlled
from the overhead panel except for the main pitot
tubes, temperature probe and angle of attack sensors which are powered automatically as soon as
one AC generator is on line.
There are also caution lights advising flight crew of
any system fault. When any caution light is illuminated, the ICE PROT MASTER CAUTION light is
activated.
A9943
Fig. 1
Ice and rain protection system
11.1
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Aircraft Operations Manual
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Wing and stabilizer (boot) de−ice
Wing and stabilizer de−icing is provided by conventional inflatable boots located on the wing and leading edges.
Normal color of the boots are black but as an option
silver colored boots are available. On the silver colored boots there are black stripes to improve ice
detection.
Pre−cooled and regulated engine bleed air from
both engines, supplied via the pneumatic system, is
used for de−icing. With Mod No 2310 installed HP
bleed valve will automatically be opened when
associated PL are below 64 PLA (min takeoff position) and the CYCLING switch is placed in either
ONE CYCLE or CONT position provided the HP
Bleed Switch is in AUTO. Once activated the HP
BLD VALVES will be opened for 30 sec. to cover a
complete boot de−ice cycle. The bleed air flows via
a normally open shut−off valve, controlled by the
AIR SUPPLY ON/OFF switch, to a pressure regulator in each nacelle. The regulator reduces the pressure to 18 psi and contains an integral relief valve
preventing the pressure from exceeding 25 psi if the
regulator should become stuck open. An overheat
sensor is installed downstream of each regulator.
NOTE
On a/c s/n 240−up (post Mod 2083) the regulator
reduces the pressure to 21 psi and contains an
integral relief valve preventing the pressure from
exceeding 27 psi if the regulator should become
stuck open.
ICE AND RAIN PROTECTION
Description
NOTE
On a/c s/n 240−up (post Mod 2083) the regulated pressure is directed to a distribution duct
supplying all boots through five ejector flow control valves. The ejector flow control valves are
solenoid operated and located two in each nacelle for inboard and outboard wing de−ice and
one in the fin for stabilizer de−ice.
Integral with each distribution valve or ejector flow
control valve is an air ejector which passes a small
flow of regulated air overboard to create enough
suction to prevent the boots from inflating due to
aerodynamic lift when not pressurized. When a solenoid in a distribution valve or ejector flow control
valve is energized, manually or by timer, it will shift
from suction to pressure and a rapid inflation of the
boot will occur, cracking accumulated ice. Upon
completion of the automatically controlled 6 seconds timing cycle, the solenoid is de−energized
and suction restored. In conditions of low temperature, −30C and below, the rubber in the boots becomes stiff which results in the deflation sequence
being prolonged.
The sequence of boot inflation is maintained by a
timer control unit. Upon selection of either ONE
CYCLE or CONT a timer will cause each boot zone
to inflate in the following order: stabilizer, outboard
wing, inboard wing, and finally re−inflation of stabilizer.
When CONT is selected this inflation cycle will be
repeated every third minute.
A Push button for each boot zone permits manual
override of the timer.
The sensor will cause a DE−ICE OV TEMP light to
come on whenever the temperature reaches 150C
(300F).
To monitor the boot de−ice system a TIMER light
comes on should either of the following faults be
detected:
The regulated pressure is directed to a distribution
duct supplying all boots through three distribution
valves. The distribution valves are solenoid operated and located one in each nacelle for inboard
and outboard wing de−ice and one in the fin for stabilizer deice.
− No pressure is sensed downstream the valve
sequenced for opening within 4 seconds.
− The activated timer gives no inflation signal.
− The boots are not cycling.
− Pressure remains on in the stabilizer boot zones
(AUTO CYCLING switch in CONT).
− Pressure remains on in the stabilizer boot zones
when next cycle is activated (AUTO CYCLING
switch in ONE CYCLE).
11.1
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Jun 01/17
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Aircraft Operations Manual
− Pressure remains on in Left and Right inboard
wing or Left and Right outboard wing boot zones
after more than 8 seconds.
On a/c s/n 160−239:
The following additional faults triggers the TIMER
light:
− Control power to timer is lost. If the W OUTB
push button is depressed the TIMER light will go
out. When the button is released the light will
come on again.
On a/c s/n 240−up:
The following additional faults triggers the TIMER
light:
− Pressure remains on in any boot zone
(AUTO CYCLING switch in ONE CYCLE or
CONT).
− Control power to timer is lost.
− Depressing any of the Manual push buttons while
in CONT or during a one CYCLE sequence will
result in the TIMER light coming on momentarily.
In CONT, ONE CYCLE or by manually overriding
the timer the inflation sequences can be monitored
by following the illumination of the green indication
lights which will come on whenever the respective
boot zone is pressurized if BOOT IND switch is in
ON position. In OFF position no illumination will occur.
2.2
Engine anti−ice system (Fig. 3)
2.2.1 General
An engine anti−ice system prevents ice formation
on certain areas of the engine where ice buildup
otherwise could be expected. These areas are the
inlet lip, intake ducts including Inlet Protection Device (IPD) with exhaust nozzle which are electrically
heated, and the splitter lip and inlet guide vanes,
which are heated with bleed air.
Both the electrical and the bleed air parts of the
system are controlled by the same L/R ENGINE
anti−ice switches.
In order to increase the engine stall margin at low
power operation, bleed air is bled from the 5th compressor stage and via the HMU operated sleeve
ICE AND RAIN PROTECTION
Description
valve ported to the Splitter Lip, the inlet guide vanes
and the Inlet Particle Separator Ejector Duct. When
power is increased the bleed air reduces and at
90% Ng corrected (temperature related) the sleeve
valve is fully closed. With engine anti−icing switched
ON at low power settings some air is routed from
the Sleeve Valve via the Electronic Solenoid Valve
to the Splitter Lip and inlet guide vanes while the
rest is routed direct from the Sleeve Valve. When
power is increased relatively more air is routed via
the Solenoid Valve and at high power settings all
bleed air for anti−icing is routed from the Sleeve
Valve via the Solenoid Valve.
The electrical inlet duct heating uses 115VAC, wild
frequency, supplied directly from each engine’s own
AC generator only. Therefore, there can be no
cross−feed from the other AC generator in case of
malfunction.
2.2.2 Upper and Lower duct
(Applicable to A/C with LUCAS intakes
(without mod. no. 2095)
In the lower leading edge section the duct is provided with a temperature control sensor, an under−
temperature sensor and an over−temperature sensor. These sensors are connected to an inlet duct
heater controller located in the engine nacelle
equipment compartment.
The normal temperature control sensor has preset
control levels for inlet heat controller to ”cut in” at
60C (140F) and to ”cut out” at 80C (175F). A
failure in the inlet ice protection system is indicated
by L or R INTAKE light coming on.
The light comes on if:
− The over−temperature sensor senses a temperature exceeding 125C (257F) in which case the
inlet heat controller will ”cut out” power to the
heaters. (If the L/R ENGINE switch is left ON the
light will go out when power is ”cut in” at 40C
followed by a new overheat.)
− The under−temperature sensor senses a temperature below 10C (50F). (Inhibited for 25 sec
when switching on the system to avoid nuisance
warnings).
− Loss of power in one or more phases in the
three−phase power supply system.
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Aircraft Operations Manual
2.2.3 Upper and Lower Duct
(Applicable to A/C with COX intakes
(with mod no. 2095 installed)
The upper duct and the lower duct, including the
particle separator and exhaust nozzle, are each
provided with four thin film resistor type temperature
sensors whereof two in each group are used as primary sensors and two as back−up temp sensors.
The sensors are connected to the Anti−ice Control
Unit (ACU) which in turn is divided into two identical
and independent microprocessor control channels
for heating power regulations, both in normal and
back−up mode.
The ACU further includes fault monitoring and system test functions, it also contains a Control Unit
Display (CUD) for degradation indications and two
test/reset buttons. The CUD and buttons are located in the nacelle and is provided for maintenance trouble shooting purpose, however, when
any indication light in the CUD is activated, the respective side INTAKE L/R Maintenance Light in the
TEST 3 panel is activated, provided the aircraft is
on ground and is controlled by the WoW switches.
It shall be observed that shutting down an engine or
setting one AC generator switch to OFF while the
ENGINE ANTI−ICE is ON will result in the L or R
INTAKE maintenance light to come ON. The only
way to reset the light is by the reset buttons in the
nacelle.
− With Mod. No. 2250 the INTAKE L/R Maintenance Light in the TEST 3 panel is disconnected.
− With Mod. No. 2255 the INTAKE L/R Maintenance Light in the TEST 3 panel is removed.
On basis of the temperature information from the
primary temp sensors, the two microprocessor control channels in the ACU supply time proportional
modulated AC power to the thermo−wire heaters in
the upper and lower duct.
A failure in the inlet ice protection system is indicated by L or R INTAKE light in the ENGINE anti−
ice panel coming on. The light comes on regardless
of, if the ENGINE ANTI−ICE is switched ON or not.
The light comes on if:
− Loss of more than:
 one primary sensor
ICE AND RAIN PROTECTION
Description
or
 one back−up sensor
or
 one primary and one back−up sensor
in one duct section (upper or lower)
− Loss of DC power.
− Loss of AC power, total or partial
− An over−temperature is sensed resulting in disconnection of the primary microprocessor. Heat
control will be maintained by the back−up processor.
− An under−temperature is sensed resulting in disconnection of the primary microprocessor. Heat
control will be maintained by the back−up processor.
− Failure of one or more heater elements.
− loss of primary or one back−up or one primary
and one back−up temp sensor in one duct section (upper or lower). Anti−icing is still controlled
by the primary micro processor.
2.2.4 Split Lip
The split lip and inlet guide vanes are heated by
bleed air ported from the 5th compressor stage via
an engine anti−ice valve. A failure in the system is
indicated by L or R AIR light coming on.
The light comes on if:
− The Electronic Solenoid Valve does not close
when ENGINE anti−ice is switched OFF.
− The Electronic Solenoid Valve does not open
when ENGINE anti−ice is switched ON.
Using engine anti−ice also illuminates L/R ENG
ANTI−ICE (blue) lights located on the flight status
panel. These lights come on whenever respectively
L or R ENGINE anti−ice switch is turned on. The
lights indicate that the system has been switched
on but give no indication of correct operation of the
system.
2.3
Propeller de−icing (Fig. 3)
The propeller blades are equipped with boots which
are electrically heated from the 115 V AC wild frequency buses. The system is controlled by a switch
for each propeller with positions OFF−NORM−MAX.
Incorporated in the system are indications and caution lights as follows:
11.1
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Aircraft Operations Manual
− The L/R PROP DE−ICE lights (blue) on the flight
status panel which will come on when the system
is working and will go out in case of system failure.
− One ICE PROT light (amber) on the CWP which
will come on flashing together with MASTER
CAUTION in case of failure.
− Two L/R PROP lights (amber) on the overhead
panel will come on in case of failure.
During normal operation each propeller de−icer boot
is powered by it’s associated AC generator. In the
event of an engine or AC generator failure the propelled de−icer boots are automatically powered
from the opposite side.
When the L/R PROP de−ice switch is in NORM/
MAX position 28 VDC will be applied to the timer/
switching/monitor unit. The timer unit alternately
turns on power to two opposite pair of blades.
In NORM position power is on for 11 seconds and
off for 79 seconds. In MAX position power is on for
90 seconds and off for 90 seconds.
It is very important to observe the temperature
switching point for use of NORM resp MAX modes.
If using MAX mode at temperatures warmer than
−12 and NORM mode at temperatures warmer
than −5 , there is a risk for the ice to melt and ”run
back” and re−freeze behind the boots. Run back will
cause a drastic reduction in Propeller thrust, up to
about 30%. However, MAX mode may be used in
the temperature range −10 to −12 SAT if unacceptable propeller vibrations are experienced. If unacceptable vibrations occur at warmer temperatures
than −10 SAT use MAX mode for a short period
until the vibrations disappear. Bear in mind the risk
for run back.
A timer fault monitoring unit will automatically disconnect the power and activate L or R PROP caution light in the ICE PROTECTION panel together
with ICE PROT CWP light whenever one or more of
the following faults arise:
−
−
−
−
AC or DC power failure.
Timer not cycling or remaining permanently on.
Over−/Undercurrent to propeller boots.
Cycling interval periods are off by more than
 0.5%.
ICE AND RAIN PROTECTION
Description
2.4
Windshield heating (Fig. 4)
The front windshields and the forward part of the
side windshields are electrically heated from the
115 VAC, wild frequency buses for anti−icing. L AC
BUS supplies heating power for L front and side
windshields and R AC BUS supplies heating power
for R front and side windshields. In addition, air
from the air conditioning system is directed to the
inside of the windshields to prevent fogging as soon
as the air conditioning system is working.
The power used for heating is regulated by two controllers. The left controller powers the left front and
right side windshields while the right controller powers the right front and left side windshields.
Once the windshields have reached their working
temperature, the controllers will modulate the power
output to keep this temperature. If an open or short
circuit occurs in the normal temperature sensor, the
over−temperature sensor will take over and modulate the temperature together with the controller.
Each controller also provides overheat and fault
protection. If a controller detects an overheat sensor circuit failure or a complete controller fault, it
shuts off power to the affected windshield and illuminates the respective windshield L/R SIDE or L/R
FRONT light. If, however, only the normal temperature circuit fails and the over−temperature sensor
circuit takes over, the caution light will illuminate but
the windshield is still heated. Positioning the switch
for the affected windshield to OFF will extinguish
the caution light and resets the controller channel
for this windshield.
The front windshields heating can only be selected
ON or OFF. When set to ON, power is applied gradually by the controller to reduce thermal stresses in
the windshields. If the windshields are cold, it may
take up to 6 minutes before full power is applied.
A/C 160−299
The side windshields have no low power warm-up
period. Instead, there are two power settings available, NORM and HIGH. NORM is used for defogging while HIGH is used for de−icing. When heating
is applied to a side windshield NORM setting must
be used for at least 7 minutes before HIGH may be
selected in order to reduce the thermal stresses. As
an additional precaution when HIGH is selected,
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Aircraft Operations Manual
NORM power will be applied whenever the aircraft
is on ground (WOW, weight on wheels switches
sensing ground mode).
A/C 300−UP
The side windshields heating can be selected ON or
OFF. When set to ON, power is applied gradually
by the controller to reduce thermal stresses in the
windshields.
2.5
Windshield wipers (Fig. 5)
Each front windshield is provided with a windshield
wiper. The wipers can be operated both at HIGH
and LOW speed. Also, each wiper rotary switch has
a PARK position where the wiper is returned to
stowed position.
The wiper motors have a thermal overheat protection with auto−reset when the temperature has decreased.
2.6
Pitot tubes, Outside Air Temperature
probe (OAT) and angle of attack sensor
heating (Fig. 5)
The pitot tubes, temperature probe (OAT) and angle
of attack sensors are electrically heated. All except
the standby pitot tube are supplied with 115 VAC,
wild frequency. The standby pitot tube is supplied
with 28 VDC.
There is a main pitot tube and an angle of attack
sensor on each side of the airplane in the cockpit
area. These tubes and sensors are heated whenever the 115 VAC wild frequency buses are powered.
The temperature probe located forward of the pilots
windshields is also powered directly from the 115
VAC wild frequency system but via the WOW
switch, powering the probe only in the air. A heated
probe without any air flow would give an incorrect
temperature reading.
The standby pitot tube, powered by 28 VDC, is controlled by a STBY PITOT switch which must be in
ON position for the pitot tube to be heated. The pitot tube must be powered for 5 minutes to be provide with full anti−ice protection.
ICE AND RAIN PROTECTION
Description
2.7
Ice detector
(Optional Mod No. 1933)
The ice detector consists of an ultrasonic axially
vibrating tube as sensing element. The logic is controlled by a micro−processor built into the ice detector housing. Upon sensing ice as evident by a
change in frequency, at a preset level, the micro−
processor will activate the L and R ENG ANTI−ICE
blue status lights which will start flashing. When
switching ENG A/I ON the blue light will change to
steady.
The ice detector has a heating element which will
de−ice the detector in a cyclic manner. When the
frequency of vibration is sensed to be at a ”no ice”
level the heating is switched off and a new ice
detection cycle is started. If the ENG ANTI−ICE has
been switched ON previously, and remains ON, the
blue status lights will remain steady, i.e. the flashing
is suppressed.
The INVERTER must be in INV 1 position for the
ice detector to work, unless Mod No. 2546 is
installed, when the Ice detector is powered from R
AC GEN BUS and will then work regardless of inverter selection.
CAUTION
IT IS VERY IMPORTANT TO UNDERSTAND
THAT THE ICE DETECTOR ALERT SHALL
NOT BE USED AS THE CUE FOR SWITCHING
ON ENG ANTI−ICE. THE ICE DETECTOR
FUNCTION SHALL BE CONSIDERED AN
ALERT SHOULD ICING CONDITIONS BE ENTERED UNNOTICED FOR ANY REASON.
2.8
Ice detector
(Optional Mod No. 3168)
The ice detector consists of an ultrasonic axially
vibrating tube as sensing element. The logic is controlled by a micro−processor built into the ice detector housing. Upon sensing ice as evident by a
change in frequency, at a preset level, the micro−
processor will activate the L and R ENG ANTI−ICE
blue status lights which will start flashing and the
ICE COND indication light will illuminate in white.
When switching ENG A/I ON the blue light will
change to steady.
11.1
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
The ice detector has a heating element which will
de−ice the detector in a cyclic manner. When the
frequency of vibration is sensed to be at a ”no ice”
level the heating is switched off, the ICE COND indication light is extinguished and a new ice detection cycle is started. If the ENG ANTI−ICE has been
switched ON previously, and remains ON, the blue
status lights will remain steady, i.e. the flashing is
suppressed.
The ice detector is powered from R AC GEN BUS.
CAUTION
IT IS VERY IMPORTANT TO UNDERSTAND
THAT THE ICE DETECTOR ALERT SHALL
NOT BE USED AS THE CUE FOR SWITCHING
ON ENG ANTI−ICE. THE ICE DETECTOR
FUNCTION SHALL BE CONSIDERED AN
ALERT SHOULD ICING CONDITIONS BE ENTERED UNNOTICED FOR ANY REASON.
2.9
Ice Speed system, Mod No. 2650, SB
27−075
(This modification is mandatory for Canadian
registrated aircraft).
For description see Supplement 37/3.
2.10 Improved Stall Warning System for icing
conditions (Mod. no. 3529 for 340B / 3530
for 340WT)
For description see Section 19 WARNING
AND CAUTIONS, STALL WARNING.
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
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8
Aircraft Operations Manual
3.
ICE AND RAIN PROTECTION
Description
CONTROLS AND INDICATORS
28VDC
POWER
ON
Left side
distribution
valve
28VDC
POWER
Left side
overheat
sensor
Inboard boots
Inboard boots
Left side
shut off
valve
Outboard boots
28VDC
POWER
28VDC
CONTROL
POWER
Outboard boots
TIMER
Distribution duct
Distribution
valve
&
Horizontal
stabilizer
boots
Distribution valve
Ejector
or
pressure
Vertical
stabilizer
boot
&
pressure
Left side
Distribution
valve
Overheat
sensor 150C
Stabilizer boots
Inboard boots
Outboard boots
Distribution
duct
valve
open
pressure
valve
open
pressure
Ejector
Regulator
with relief
and check
valves
AOM0106
Shut off
valve
Fig. 2
Wing and stabilizer de−ice system − schematic
ËËËËË
ËËËËË
Pre cooler
11.1
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Jun 01/17
9
Pneumatic
system
&
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
Heating failure
signal
L 115 VAC GEN BUS
To RAC
GEN Switch
ON
From R115 VAC
GEN Bus
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
R AC
GEN
L AC GEN
R AC GEN
Control power
Power to heating boots
LOAD
XFR
OFF/R
ON/OFF
signals
from GCU
ON/LOAD XFR/OFFR
signals from
AC GEN switch
L PROP
R PROP
Power to inlet
duct heating
elements
ON/OFF
signals
28 VDC
control
power
Norm
Off
Split lip
heating
Heating
boot
on ground
resetable
circuit
breakers
R PROP
Max
Timer/
Switching/
monitor unit
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ON
LOAD
XFR
OFF/R
L PROP
MAX
NORM
OFF
AC HEAT
L AC
GEN
PROPELLER
Inlet guide
vane heating
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
Ç
Ç
Ç
Ç
Ç
L BETA
R BETA
L PROP
DE−ICE
R PROP
DE−ICE
L ENG
ANTI−ICE
R ENG
ANTI−ICE
Failure signal
Inlet Particle Separator Ejector Duct
HMU operated
sleeve valve
ENGINE
Heating failure signal
L INTAKE
L AIR
R AIR
L ENGINE
L ENGINE
ON
Electronic
Solenoid valve
OFF
Inlet heat
controller
Heating failure signal
control
power
Failure signals
GEN
CONTROL
UNIT (GCU)
AOM0104
Fig. 3
ON/OFF
signals
L 115 VAC
GEN
28 VDC
control
power
on ground
resetable
circuit
breakers
Engine anti−ice propeller de−ice system − schematic
11.1
This page is applicable to aircraft with LUCAS intake.
Without Mod No 2095 and without Mod. No. 3529 or 3530
PAGE
Jun 01/17
S1
11
R INTAKE
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
THIS PAGE INTENTIONALLY LEFT BLANK !
11.1
This page is applicable to aircraft with LUCAS intake.
Without Mod No 2095 and without Mod. No. 3529 or 3530
PAGE
Jun 01/17
S1
12
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
PROPELLER
Heating failure signal
L 115 VAC GEN BUS
To RAC
GEN Switch
ON
From R115 VAC
GEN Bus
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
R AC
GEN
L AC GEN
R AC GEN
Control power
ON/LOAD XFR/OFFR
signals from
AC GEN switch
Off
Power to inlet
duct heating
elements
Inlet heat
controller
Failure signals
ON/OFF
signals
on ground
resetable
circuit
breakers
A30774
Fig. 3
Engine anti−ice propeller de−ice system − schematic
11.1
This page is applicable to aircraft with LUCAS intake.
Without Mod No 2095 and with Mod. No. 3529 or 3530
L BETA
PAGE
Jun 01/17
S2
11
L ENG
ANTI−ICE
Inlet guide
vane heating
Ç
Ç
ÇÇ
ÇÇÇ
ÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
Electronic
Solenoid valve
L 115 VAC
GEN
28 VDC
control
power
Norm
Split lip
heating
ON/OFF
signals
GEN
CONTROL
UNIT (GCU)
R PROP
L PROP
DE−ICE
LOAD
XFR
OFF/R
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
on ground
resetable
circuit
breakers
ON/OFF
signals
from GCU
L PROP
Max
Timer/
Switching/
monitor unit
Power to heating boots
Heating
boot
ON
LOAD
XFR
OFF/R
R PROP
MAX
NORM
OFF
AC HEAT
L AC
GEN
L PROP
Heating failure signal
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇ
R BETA
R PROP
DE−ICE
R ENG
ANTI−ICE
Failure signal
ENGINE
L INTAKE
L AIR
R AIR
L ENGINE
Inlet Particle Separator Ejector Duct
R ENGINE
ON
HMU operated
sleeve valve
OFF
Heating failure signal
STALL
WARNING
COMPUTER 1
control
power
28 VDC
control
power
R INTAKE
STALL
WARNING
COMPUTER 2
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
This page is applicable to aircraft with LUCAS intake.
Without Mod No 2095 and with Mod. No. 3529 or 3530
PAGE
Jun 01/17
S2
12
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
Heating failure
signal
L 115 VAC GEN BUS
To RAC
GEN Switch
ON
From R115 VAC
GEN Bus
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
R AC
GEN
L AC GEN
R AC GEN
Control power
Power to heating boots
LOAD
XFR
OFF/R
ON/OFF
signals
from GCU
ON/LOAD XFR/OFFR
signals from
AC GEN switch
L PROP
R PROP
POWER
POWER
POWER
ON/OFF
signals
28 VDC
control
power
Norm
Off
Split lip
heating
Heating
boot
on ground
resetable
circuit
breakers
R PROP
Max
Timer/
Switching/
monitor unit
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ON
LOAD
XFR
OFF/R
L PROP
MAX
NORM
OFF
AC HEAT
L AC
GEN
PROPELLER
Inlet guide
vane heating
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
Ç
Ç
Ç
Ç
Ç
R BETA
L PROP
DE−ICE
R PROP
DE−ICE
L ENG
ANTI−ICE
R ENG
ANTI−ICE
Failure signal
Inlet Particle Separator Ejector Duct
HMU operated
sleeve valve
ENGINE
Heating failure signal
L INTAKE
L AIR
R AIR
L ENGINE
OFF
=Primary temp
sensor
=Back up temp
sensor
MICRO
PROCESSOR
LOWER DUCT
MICRO
PROCESSOR
UPPER DUCT
Anti−ice
Control
Unit
Located in
Engine Nacelle
Failure signals
GEN
CONTROL
UNIT (GCU)
AOM0103
ON/OFF
signals
L 115 VAC
GEN
on ground
resetable
circuit
breakers
WoW
Gnd
L INTAKE Light
in TEST 3 PANEL
CONTROL UNIT DISPLAY
RESET
SWITCHES
Air
The lights are disconnected
by Mod No 2250 and removed
by Mod No 2255
Fig. 3
Engine anti−ice propeller de−ice system − schematic
11.1
This page is applicable to aircraft with COX intake.
With Mod no 2095 and without Mod. No. 3529 or 3530.
PAGE
Jun 01/17
O1
11
AC CONT UPR LWR
IN- UNIT DUC DUC
PUT
T
T
control
power
28 VDC
control
power
R INTAKE
L ENGINE
ON
Electronic
Solenoid valve
POWER
L BETA
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
This page is applicable to aircraft with COX intake.
With Mod no 2095 and without Mod. No. 3529 or 3530.
PAGE
Jun 01/17
O1
12
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
Heating failure
signal
L 115 VAC GEN BUS
To RAC
GEN Switch
ON
From R115 VAC
GEN Bus
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
R
AC
GEN
R AC GEN
Control power
Power to heating boots
ON/OFF
signals
from GCU
ON/LOAD XFR/OFFR
signals from
AC GEN switch
L PROP
R PROP
LOAD
XFR
OFF/R
Off
Split lip
heating
POWER
POWER
POWER
ON/OFF
signals
28 VDC
control
power
Norm
Heating
boot
on ground
resetable
circuit
breakers
R PROP
Max
Timer/
Switching/
monitor unit
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ÉÉ
ON
LOAD
XFR
OFF/R
L PROP
MAX
NORM
OFF
AC HEAT
L
AC
GEN
L AC GEN
PROPELLER
Ç
Ç
Ç
Ç
Ç
Ç
Failure signals
ON/OFF
signals
L 115 VAC
GEN
MICRO PROCESSOR MICRO PROCESSOR
LOWER DUCT
UPPER DUCT
Fig. 3
L INTAKE Light
in TEST 3 PANEL
L INTAKE
L AIR
R AIR
L ENGINE
Inlet Particle Separator Ejector Duct
OFF
Heating failure signal
Anti−ice
Control
Unit
28 VDC
control
power
Air
RESET
SWITCHES
11.1
PAGE
Jun 01/17
O2
11
AC CONT UPR LWR
IN- UNIT DUC DUC
PUT
T
T
R INTAKE
R ENGINE
ON
HMU operated
sleeve valve
CONTROL UNIT DISPLAY
Engine anti−ice propeller de−ice system − schematic
This page is applicable to aircraft with COX intake.
With Mod no 2095 and with Mod. No. 3529 or 3530.
R ENG
ANTI−ICE
ENGINE
WoW
Gnd
The lights are disconnected
by Mod No 2250 and removed
by Mod No 2255
A30791
R PROP
DE−ICE
Failure signal
Located in
Engine Nacelle
on ground
resetable
circuit
breakers
R BETA
STALL
WARNING
COMPUTER 1
control
power
=Primary temp
sensor
=Back up temp
sensor
GEN
CONTROL
UNIT (GCU)
L BETA
L ENG
ANTI−ICE
Electronic
Solenoid valve
POWER
FI STOP (B)
L PROP
DE−ICE
Inlet guide
vane heating
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇÇ
(A) FI STOP
OPEN
STALL
WARNING
COMPUTER 2
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
This page is applicable to aircraft with COX intake.
With Mod no 2095 and with Mod. No. 3529 or 3530.
PAGE
Jun 01/17
O2
12
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
L Bat Bus R Bat Bus
L Bat Bus R Bat Bus
Gen Bus
Gen Bus
Gen Bus
Gen Bus
A9913
Fig. 4
Window heat − schematic
11.1
A/C 160−299
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ICE AND RAIN PROTECTION
Description
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
ON
ON
ON
OFF
OFF
OFF
L Bat Bus R Bat Bus
L Bat Bus R Bat Bus
Gen Bus
Gen Bus
Gen Bus
Gen Bus
A11029
Fig. 4
Window heat − schematic
11.1
A/C 300 − up
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Jun01/17
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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A/C 300 − up
PAGE
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14
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
28 VDC
28 VDC
Ice detector
optional (Mod No 1933)
Right angle
of attack
Left angle
of attack
Right pitot
Windshield wipers
Standby pitot
Left pitot
Temperature probe
RW o W
Switch
NLG
up lock
switch
R 115VAC
GEN BUS
L 115VAC
GEN BUS
Power off signals
R INV BUS
ICE PROTECTION
ICE−DET
L PITOT
R PITOT
L ALPHA
R ALPHA
TEST
ON
OFF
OAT
STBY
PITOT
STBY PITOT
ON
OFF
L BETA
R BETA
L PROP
DE−ICE
R PROP
DE−ICE
L ENG
ANTI−ICE
R ENG
ANTI−ICE
28 VDC
A9670
Fig. 5
Windshield wiper and probe heat − schematic
11.1
PAGE
Jun 01/17
15
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
Timer light (amber).
A
Will come on if:
− no pressure is sensed downstream the valve
sequenced for opening within 4 seconds.
− the activated timer gives no inflation signal.
− the boots are not cycling.
− pressure remains on in the stabilizer boot zones
(AUTO CYCLING switch in CONT).
− pressure remains on in the stabilizer boot zones
when next cycle is activated. (AUTO CYCLING
switch in ONE CYCLE.)
− pressure remains on in Left and Right inboard
wing or Left and Right outboard wing boot zone after more than 8 seconds.
Boot indication lights (green).
On a/c s/n 160−239:
Will come on whenever the respective boot
system is pressurized and BOOT IND
switch is ON.
The following additional faults triggers the TIMER
light:
Manual de−ice buttons.
Overrides timer function and keeps respective de−ice valve open as long as button is
depressed.
DE−ICE OV TEMP light (amber).
Will come on together with associated master caution whenever either of the two overheat sensors detects an overtemperature.
AIR SUPPLY switch.
ON
shutoff valves open.
OFF
shutoff valves closed.
− Control power to timer is lost. (If the W OUTB push
button is depressed the TIMER light will go out,
when the button is released the light will come on
again.)
On a/c s/n 240−up:
The following additional faults triggers the TIMER
light.
− pressure remains on in any boot zone (AUTO
CYCLING switch in ONE CYCLE or CONT).
− control power to timer is lost
− depressing any of the Manual push buttons while
in CONT or during a one CYCLE sequence will
result in the TIMER light coming on momentarily.
A STABILIZER AND WING DE−ICE PANEL
BOOT IND switch.
When in OFF the boot indication light
system is deactivated.
AUTO CYCLING
Activates timer to give a four−times six second
cycle of boot inflation in the following order:
 Stabilizer
 Outboard wing
 Inboard wing
 Stabilizer
ONE CYCLE (Spring loaded to OFF position):
One Axxx
complete cycle.
CONT:
One complete cycle every third
minute.
Fig. 6
A34462
Stabilizer and wing de−ice system − controls and indicators
11.1
PAGE
Jun 01/17
16
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
L/R INTAKE light (amber).
Will come on for a failure in the engine duct electrical
anti−icing systems.
L/R AIR light (amber).
Will come on under the following conditions:
− If the Electronic Solenoid Valve does not open when
respective ENGINE anti−ice switch is turned ON.
A
− If the Electronic Solenoid Valve does not close when
respective ENGINE anti−ice switch is turned OFF.
B
L/R ENGINE anti−ice switch.
Controls both electrical and bleed air sections of
the engine anti−ice system and illuminates the
ENG ANTI−ICE light in the Flight Status Panel.
L/R AC GEN light (amber).
Will come on if the generator fails.
L/R AC GEN switch.
Controls AC generator power supply.
ON:
− AC generator on line.
LOAD XFR
OFF/R
− Automatic power transfer from
other side in case of generator failure (except for intake heating).
− No power transfer in case of generator control failure.
− No power transfer in case of failure
in power feeder line to 115 VAC
GEN BUS.
− Power transfer from other side.
− Intake heat supplied by own generator
− Off reset position.
− Power transfer from other side.
− No intake heat.
L/R PROP DE−ICE light (blue).
Will come on when the system is working and will
go out in case of system failure.
L/R ENG ANTI−ICE light (blue).
Will come on whenever the engine anti−ice switch
is turned on. With the optional ice detector system
(Mod No 1933) installed the lights come on flashing when ice is detected. With the Eng anti−ice
switched on the lights change to steady indication.
A9669
Fig. 7
A ENGINE ANTI−ICE PANEL
B FLIGHT STATUS PANEL
L BETA
L PROP
DE−ICE
L ENG
ANTI−ICE
R BETA
R PROP
DE−ICE
R ENG
ANTI−ICE
Engine anti−ice system − controls and indicators
11.1
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Jun 01/17
17
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
PAGE
Jun 01/17
18
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
A
L/R SIDE/FRONT light (amber).
Will come on when an overheat or controller fault
occurs.
A PROPELLER AND WINDSHIELD
DE−ICE PANEL
L/R FRONT windshield heating switch.
Regulated power is applied to front windshield
when set to ON.
L/R PROP light (ambers).
Will come on when a fault is detected in an activated system.
L/R PROP de−ice switch.
L/R SIDE windshield heating switch.
NORM Used for defogging.
HIGH Used for de−icing.
OFF
Resets controller if tripped.
NORM must be used for 7 minutes before HIGH
is selected. When HIGH is selected on ground
NORM power will be applied until WoW switch
senses airborn.
A9923
Fig. 8
When set to ON a timer/monitor initiates heating
cycles as below for each pair of symmetrical propeller blades and illuminates the PROP DE−ICE
light.
Heating cycles:
− NORM
Power on 11 sec, power off
79 sec.
− MAX
Power on 90 sec, power off
90 sec.
Propeller and windshield de−ice systems − controls and indicators
11.1
A/C 160−299
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ICE AND RAIN PROTECTION
Description
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A/C 160−299
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
A
L/R SIDE/FRONT light (amber).
Will come on when an overheat or controller fault
occurs.
A PROPELLER AND WINDSHIELD
DE−ICE PANEL
L/R FRONT windshield heating switch.
Regulated power is applied to front windshield
when set to ON.
L/R PROP light (ambers).
Will come on when a fault is detected in an activated system.
L/R PROP de−ice switch.
When set to ON a timer/monitor initiates heating
cycles as below for each pair of symmetrical propeller blades and illuminates the PROP DE−ICE
light.
A11028
Heating cycles:
− NORM
Power on 11 sec, power off
79 sec.
− MAX
Power on 90 sec, power off
90 sec.
Fig. 8
Propeller and windshield de−ice systems − controls and indicators
11.1
A/C 300 − up
PAGE
Jun 01/17
S2
19
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
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11.1
A/C 300 − up
PAGE
Jun 01/17
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20
Aircraft Operations Manual
B
A
ICE AND RAIN PROTECTION
Description
A
A WINDSHIELD WIPER PANEL
EFIS
WIPER
OFF
PARK
LOW
H
I
G
H
DRIVE XFR
N
O
R
M
XSIDE DATA
ADI REV
N
O
R
M
HSI REV
Wiper rotary switch
PARK
OFF
LOW
HIGH
Wiper is returned to stowed position.
Wiper stops in present positon.
Wiper operates at low speed.
Wiper operates at high speed.
STBY PITOT light (amber).
Will come on when power is lost to the standby pitot tube.
L/R PITOT light (amber).
B PROBE HEAT PANEL
Will come on when power is lost to the respective
main pitot tube.
L/R ALPHA light (amber).
Will come on when power loss is lost to the respective angle of attack sensor.
OAT
OAT light (amber).
Will come on when power is lost to the temperature probe when NLG is locked in retracted position.
STBY PITOT switch.
When selected ON, standby pitot tube is powered.
A9924
Fig. 9
Windshield wiper and probe heat system − controls and indicators
11.1
PAGE
Jun01/17
21
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
A
A CENTRAL WARNING PANEL
ICE PROT light (amber)
The ICE PROT light will come on flashing
whenever a caution light associated with the
ice protectin system comes on.
A9920
Fig. 10
Ice and rain protection master caution −controls and indicators
11.1
PAGE
Jun01/17
22
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
A
A SIDE PANEL
ICE DETECTOR switch
Optional Mod No 1933
TEST− Self test of the ice detector micro−processor. Flashing of the L
and R ENG ANTI−ICE blue status light within 5 seconds while
the switch is hold in TEST position is a confirmation of a successful selftest.
ON − The ice detection system is ON.
OFF − OFF position
A9667
Fig. 11
Ice Detection System (Option Mod No 1933)
11.1
PAGE
Jun01/17
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Aircraft Operations Manual
B
ICE AND RAIN PROTECTION
Description
A
B CENTER INSTRUMENT PANEL
2
1
1
2
9
12
7
6
A SIDE PANEL
ICE COND indication light (white)
Optional Mod No 3168
The ice detection indication light comes on if
the ice detector senses ice.
ICE DETECTOR switch
Optional Mod No 3168
TEST− Self test of the ice detector
micro−processor. Illumination of
the white ICE COND indication
light and flashing of the L and R
ENG ANTI−ICE blue status light
within 5 seconds while the switch
is hold in TEST position is a confirmation of a successful selftest.
ON − Normal position. The ice detection
system is ON.
OFF − Guarded OFF position. Should
only be used if the system is
faulty.
A28796
Fig. 12
Ice Detection System (Option Mod No 3168)
11.1
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Jun01/17
24
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
CENTER INSTRUMENT PANEL
L BETA
L PROP
DE−ICE
2
L ENG
ANTI−ICE
1
ICE SPD
L APR
1
ON/OFF pushbutton
2
L IGN
ICE SPD
ON
9
1 2
7
6
A14690
Fig. 13
ICE SPD button (Option Mod No 2650)
11.1
PAGE
Jun01/17
25
Aircraft Operations Manual
4.
ICE AND RAIN PROTECTION
Description
ELECTRICAL POWER SUPPLY
Wing and stabilizer de−ice
Timer control . . . . . . . . . . . . .
L BAT BUS
K−21
STAB & WING AUTO CTL
Shutoff valves . . . . . . . . . . . . .
R BAT BUS
S−21
STAB & WING AIR SUP CONTROL
Manual control . . . . . . . . . . . .
R BAT BUS
S−22
STAB & WING MAN CTL & IND
Indications . . . . . . . . . . . . . . . .
R BAT BUS
S−22
STAB & WING MAN CTL & IND
Control L and R . . . . . . . . . . .
L BAT BUS
H−27
L/R ENG ANTI−ICE CONTROL
Electrical control L . . . . . . . . .
L BAT BUS
H−26
L INTAKE
Air control L . . . . . . . . . . . . . .
L MAIN BUS
H−25
L AIR VALVE
Electric control R . . . . . . . . . .
R BAT BUS
R−27
R INTAKE
Air control R . . . . . . . . . . . . . .
R MAIN BUS
R−28
R AIR VALVE
Engine anti−ice
Left intake
PWR Ø A . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
PWR Ø B . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
PWR Ø C . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
Right intake
PWR Ø A . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
PWR Ø B . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
PWR Ø C . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
Propeller de−ice
Left propeller
PWR Ø A . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
H−24
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
H−23
PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
H−22
PWR Ø C
Control . . . . . . . . . . . . . . . . . . .
L BAT BUS
H−21
CONTROL
PWR Ø A . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
P−21
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
P−22
PWR Ø B
PWR Ø C . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
P−23
PWR Ø C
Control . . . . . . . . . . . . . . . . . . .
R BAT BUS
P−24
CONTROL
Right propeller
11.1
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Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
Windshield heat
L front
PWR Ø A . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−23
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−22
PWR Ø B
Control . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−21
CONTROL
PWR Ø C . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−26
PWR Ø C
PWR Ø A . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−25
PWR Ø A
Control . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−24
CONTROL
PWR Ø A . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
R−21
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
R−22
PWR Ø B
Control . . . . . . . . . . . . . . . . . . .
R BAT BUS
R−23
CONTROL
PWR Ø A . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
R−24
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
R−25
PWR Ø B
Control . . . . . . . . . . . . . . . . . . .
R BAT BUS
R−26
CONTROL
Wiper L . . . . . . . . . . . . . . . . . .
L BAT BUS
H−28
L WIPER
Wiper R . . . . . . . . . . . . . . . . . .
R MAIN BUS
P−28
R WIPER
Pitot L . . . . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−27
L PITOT Ø C
Pitot R . . . . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
S−25
R PITOT Ø A
Angle of attack L . . . . . . . . . .
L 115 VAC GEN BUS
J−28
L ALPHA Ø C
Angle of attack R . . . . . . . . . .
R 115 VAC GEN BUS
S−24
R ALPHA Ø A
Temperature probe . . . . . . . .
R 115 VAC GEN BUS
S−23
OAT Ø A
Standby pitot power . . . . . . .
R ESS BUS
S−26
STBY PITOT PWR
Standby pitot control . . . . . . .
R ESS BUS
S−27
STBY PITOT CONTROL
Ice detector (optional
Mod No 1933) . . . . . . . . . . . .
R INV BUS
L side
Right front
Right side
Windshield wipers
Probe heat
(Cont’d)
11.1
A/C 160−299
PAGE
Jun 01/17
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27
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
(Cont’d)
Ice detector with
Mod No 1933 and 2546 . . . .
R 115 VAC GEN BUS
Ice detector with
Mod No 3168 . . . . . . . . . . . . .
R 115 VAC GEN BUS
Improved S/W system
Mod No 3529 or 3530 . . . . . .
R BAT BUS
Not in cockpit
S−28
ICE SPD IND
11.1
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Jun 01/17
S1
28
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
Windshield heat
L front
PWR Ø A . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−23
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−22
PWR Ø B
Control . . . . . . . . . . . . . . . . . . .
L BAT BUS
J−21
CONTROL
PWR Ø A . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
R−24
PWR Ø A
Control . . . . . . . . . . . . . . . . . . .
L BAT BUS
R−26
CONTROL
PWR Ø A . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
R−21
PWR Ø A
PWR Ø B . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
R−22
PWR Ø B
Control . . . . . . . . . . . . . . . . . . .
R BAT BUS
R−23
CONTROL
PWR Ø A . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
J−25
PWR Ø A
Control . . . . . . . . . . . . . . . . . . .
R BAT BUS
J−24
CONTROL
Wiper L . . . . . . . . . . . . . . . . . .
L BAT BUS
H−28
L WIPER
Wiper R . . . . . . . . . . . . . . . . . .
R MAIN BUS
P−28
R WIPER
Pitot L . . . . . . . . . . . . . . . . . . .
L 115 VAC GEN BUS
J−27
L PITOT Ø C
Pitot R . . . . . . . . . . . . . . . . . . .
R 115 VAC GEN BUS
S−25
R PITOT Ø A
Angle of attack L . . . . . . . . . .
L 115 VAC GEN BUS
J−28
L ALPHA Ø C
Angle of attack R . . . . . . . . . .
R 115 VAC GEN BUS
S−24
R ALPHA Ø A
Temperature probe . . . . . . . .
R 115 VAC GEN BUS
S−23
OAT Ø A
Standby pitot power . . . . . . .
R ESS BUS
S−26
STBY PITOT PWR
Standby pitot control . . . . . . .
R ESS BUS
S−27
STBY PITOT CONTROL
Ice detector (optional
Mod No 1933) . . . . . . . . . . . .
R INV BUS
Ice detector with
Mod No 1933 and 2546 . . . .
R 115 VAC GEN BUS
L side
Right front
Right side
Windshield wipers
Probe heat
(Cont’d)
11.1
A/C 300−up
PAGE
Jun 01/17
S2
27
Aircraft Operations Manual
ICE AND RAIN PROTECTION
Description
(Cont’d)
Ice detector with
Mod No 3168 . . . . . . . . . . . . .
R 115 VAC GEN BUS
Improved S/W system
Mod No 3529 or 3530 . . . . . .
R BAT BUS
Not in cockpit
S−28
ICE SPD IND
11.1
A/C 300−up
PAGE
Jun 01/17
S2
28
Aircraft Operations Manual
1.
1.1
ICE AND RAIN PROTECTION
Operation
LIMITATIONS
Unit
Min
min
7
min
5
Normal
Max
SYSTEM LIMITS
-- Windshield heating
 Switching side windows direct from OFF
to HIGH is not authorized
 Time in NORM before switching to HIGH
-- Pitot tubes
 Time from switching STBY PITOT ON
until full ice--protection is obtained
-- Windshield wipers
2.
2.1
 In LOW position
kts
130
 In HIGH position
kts
160
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
GENERAL
During ground operation there might be transient drops in PROP RPM, below
the preset AC generator trigger level. If the drop lasts more than 7 seconds the
AC generator will trip and MASTER CAUTION / ICE PROT (CWP) lights will
come on together with AC GEN caution and other AC--powered system caution
lights in the overhead panel.
There are also cases where ice protection system caution lights will come on
without AC GEN caution light. This is due to an inherent warning system time
delay.
The AC generator will come on line automatically when PROP RPM increases,
and the engine INTAKE caution light will go out. However, the windshield
FRONT/SIDE and PROP caution lights can only be extinguished by resetting
the systems (switches selected to OFF and then to desired position).
11.2
PAGE
Dec 01/15
1
Aircraft Operations Manual
2.2
ICE AND RAIN PROTECTION
Operation
CONDITIONS
NORMAL PROCEDURES
DEFINITIONS
AND FOD
PREVENTION
DEFINITIONS
Definition of icing conditions for engine anti--icing operation
For engine anti--ice system operation, icing conditions exist whenever the outside air temperature (OAT) or static air temperature (SAT) is + 5 degrees C
(Plus 5 ° C) (+10 according to FAA AD 96--01--04 R1 and 2008--06--11) or colder
and:
When anticipating engine anti--ice operation turn on engine anti--ice early. Turning engine anti--ice on well in advance will preheat the surface and thereby prevent ice formation. Turn engine anti--ice on if there is any possibility that icing
conditions exist.
-- There is any type of visible moisture present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, ice crystals); or
-- When on the ground, there is standing water, slush, or snow (hard packed
snow excluded) on the ramps, taxiways or runways.
Definition of icing conditions for propeller de--icing system operation
For propeller de--ice system operation, icing conditions exist when the OAT or
SAT is --5 degrees C (Minus 5 ° C) or colder and any ice accretion is observed on
any part of the aircraft.
Definition of icing conditions for operation of wing and stabilizer de-- icing boots and for adherence to minimum airspeed and autopilot/flight director limitations for icing conditions
For operation of wing and stabilizer de--icing boots and for adherence to minimum airspeed and autopilot/flight director limitations for icing conditions, icing
conditions exist when:
-- The OAT or SAT is +5 degrees C (Plus 5 ° C) or colder and there is any type
of visible moisture present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet, ice crystals); or
-- Any amount of ice is observed on any part of the aircraft; or
-- If it is not certain that there is no ice accumulation on the aircraft.
FOD PREVENTION
CAUTION
Ice must never be allowed to build up on the engine air intake lips or intake. Once
ice formation occurs, turning on anti--ice may free the ice build--up in chunks that
could be sucked through the engine compressor, possibly causing Foreign Object
Damage (FOD) and a power interruption.
DO NOT RELY ON AIRFRAME VISUAL ICING CUES TO TURN ENGINE
ANTI--ICE ON. USE THE TEMPERATURE AND VISUAL MOISTURE CRITERIA SPECIFIED FOR ICING CONDITIONS.
(Cont’d)
11.2
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Aircraft Operations Manual
CONDITIONS
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
(Cont’d)
Takeoff on RWY with standing water, slush, wet or dry snow
When taking off in this condition there is a risk of spray ingestion into the engines. Switch on engine anti--ice when ambient temperature is +5C (+10C according to FAA AD 96--01--04 R1 and 2008--06--11) and below (operation may
be restricted by national rules).
For a/c with Mod.no 3529 for 340B / 3530 for 340WT
Departure when icing conditions on ground and expected icing after lift-off
-- When engine anti--ice is selected, before take--off, L/R ENG ANTI--ICE lights
on the Flight Status Panel will come on. Use these lights, also as Ice Speed
“armed” lights. This is the indication that the stall warning will change (increase) the stall warning triggering airspeeds after 6 minutes from lift--off. (
See also FLIGHT PROCEDURES 25/3 and 25/10 Takeoff briefing and Call-outs).
Ice formation discovery during darkness
When operationally feasible, switching on the cockpit dome light will increase
the possibility of discovering unexpected ice, for example on the wipers.
Using the strobe--lights or switching on the landing lights now and then will increase the possibility of identifying unexpected icing conditions.
The air inlet can be inspected from the cockpit by use of a flashlight.
Operation in and after certain icing conditions
During flight through heavy snow, heavy sleet or ice crystals, substantial
amounts of ice may be collected on parts of the bird catcher even with a fully
functioning engine anti--ice system. This is no problem as long as a positive airflow through the birdcatcher is assured. However, REVERSE POWER OPERATION BELOW 50 KTS (EVEN WITH A FULLY OPEN EXHAUST
NOZZLE) AND DURING PROPELLER BRAKE OPERATION WITH A MORE
THAN 30 PERCENT ICED--UP (BLOCKED) NOZZLE THE AIRFLOW IS REVERSED THROUGH THE BIRDCATCHER.
Such conditions are potentials for ice being sucked into the engine. After encountering such conditions, keep the engine anti--ice system ON for the duration of flight at temperature below +5 C if operationally feasible.
Engine anti--ice ON during ground operation after landing will assure that both
the air and the walls in the birdcatcher is warmed up. This will expedite the melting of possible ice collected in the birdcatcher. However, if the prevailing temperature is below the freezing point, de--icing of the birdcatcher might be necessary. An inspection of the air intake/birdcatcher for possible residual ice/snow
will determine the need for de--icing of the birdcatcher.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
(Cont’d)
If icing conditions have been encountered during flight
-- If operationally feasible, avoid use of reverse thrust below 50 KIAS.
2.3
WING AND
STABILIZER
DE--ICE
OPERATION
The Boot De--icing must be used As defined for operation of wing and stabilizer
de--icing boots ( see page 2), or upon annunciation from an ice detector system (if
installed), whichever occurs first except:
-- During take--off, until reaching 400 feet above threshold elevation, use boots
only at first sign of ice anywhere on the aircraft.
-- If SAT is below--40 _C, use boots only if ice is observed accumulating on any
part of the aircraft.
System check
1.
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle
2.
HP BLD VALVE switch (one only) . . . . . . . . . . . . . . . . . AUTO
3.
AIR SUPPLY switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
4.
BOOT IND switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
-- Set BOOT IND switch to ON for boot indication lights to work during test.
5.
AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . ONE CYCLE
-- Set AUTO CYCLING switch momentarily to the
ONE CYCLE position and release it to OFF.
-- Observe boot indication lights to come on one at a time
(for approximately 6 seconds) in the following order:
STAB -- W OUTB -- W INB -- STAB.
6.
Caution lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
-- Check DE--ICE OV TEMP and TIMER caution lights to be off.
7.
HP BLD VALVE switch . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
In flight, when wing and stabilizer de--icing required
NOTE
HP bleed may be required for operation of the boot de--ice system at high altitudes and/or low power settings. An increase or decrease in power may be
required.
With Mod No 2310 installed HP Bleed will be automatically provided when PL is
below 64 (min Takeoff position) and the boots are cycling provided the HP valves
are in AUTO position.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
(Cont’d)
1.
AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . CONT
Use CONT mode or operate the system as needed. If ice accumulation between the the automatic cycles is estimated to be more than 5 mm
(1/4 inch), set the AUTO CYCLING switch momentarily to OFF and then
back to CONT to activate an extra cycle, in between the automatic cycling,
to minimize ice accumulation.
2.
Observe boot indication lights to come on, one at a time.
The de--icing boots can be turned off when
-- The OAT or SAT is warmer than +5 _C and there is no ice observed on any
part of the aircraft and it is certain that there is no ice accumulation on the aircraft;
or;
-- No visible moisture (such as fog with visibility of one mile or less, rain snow,
sleet, ice crystals) is present;
and;
-- Three (3) de--icing boot cycles (9 minutes in CONT mode) have been
completed after exiting visible moisture.
-- If entering SAT below --40 _C , turn boots off before completion of 3 cycles.
When wing and stabilizer de--icing no longer required
1.
AUTO CYCLING switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Boots de--ice manual operation
-- Press and hold one manual push--button at a time for 6 sec. in the following sequence: STAB -- W OUTB -- W INB -- STAB.
-- Observe respective BOOT IND light to come on.
-- Repeat as often as required (ice accumulation more than 5 mm (1/4 inch)).
2.4
ENGINE
ANTI--ICE
OPERATION
Engine anti--icing must be used
As defined for engine anti--icing operation (see page 2), and maintained ON for
at least 5 minutes after exiting icing conditions.
On ground, move CL into MIN/MAX range as soon as possible after engine start
and switch ON engine anti--ice.
CAUTION
On the ground, use the officially reported temperature when deciding upon use of
engine anti--ice system as temperature on EFIS is normally too high.
(Cont’d)
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CONDITIONS
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
(Cont’d)
NOTE
When switching Engine Anti--ice ON or OFF check proper function by observing a
decrease or increase in engine torque setting. If no decrease or increase, reduce
power to below 88 % Ng, cycle switch (OFF then ON) and then increase to max
cruise power to restore proper function.
NOTE
APPLICABLE TO AIRCRAFT WITH COX INTAKES (Mod No 2095 installed). In
extremely cold temperatures L/R INTAKE light may come on after engine anti--ice
activation because of the relatively long time to reach working temperature. Selecting the switch to OFF then ON will solve the problem since at this time the
intake has been preheated.
CAUTION
Except for the first 6 minutes after liftoff, make sure to have a speed not less than
the published minimum speed with engine Anti--ice ON (speeds with applicable
ice increment) before selecting engine Anti--ice ON.
When Engine--Anti--ice required
1.
ENGINE anti--ice switches . . . . . . . . . . . . . . . . . . . . . . . ON (ONE AT A
TIME)
-- Check L/R ENG ANTI--ICE light to come on. For a/c with Mod.no. 3529 340B
/ 3530 340WT the Improved Stall Warning System for Icing condition will be
”armed” or ”activated” depending on flight phase and elapsed time from lift-off.
For corrections to thrust settings, see section 26 POWER SETTINGS.
When engine anti--ice no longer required
NOTE
To avoid exceeding torque setting chart limit, a reduction in torque may be required before switching OFF the engine anti--ice system.
2.
ENGINE anti--ice switches . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check L/R ENG ANTI--ICE lights to go out.
11.2
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Aircraft Operations Manual
2.5
ICE AND RAIN PROTECTION
Operation
CONDITIONS
NORMAL PROCEDURES
PROPELLER
DE--ICING
OPERATION
Propeller de--icing shall be used
-- As defined in icing conditions as defined for propeller de--ice operation
(see page 2)
 In NORM mode when the temperature is between --5 C and --12C SAT.
 In MAX mode when the temperature is --13 C SAT or colder.
CAUTION
It is essential to use the correct propeller de--ice mode (NORM or MAX).
Turning on propeller de--ice in too warm temperature or using propeller de--ice in
wrong mode may cause performance degradation up to 30%.
NOTE
Increased propeller RPM improves the ice shedding capabilities of propellers and
spinners. Therefore, select max PRPM if severe icing conditions are experienced
or expected.
NOTE
If unacceptable propeller vibrations occur in the temperature range --10 C to --12
C SAT due to propeller ice, use MAX mode. If unacceptable vibrations occur at
warmer temperatures than --10 C use MAX for a short period until the vibrations
disappear. Bear in mind the possibility of runback ice with subsequent performance degradation if the system is continuously operating in MAX at SAT warmer
than --12 C. Switch to NORM as soon as possible.
System check
1.
L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/MAX
-- Leave L/R PROP switches in NORM for 60 seconds.
-- Check L/R PROP DE--ICE lights to come on.
2.
L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check L/R PROP DE--ICE lights to go out.
When propeller de--ice required
NOTE
When switching from NORMAL to MAX or MAX to NORMAL turn the switch to
OFF before selecting MAX respectively NORMAL. Switching direct from NORMAL to MAX or vise versa may result in nuisance L/R PROP caution.
(Cont’d)
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CONDITIONS
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
(Cont’d)
1.
L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/MAX
-- Check L/R PROP DE--ICE light to come on.
When propeller de--ice no longer required
2.
L/R PROP switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check L/R PROP DE--ICE lights to go out.
The propeller de--ice system shall be selected OFF when
-- The temperature (OAT or SAT) is warmer then --5C.
CAUTION
The limit for propeller de--ice selection is --5C or colder. It is essential to turn propeller de--ice OFF if the temperature becomes warmer then --5C. Propeller de-ice selected in too warm temperature, when in icing conditions, may cause performance degradation up to 30%.
The propeller de--ice system can be selected OFF when
-- The temperature (OAT or SAT) is warmer then --5C and there is no ice accretion observed on any part of the aircraft.
2.6
WINDSHIELD
HEATING
When windshield heating required
1.
W SHIELD L/R FRONT switches . . . . . . . . . . . . . . . . . ON
2.
W SHIELD L/R SIDE switches . . . . . . . . . . . . . . . . . . . . NORM,
THEN HIGH
-- Set windshield SIDE switches in NORM. NORM
7 minutes before HIGH may be selected.
must be active for at least
NOTE
If HIGH is selected on the ground, NORM power will be supplied while on the
ground.
When windshield heating no longer required
1.
W SHIELD heat switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
11.2
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Aircraft Operations Manual
2.7
ICE AND RAIN PROTECTION
Operation
CONDITIONS
NORMAL PROCEDURES
WINDSHIELD
WIPER
OPERATION
-- Do not operate windshield wipers on dry windshields.
-- Max IAS in LOW position is 130 kts and 160 kts in HIGH position.
1.
Windshield wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARK/OFF
/LOW/HIGH
NOTE
Applicable for aircraft without Mod 2354 SB No 30--079 (Improved resistor for the
LOW mode).
-- Use only HIGH mode.
-- When parking the wiper, place the rotary switch in PARK position for maximum
one (1) second. This is to avoid overheat, generating smoke in the cockpit.
If smoke is generated, place the rotary switch in OFF position. When the temperature then goes down the smoke will cease.
2.8
Probe heat for the main pitots, angle of attack sensors and (only in flight) temperature probe is activated when the 115 AC GEN BUSES are powered.
Before takeoff
PROBE HEAT
1.
STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
-- Check that STBY PITOT light is not on.
-- 5 minutes heating up time is required before full ice protection is obtained.
After landing
2.
STBY PITOT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
-- Check that STBY PITOT light is on.
2.9
ICE SPEED
SYSTEM
With Mod No.
2650 installed
-- Operate the system in accordance with the procedures i Supplement 37/3.
(Mandatory for a/c on
Canadian register).
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CONDITIONS
2.10 SUPERCOOLED LARGE
DROPLETS
(SLD)
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
Identification of Supercooled Large Droplets (SLD)
Substantial ice build--up on the spinner, further aft than normally observed,
might be an identification of SLD. If observed, increase scanning of the wing. If
accumulation of ice on the upper surface aft of the boots is observed, exit the
area with these conditions immediately to avoid extended exposure.
If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot. Keep the autopilot disengaged until the upper wing surface is free from
ice.
If an unusual roll response or uncommanded roll control movement is observed, decrease the angle of attack.
NOTE
For operators under the FAA legislation, triggers for being in SLD conditions are
either substantial ice buildup on the spinner, further aft than normally observed
and/or ice accumulation on the wing upper surface, aft of protected surface.
2.11 VISUAL CUE
OF ICE
ACCUMU-LATION
Visual cue of ice accumulation
The windshield wiper arms give a visual cue of ice accumulation, although airframe ice can be present without any build--up on the wiper arms. Even though
the wiper arms are the primary visual cue, accumulation of ice shall be monitored on all visible surfaces.
2.12 STALL WARNING SYSTEM
With either of the Engine Anti--ice switches selected ON, the improved stall
warning system, with increased stall warning speed trigger levels, will be
armed if on ground, and activated in the air.
However, activation is inhibited until approximately 6 minutes after lift--off.
The activation is indicated by illumination of a blue ICE SPEED p/b on the center instrument panel.
With Mod. No. 3529 for
340B / 3530 for 340WT
(Improved stall warning system for icing
conditions)
The increased stall warning level can be deactivated
-- After the engine anti--ice system has been switched OFF
and;
-- There is no ice observed on any part of the aircraft and it is certain that there
is no ice accumulated on the aircraft.
(Cont’d)
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CONDITIONS
ICE AND RAIN PROTECTION
Operation
NORMAL PROCEDURES
(Cont’d)
-- Deactivation of the system in flight is done by; first switching both
Engine Anti--ice switches to OFF and then pressing the illuminated ICE SPEED
p/b. The light in the button will then go out.
-- After a Touch and Go landing -- with Engine Anti--ice selected ON, the
light will first go--out and after 6 minutes illuminate again when the system becomes active.
-- Deactivation of the system after landing -- with the Engine Anti--ice
selected OFF, but with the system activated (ICE SPEED light is on during
landing), is automatic via the WoW--switch function. The light will go out at
touch down.
For description see Section 19 WARNINGS AND CAUTIONS.
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Aircraft Operations Manual
3.
ICE AND RAIN PROTECTION
Operation
ABNORMAL OPERATION
For Abnormal Operation, see also section 23, ABNORMAL PROCEDURES.
3.1
CONDITIONS
ABNORMAL PROCEDURES
GENERAL
General notes applicable to the ice protection systems
NOTE
In case of unserviceable engine intake anti--icing system, ice may have accumulated in the birdcatcher. Normally the airstream in the birdcatcher will prevent ice
to be sucked into the engine compressor. However, reverse power operation
below 50 KIAS will cause a reversion in airflow through the birdcatcher.
AVOID USE OF REVERSE POWER BELOW 50 KIAS IF OPERATIONALLY
FEASIBLE.
NOTE
After encountering icing conditions with a faulty anti--ice system ice may shed
from unheated surfaces. If ice FOD is suspected notify maintenance.
NOTE
If one engine is shut down with the other engine running, there will be an automatic power transfer to the stopped propeller de--ice system if the propeller de-ice system is kept on. This could create overheat and damage to the propeller
protective boot due to less airflow around the stopped propeller. Therefore,
switch off the propeller de--ice system of an engine that has been shut down.
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INSTRUMENTS AND RECORDERS
CONTENTS
Air Data System
12/1.0
12/1.1
12/1.2
Highlights
Description
Operation
− not applicable
Highlights
Description
Operation
− not applicable
Clocks
12/2.0
12/2.1
12/2.2
− not applicable
Flight Recorder System
12/3.0
12/3.1
12.3.2
Highlights
Description
Operation
− not applicable
Cockpit Voice Recorder
12/4.0
12/4.1
12/4.2
Highlights
Description
Operation
− not applicable
12
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1.
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
GENERAL
The air data system uses three Pitot/Static tubes
which senses the pitot and the static pressures and
feeds that information to the pneumatic instruments
and to the Air Data Computer (ADC). The ADC calculates the various data to be displayed on the
electric instruments and EFIS or to be supplied to
other systems as shown in Fig. 2.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Pitot/static systems
The aircraft is equipped with two main and one
standby pitot/static system (Fig. 1). The two main
Pitot/Static tubes have two separate static chambers. Each static chamber is interconnected with
the corresponding chamber in the other tube. The
purpose is to eliminate pressure differences between the two systems. The interconnections are
provided with shutoff valves to isolate the systems
for example should a static leak appear. The left
main tube supplies pitot pressure to the ADC and
the right main tube supplies pitot pressure to the
pneumatic instruments.
The standby Pitot/Static tube has only one static
chamber and supplies the standby instruments and
the airspeed sensor.
All three Pitot/Static tubes are electrically heated to
prevent icing. A failure of the heating will light a
caution: L, R or STBY PITOT caution light on the
overhead panel. Also see 11.1, ICE AND RAIN
PROTECTION. The tubes are located as follows:
− Left main tube and standby (upper tube) on the
left side of the a/c fwd fuselage.
− Right main tube on the right side of the a/c fwd
fuselage.
2.2
Temperature probe
The Outside Air Temperature probe (OAT), senses
air temperature for the ADC. The probe is provided
with an electrical heater for anti−icing. Also see
AOM 11.1, ICE AND RAIN PROTECTION. Should
the heater fail, the OAT caution light on the overhead panel will come on. The OAT probe is located
on the upper part of the fwd fuselage.
2.3
Air Data Computer (ADC)
The ADC senses the air temperature, it also converts the pitot and static pressures into electrical
signals from which the ADC calculates the various
parameters. These parameters are:
−
−
−
−
−
−
Altitude (ALT).
Vertical speed (VS).
Indicated airspeed (IAS).
True airspeed (TAS).
Maximum operating speed (VMO).
Static air temperature (SAT).
These parameters are available as digital values
and analogue signals and are supplied to many systems as shown in Fig. 2.
The ADC calculates the VMO and triggers the master warning system to give an overspeed warning
when the speed exceeds VMO by 2 kt.
2.4
Instruments
These are two different types of indicators:
− Electromechanical (servo) indicators for the left
pilot, supplied with data from ADC.
− Pneumatic indicators for the right pilot and for
standby instruments, supplied directly with pitot
and/or static pressures.
Altimeters
The ADC supplies information of uncorrected altitude to the electromechanical altimeter. The altimeter converts this information into a display, corrected for the barometer pressure, set by a
baroknob on the instrument. The display shows
both a five numerical digital readout and an analogue pointer with a smallest scale increment of 20
ft. The corrected altitude is also supplied to the altitude preselector/alerter. The altimeter also contains
an encoder that furnishes the ATC transponders
with aircraft altitude information related to 1013
mb/2991 inHg.
The pneumatic altimeters are equipped with an aneroid which converts static pressure into a mechanical movement of the counter and pointer. Correction
for barometer pressure is set with a baro knob on
each instrument. The display is the same as for the
electromechanical altimeter.
(Cont’d page 5)
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
C0714
Fig. 1
Pitot/static systems − schematic
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
EFIS
MFD if installed
A25727
Fig. 2
ADC inputs/outputs
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Description
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
Airspeed indicators
SAT/TAS indication
The electromechanical airspeed indicator is supplied with information from the ADC regarding indicated airspeed (IAS) and Maximum operating
speed (VMO). The speed information is converted
and displayed by two pointers which indicates IAS
and VMO against a non−linear scale for maximum
accuracy.
Static Air Temperature and True Air Speed are determined by the ADC and displayed on the EHSI’s.
Both airspeed indicators are provided with airspeed
reference bugs that can be set as reminders. As an
option a servodriven bug can be included in the L
IAS indicator. The bug is used to select speed for
the FD/AP when flying in IAS mode. Also see 3.1
AUTOFLIGHT. The set value also goes to a circuitry in the indicator determining the difference between selected and actual speed. This difference is
displayed as a Fast− Slow deviation indication on
the EADI.
The pneumatic airspeed indicators are connected
directly to the pitot and static pressures. The right
airspeed indicator has two pointers indicating IAS
and VMO. The indicator is also provided with airspeed reference bugs that can be set as reminders.
The indicator also gives overspeed warning as a
backup for the ADC overspeed warning. The standby airspeed indicator gives only IAS indication.
Vertical speed indicator
Altitude Preselector Alerter
The Altitude Preselector Alerter (APA) system alerts
the flight crew when the aircraft is approaching, or
deviating from, a selected altitude. The alert
announcement is both aural and visual.
The APA is supplied with barometer corrected altitude from the servo altimeter. The barometer
corrections made by the altimeter baroset knob thus
also affects the APA. The altitude for which an alert
announcement is desired is set with the ALT SET
knob on the altitude preselector on the glareshield
panel. The aural warning is produced by the WEU.
The system is interconnected with the FD/AP to
provide selected altitude for the ALTS mode.
Also see AOM 3, AUTOFLIGHT.
Airspeed Sensor
The airspeed sensor is supplied from the standby
pitot/static tube. The sensor converts the pressures
into electrical IAS signals which it provides to the
AHRS and Rudder Limiter systems. The Rudder
Limiter system uses this IAS as an accurancy
check of the Airdata computer provided IAS signal.
The electromechanical vertical speed indicator
displays vertical speed which has been determined
and supplied by the ADC. The pneumatic indicator
converts change in static pressure into a proportional vertical speed.
Vertical navigation indicator (Optional)
This instrument has two functions:
− To serve as an indicator displaying vertical speed
as determined by the ADC.
− To compute data for vertical navigation. These
data are either used to feed the FD/AP for automatic capture of the vertical path or to be displayed to aid in a manual capture of the aiming
point.
Vertical navigation is described in AOM 3.1 AUTOFLIGHT.
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Description
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3.
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
CONTROLS AND INDICATORS
B
A
A STANDBY ALTIMETER
Altitude indication.
Shows aircraft altitude with a smallest
scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (INHG).
Baroset knob.
B STANDBY IAS INDICATOR
KNOTS
IAS pointer.
No NMO indication is provided.
A26571
Fig. 3
Standby Altimeter and Standby Indicated AIrspeed indicator
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S
Aircraft Operations Manual
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A LEFT IAS INDICATOR
Warning flag (red).
Flag is indicated if:
− The test button is pressed.
− The IAS indicator fails.
− Loss of airspeed data from the ADC.
VMO pointer.
IAS pointer.
TEST button.
TEST
When pressed and held:
− Warning flag comes in veiw.
− Both pointers first slews to 170 kt
then to zero.
Airspeed reference bug.
A26572
Fig. 4
Left Indicated Airspeed (IAS) indicator − control and indication
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3.
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
CONTROLS AND INDICATORS
B
A
A STANDBY ALTIMETER
Altitude indication.
Shows aircraft altitude with a smallest
scale increment of 20 ft by a digital
and an analogue scale.
Baroset indication.
Displays set barometric pressure in
millibars (MB), or as an option in
inches of mercury (INHG).
Baroset knob.
B STANDBY IAS INDICATOR
KNOTS
IAS pointer.
No NMO indication is provided.
A26569
Fig. 3
Standby Altimeter and Standby Indicated AIrspeed indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A LEFT IAS INDICATOR
Warning flag (red)
Flag is indicated if:
− The test button is pressed.
− The IAS indicator fails.
− Loss of airspeed data from the ADC.
VMO pointer
IAS pointer
IAS bug knob
When IAS mode (FD/AP) is selected
then IAS bug will capture the actual
IAS. Turn the IAS bug knob to change
IAS and the FD/AP will follow. Also see
page 14 Fast−Slow speed indication
and 1.3 AUTOFLIGHT.
When pressed and held for test:
− Warning flag comes in veiw.
− Both pointers first slews to 170 kt
then to zero.
A26570
Fig. 4
IAS bug
Left Indicated Airspeed (IAS) indicator − control and indication
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A RIGHT IAS INDICATOR
VMO pointer
IAS pointer
Airspeed reference bug
C0720
Fig. 5
Right Indicated Airspeed (IAS) indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A LEFT ALTIMETER
Altitude indication
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication
Displays set barometric pressure in inches mercury (IN HG) or millibars (MB).
ALT
Baroset knob
Pushed for IN HG, pulled for MB.
TEST
PULL
BARO
MB
Test button
Warning flag (red)
Flag is indicated if:
− The test button is pressed.
− The altitmeter fails.
− Loss of altitude data from the ADC.
A26573
Fig. 6
When pressed and held:
− Warning flag comes in veiw.
− Pointer goes either way to the 9 o’clock
position.
− Transponder altitude report is inhibited.
Left Altimeter (ALT) indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A RIGHT ALTIMETER
VIB flag (red)
Indicates inoperative vibrator.
VIB
Altitude indication.
Shows aircraft altitude by a digital and
an analogue scale with a smallest scale
increment of 20 ft.
Baroset indication.
Displays set barometric pressure in milli−
bars (MB) and in inches mercury (IN HG).
Baroset knob.
C0732
Fig. 7
Right Altimeter (ALT) indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
Ñ
A
A LEFT VERTICAL SPEED INDICATOR
1000 FPM
Vertical speed pointer
Vertical speed scale.
Scaled in fpm x 1000.
Warning flag (red)
Flag is indicated if:
− The test button is pressed.
− The vertical speed indicator fails.
− Loss of vertical speed data from the
ADC.
TEST
A26575
Fig. 8
Push TEST button
When pressed and held:
− Warning flag comes in wiew.
− Pointer moves to 6000 fpm up position.
Left vertical Speed, VS, indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
Ñ
Push TEST knob.
Slews the VS bug when rotated and initiates
VNI self test when pushed and released.
A
Warning flag (red).
Flag is indicated if.
− The test button is pressed.
− The VNAV indicator fails.
− Loss of data input.
A VERTICAL NAVIGATION INDICATOR
Test
− VS pointer goes to 6000 FPM up.
− VS flag (red) appears.
− VS bug goes 6000 FPM down.
− OFFSET annunciator sequences from black
to BEFORE to black AFTER to black.
− ARM anninciator sequences from black to
ANG ARM to black to VS ARM to black.
− SETUP and DISTANCE annunciators
sequentially show:
ANNUNCIATOR
UNITS
OFFSET
STA, EL
ALT
ANG
TO TRK
TO ALT
NM
FT
FT
DEG
NM
NM
− SETUP display indicates 888.8.8.
− DISTANCE display indicates 18.8.
− VSR display indicates 8.8.
− Back to normal.
Vertical speed pointer.
Scaled in fpm x 1000.
Vertical Speed (VS) bug.
Indicates selected VS when the FD/AP is in VS
mode, and initial VS selected with the PUSH
TST knob when not in the VS hold mode.
A26576
Fig. 9
Vertical Navigation, VNAV, indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A RIGHT VERTICAL SPEED INDICATOR
Vertical speed pointer.
VS
Vertical speed scale.
Scaled in fpm x 1000.
A26670
Fig. 10
Right Vertical Speed, VS, indicator
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A
Fast−Slow speed indication.
Green diamond shaped pointer indicates the difference between the
speed selected with the IAS bug on
the IAS indicator and the actual IAS.
1 dot = 5 knots.
Fast or Slow index = 10 knots faster or
slower than the selected speed.
EADI
HDG
LOC1
ALT
20
20
F
10
10
S
10
10
20
20
VNAV GS
If speed source fails, pointer turns to a
red boxed SPD flag, flashes for 10 s
then steady.
Also see AOM 01.3. AUTOFLIGHT.
C0726
Fig. 11
Fast−Slow speed indication
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Description
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A
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
TAS indication.
True airspeed in knots.
If ADC speed information fails, readout turns
to red dashes, flashes for 10 s then steady.
A
SAT indication.
Static air temperature in degrees centigrade.
If ADC temperature information fails, readout turns to red dashes, flashes for 10 s
then steady.
A EHSI
TAS 190
+7 C
164
VOR 1
A26671
Fig. 12
282
VOR 2
True Airspeed, TAS and Static Air Temperature,SAT − indication
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
B
B
A TEST 2 PANEL
PROP OVSP
L
R
TEST 2
L GEN R
OVV
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R
A
L
B
R
1 EFIS 2
RUD LIM CAB PRESS
AIR DATA Computer test switch
(for maintenance only)
When pressed and held on ground:
− The left IAS, ALT and VS or VNAV
indicators goes into test.
− The overspeed warning comes on.
When pressed and held in the air:
− Only the overspeed warning comes on.
B STATIC PRESSURE SHUTOFF VALVE
STATIC PRESS
VALVE
LIFT TO CLOSE
C0724
Fig. 13
Static pressure shutoff valve and ADC test switch
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
A
A ALTITUDE PRESELECTOR ALERTER
PUSH TO
ALT
ALERT
ALTITUDE SET
5 6
00
Selected altitude display.
− The two left digits displays thousands of feet.
− The digit right of the comma displays
hundereds of feet.
− The last two digits are stationary zeros.
− The display will present a Warning Flag
if a fault is detected.
CANCEL
Altitude set knob.
Turning the knob will change altitude in
100 feet increments.
ALT ALERT buttonlight (amber).
Illuminates steady when approaching, and
flashes when deviating from selected altitude.
If an alert has been triggered, pressing the
buttonlight will cancel the alert.
The buttonlight also incorporates a press to
test feature. The Alert light comes on and
the warning flag is activated when the
buttonlight is pressed.
A12711
Fig. 14
Altitude Preselector Alerter (APA) − control and light
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
Deviation altitude
1000ft
Preselected
altitude
1000ft
No alert light
Altitude alert light illuminates steady
Altitude alert light flashing
Aural alert (c−chord tone)
Deviation altitude
300 ft deviation altitude alert with Collins PRE 80D P/N − 015.
200 ft deviation altitude alert with Collins PRE 80D P/N − 035.
Aircraft with S/N 180 − up has 200 ft deviation altitude alert.
A12719
Fig. 15
Altitude alert envelope
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4.
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Description
ELECTRICAL POWER SUPPLY
ADC/IAS indicator . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS
F−15
ADC L ASI
ADC/altimeter . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS
F−14
ADC L ALTIM
VSI/VNI preselect . . . . . . . . . . . . . . . . . . . . . L AVIONIC START BUS
F−13
LVSI/VNI PRESEL
Right altimeter vibrator . . . . . . . . . . . . . . . . . R ESSENTIAL BUS
M−9
ALTIM VIBR OVSP
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Description
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
1.
LIMITATIONS
1.1
ALTIMETER OPERATIONAL TOLERANCES
Deviation from true altitude at ground check and difference between two indicators according to national
regulations.
1.2
AIRSPEED INDICATOR OPERATIONAL TOLERANCES
Difference between two indicators according to national regulations.
1.3
AIRSPEED INDICATOR AND ALTIMETER POSITION ERROR CORRECTION
Fig. 1 Graphical presentation of airspeed
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INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
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2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
POWER UP
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
- The Air Data system is switched ON/OFF by L and R AVION switches.
2.2
PREFLIGHT
CHECK
1.
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
- On left indicator, check that no flag is visible.
- Set all altimeters to local QNH or QFE as applicable and crosscheck the
altimeters readout.
- Check altimeters to indicate altitude of actual aircraft position as per
national regulations.
- Check difference between left, right and standby altimeters.
2.
IAS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- On left indicator, check that no flag is visible and indication at zero.
- Check difference between left, right and standby IAS indicator.
3.
Vertical speed indicators . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- On left indicator, check that no flag is visible and indication at zero.
- Check for no difference.
4.
SAT/TAS indication on EHSI . . . . . . . . . . . . . . . . . . . . . CHECK
- Check that indication is normal.
2.3
OPERATION OF 1.
ALTITUDE
PRE- SELECTOR ALERTER
Altitude set knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET DESIRED
ALTITUDE.
- Monitor the system when approaching the selected altitude.
- Verify altitude alert at 1000 ft prior to the set altitude and that the annunciation on the EADI changes from armed (ALTS in white) to capture (ALTS in
green) when approaching the selected altitude.
- This action will also provide selected altitude information to the autopilot for
automatic altitude capture. Also see AOM 3.2., AUTOFLIGHT.
2.4
VNAV
(if installed)
1.
See AOM 3.2., AUTOFLIGHT.
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3.
3.1
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
ABNORMAL OPERATION.
CONDITIONS
ABNORMAL PROCEDURES
ALTITUDE
PRE- SELECTOR ALERTER
FLAG
WARNING
INDICATIONS
Altitude Preselector Alerter warning flag comes on.
ACTIONS
3.2
LEFT INSTRUMENTS
ERRATIC
1.
CB F- 13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
INDICATIONS
Erratic or stuck indication on any of the left instruments:
- Airspeed;
- Altimeter;
- Vertical speed or VNAV (if installed).
ACTIONS
Only the Altimeter affected
1.
CB F- 14 ADC L ALTIM . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Only the IAS indicator affected
1.
CB F- 15 ADC L ASI . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Only the VS or VNAV indicator affected
1.
CB F- 13 L VSI/VNI PRESEL . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
All three instruments affected
1.
See Chapter 23, ABNORMAL PROCEDURE, ADC FAILURE.
2.
End of procedure.
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3.3
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
CONDITIONS
ABNORMAL PROCEDURES
RIGHT ALTIMETER VIB FLAG
WARNING
INDICATIONS
VIB flag in view.
ACTIONS
1.
CB M- 9 ALTIM VIBR OVSP . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
- If flag out of view - end of procedure.
- If flag still in view - loss of vibrator means reduced accuracy.
Crosscheck with L altimeter and/or standby altimeter.
- End of procedure.
3.4
RIGHT INSTRUMENTS
ERRATIC
INDICATIONS
Erratic or stuck indication on any of the right instruments:
- Airspeed;
- Altimeter;
- Vertical speed.
ACTIONS
1.
CB S- 25 PROBE HEAT R PITOT . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
PROBABLE CAUSE
- Probable cause could be frozen or clogged pitot tube.
3.5
STBY INSTR.
ERRATIC
INDICATIONS
- Standby altimeter and/or standby IAS indicator is erratic or stuck.
ACTIONS
1.
CB’s S- 26, S- 27 STBY PITOT . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
PROBABLE CAUSE
- Probable cause could be frozen or clogged pitot tube.
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3.6
INSTRUMENTS AND RECORDERS, AIR DATA SYSTEM
Operation
CONDITIONS
ABNORMAL PROCEDURES
DIFFERENTIAL
INDICATION
BETWEEN ANY
OF THE
INDICATIONS
INDICATIONS
If differential indication appears between any of the airspeed and/or altimeter
indicators:
- L and R side;
- L and standby;
- R and standby.
ACTIONS
NOTE
Not valid for leakage in the standby system.
If erratic indication on one side
On the erratic indication side:
1.
Static shut- off valve . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
2.
End of procedure.
If erratic indication on more than one side
1.
L and R static shut- off valve . . . . . . . . . . . . . . . . . . . . . CLOSE
2.
End of procedure.
CAUTION
A static leakage in the right system can affect the cabin pressurization control.
Be prepared to use MAN cabin pressure control.
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1.
GENERAL
The aircraft is provided with one mechanical chronometer, located on left instrument panel. As an
option, an additional chronometer is provided on the
right instrument panel.
From A/C 300 and up the chronometer is electrical
powered from either RH HOT BAT BUS or if HOT
BAT not available, by its own internal battery. RH
INSTRUMENTS AND RECORDERS, CLOCKS
Description
HOT BAT BUS also supplies the optional second
chronometer if installed.
The chronometer displays:
− Present time in hours and minutes.
− Elapsed time in minutes and seconds.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
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3.
INSTRUMENTS AND RECORDERS, CLOCKS
Description
CONTROLS AND INDICATORS
A
A (if installed)
Chronometer button.
A CHRONOMETER
Momentarily press button to:
− Start
11
12
− Stop
1
2
10
9
− Reset
3
8
Minute hand.
4
7
6
5
Elapsed time minutes.
Elapsed time seconds.
Hour hand.
Spring wind−up knob (only mechanical).
Pull knob and rotate to correct time.
A11195
Fig. 1
Clock − controls and indicators
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4.
INSTRUMENTS AND RECORDERS, CLOCKS
Description
ELECTRICAL POWER SUPPLY
Chronometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R HOT BAT BUS
(Both chronometers if option installed).
M−17
CLOCK
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Description
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1.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
2.2
GENERAL
The Flight Recorder system consists of four units:
− The Flight Data Acquisition Unit (FDAU) that collects and arranges the data;
− The Digital Flight Data Recorder (DFDR) that
records the data on a magnetic tape;
− The Flight Recorder panel with monitoring lights;
− The triaxial accelerometer.
The Flight Recorder system becomes powered and
and starts to operate as soon as one engine is running and one generator on line.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Flight Data Acquisition Unit (FDAU)
The FDAU, installed in the avionics rack, samples
data from various sensors and systems according
to a prearranged program which includes different
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and
all parameters are formatted into a data stream in
which each data word has its fixed location. The
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example
transcribed into more conveniently readable form,
altitude in feet etc.
Digital Flight Data Recorder (DFDR)
This is a recorder with a crashproof tape magazine
installed in the rear compartment. The recorder
uses magnetic tape and is of the continuous type
which means that all data is recorded in a continuous stream. However, the recorder can not hold
more data than that corresponding to approximately
25 flight hours. When the tape is filled up, the oldest
data is therefore automatically erased and new data
entered instead. The tape may therefore be looked
upon as an endless band, holding information from
the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
pressure switches off the Flight Recorder when engines are not running. The recorder unit is provided
with an underwater locator beacon, automatically
started when submerged in water. It is battery powered and transmits an acoustic signal for 30 days.
The recorder has a feature that allows the tape to
be played back on ground for dumping of flight
data.
2.3
Flight Recorder Panel
The panel is provided with caution lights for DFDR
or FDAU failures and also an Event pushbutton to
mark events during aircraft operation.
2.4
Triaxial accelerometer
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
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STANDARD A/C 160 − 250
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3.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
CONTROLS AND INDICATORS
A
A FLIGHT RECORDER PANEL
EVENT button.
Press to mark events on the tape.
DFDR light (amber).
− Light goes out after first engine is started and
one generator on line, indicating Flight Recorder
is valid.
FDAU light (amber).
Comes on when the FDAU internal monitoring
detects a failure.
A11475
Fig. 1
− Also comes on when the DFDR internal monitoring detects a failure.
Flight Recorder Panel − lights and button
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1.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
2.2
GENERAL
The Flight Recorder system consists of four units:
− The Flight Data Acquisition Unit (FDAU) that collects and arranges the data;
− The Digital Flight Data Recorder (DFDR) that
records the data on a magnetic tape;
− The Flight Data Entry Panel (FDEP) for insertion
of documentary data and monitoring lights.
− The triaxial accelerometer.
The Flight Recorder system becomes powered and
and starts to operate as soon as one engine is running and one generator on line.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Flight Data Acquisition Unit (FDAU)
The FDAU, installed in the avionics rack, samples
data from various sensors and systems according
to a prearranged program which includes different
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and
all parameters are formatted into a data stream in
which each data word has its fixed location. The
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example
transcribed into more conveniently readable form,
altitude in feet etc.
Digital Flight Data Recorder (DFDR)
This is a recorder with a crashproof tape magazine
installed in the rear compartment. The recorder
uses magnetic tape and is of the continuous type
which means that all data is recorded in a continuous stream. However, the recorder can not hold
more data than that corresponding to approximately
25 flight hours. When the tape is filled up, the oldest
data is therefore automatically erased and new data
entered instead. The tape may therefore be looked
upon as an endless band, holding information from
the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
pressure, switches off the Flight Recorder when
engines are not running. The recorder unit is provided with an underwater locator beacon, automatically started when submerged in water. It is battery
powered and transmits an acoustic signal for 30
days. The recorder has a feature that allows the
tape to be played back on ground for dumping of
flight data.
2.3
Flight Data Entry Panel (FDEP)
The FDEP is provided with thumb wheel switches
and a pushbutton for selection and insert of flight
data to be recorded on the tape.
The panel is also provided with caution lights for
DFDR or FDAU failures and also an Event pushbutton to mark events during aircraft operation.
2.4
Triaxial accelerometer
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
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STANDARD A/C 251 − up
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3.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
CONTROLS AND INDICATORS
A
Thumb wheel switches.
Used to set operator flight/trip number data.
EVENT button.
Press to mark events on the tape.
A FLIGHT DATA ENTRY PANEL
DFDR light (amber).
− Light goes out after first engine is started and
one generator on line, indicating Flight Recorder
is valid.
FDAU light (amber).
Comes on when the FDAU internal monitoring
detects a failure.
A11477
Fig. 1
− Also comes on when the DFDR internal monitoring detects a failure.
Flight Data Entry Panel − lights and buttons
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Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
2.2
GENERAL
The Flight Recorder system consists of four units:
− The Flight Data Acquisition Unit (FDAU) that collects and arranges the data;
− The Digital Flight Data Recorder (DFDR) that
records the data on a magnetic tape;
− The Flight Data Entry Panel (FDEP) for insertion
of documentary data and monitoring lights.
− The triaxial accelerometer.
The Flight Recorder system becomes powered and
and starts to operate as soon as one engine is running and one generator on line.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Flight Data Acquisition Unit (FDAU)
The FDAU, installed in the avionics rack, samples
data from various sensors and systems according
to a prearranged program which includes different
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and
all parameters are formatted into a data stream in
which each data word has its fixed location. The
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example
transcribed into more conveniently readable form,
altitude in feet etc.
Digital Flight Data Recorder (DFDR)
This is a recorder with a crashproof tape magazine
installed in the rear compartment. The recorder
uses magnetic tape and is of the continuous type
which means that all data is recorded in a continuous stream. However, the recorder can not hold
more data than that corresponding to approximately
25 flight hours. When the tape is filled up, the oldest
data is therefore automatically erased and new data
entered instead. The tape may therefore be looked
upon as an endless band, holding information from
the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
pressure, switches off the Flight Recorder when
engines are not running. The recorder unit is provided with an underwater locator beacon, automatically started when submerged in water. It is battery
powered and transmits an acoustic signal for 30
days. The recorder has a feature that allows the
tape to be played back on ground and for dumping
of flight data.
2.3
Flight Data Entry Panel (FDEP)
The FDEP is provided with thumb wheel switches
and a pushbutton for selection and insert of flight
data to be recorded on the tape.
The panel is also provided with caution lights for
DFDR or FDAU failures and also an Event pushbutton to mark events during aircraft operation.
2.4
Triaxial accelerometer
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
12/3.1
OPTION A/C 160 − 250
PAGE
Apr 01/15
1
O1
Aircraft Operations Manual
3.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
CONTROLS AND INDICATORS
A
Thumb wheel switches.
Used to select flight data to be inserted.
A FLIGHT DATA ENTRY PANEL
INSERT button.
Press to insert selected flight data.
EVENT button.
Press to mark events on the tape.
DFDR light (amber).
FDAU light (amber).
Comes on when the FDAU internal monitoring
detects a failure.
− Light goes out after first engine is started and
one generator on line, indicating Flight
Recorder is valid.
− Also comes on when the DFDR internal monitoring detects a failure.
A11476
Fig. 1
Flight Data Entry Panel − lights and buttons
12/3.1
OPTION A/C 160 − 250
PAGE
Apr 01/15
2
O1
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
GENERAL
The Flight Recorder system consists of four units:
− The Flight Data Acquisition Unit (FDAU) that collects and arranges the data.
− The Digital Flight Data Recorder (DFDR) that
records the data on a magnetic tape.
− The Flight Data Entry Panel (FDEP) for insertion
of documentary data and monitoring lights.
− The triaxial accelerometer.
The Flight Recorder system becomes powered and
and starts to operate as soon as one engine is running and one generator on line.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Flight Data Acquisition Unit (FDAU)
vided with an underwater locator beacon, automatically started when submerged in water. It is battery
powered and transmits an acoustic signal for 30
days. The recorder has a feature that allows the
tape to be played back on ground and for dumping
of flight data.
2.3
Flight Data Entry Panel (FDEP)
The FDEP is provided with thumb wheel switches
and a pushbutton for selection and insert of flight
data to be recorded on the tape.
The panel is also provided with caution lights for
DFDR or FDAU failures and also an Event pushbutton to mark events during aircraft operations. The
FDEP also has a MEM light to indicate that the
FDAU/ETM memory storage capacity is 80% full.
The FDAU, installed in the avionics rack, samples
data from various sensors and systems according
to a prearranged program which includes different
sampling rates for various parameters. Parameters
prone to high rate of change consequently have the
highest sampling rate while, for example, switch
positions are sampled with a low rate. Analogue
parameters are converted into digital numbers and
all parameters are formatted into a data stream in
which each data word has its fixed location. The
word can thus be easily found on the recorder tape
and recovered for analysis on ground, for example
transcribed into more conveniently readable form,
altitude in feet etc.
2.4
Triaxial accelerometer
2.2
Digital Flight Data Recorder (DFDR)
1.
Takeoff Report
This is a recorder with a crashproof tape magazine
installed in the rear compartment. The recorder
uses magnetic tape and is of the continuous type
which means that all data is recorded in a continuous stream. However, the recorder can not hold
more data than that corresponding to approximately
25 flight hours. When the tape is filled up, the oldest
data is therefore automatically erased and new data
entered instead. The tape may therefore be looked
upon as an endless band, holding information from
the last 25 flight hours. To prevent unintentional
blanking of recorded data during ground stops or at
maintenance, a relay controlled by either engine oil
pressure, switches off the Flight Recorder when
engines are not running. The recorder unit is pro-
2.
Cruise Report
3.
Limit Exceedance Report
4.
Event Marker Report
The accelerometer provides the system with data
for vertical, longitudinal and lateral axis.
2.5
Engine Trend Monitoring
A totally independent function is also available in
the FDAU. This independently operating microprocessor controlled feature samples certain parameters available through the existing ”normal” FDAU
processing and decides when certain conditions are
met to sample engine performance. This function is
normally referred to as Engine Trend Monitoring
(ETM) and the following ETM conditions are monitored:
The ETM function can store up to 30 takeoff and
cruise reports (i.e. 15 flights), 20 event marker and
20 exceedance reports. Subsequent reports will
overwrite the oldest reports stored.
When 80% of available memory capacity is used up
(i.e. 24 ”normal” flights), the FDAU will activate a
MEMory light on the Flight Data Entry Panel. This
light only serves to alert the crew of impending
memory overwrite and subsequent loss of old data.
12/3.1
OPTION A/C 251 − up
PAGE
Apr 01/15
1
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Aircraft Operations Manual
3.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
CONTROLS AND INDICATORS
A
Thumb wheel switches.
Used to set operator flight/trip number data.
A FLIGHT DATA ENTRY PANEL
EVENT button.
Press to mark events on the tape and to
enter event data in ETM.
MEM light (white) (maintenance).
Comes on when 80% of the ETM memory
capacity is full. Memory should be dumped
shortly to prevent from loss of data.
DFDR light (amber).
FDAU light (amber).
− Light goes out after first engine is started
and one generator on line, indicating Flight
Recorder is valid.
Comes on when the FDAU internal monitoring
detects a failure.
− Also comes on when the DFDR internal
monitoring detects a failure.
A11478
Fig. 1
Flight Data Entry Panel − lights and buttons
12/3.1
OPTION A/C 251 − up
PAGE
Apr 01/15
2
O2
Aircraft Operations Manual
4.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
ELECTRICAL POWER SUPPLY
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Flight recorder . . . . . . . . . . . . . . . . . . . . .
L INV BUS 115 VAC
F−19
RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R AVIONIC BUS
M−19
FLIGHT DATA AQUIS
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Flight recorder . . . . . . . . . . . . . . . . . . . . .
R INV BUS 115 VAC
M−19
RECORD FLIGHT
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L AVIONIC BUS
F−19
DATA AQUIS PWR
FDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMER BUS
F−18
DATA AQUIS BACK−UP
PWR (Optional)
12/3.1
PAGE
Apr 01/15
3
Aircraft Operations Manual
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Description
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12/3.1
PAGE
Apr 01/15
4
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No.
2948:
1.
R AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by R AVION and MAIN INV
switches.
− The Flight Recorder will be switched on by a relay controlled by engine oil
pressure after engine start.
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
1.
L AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by L AVION and MAIN INV
switches.
− The Flight Recorder will be switched on by a relay controlled by engine oil
pressure after engine start.
2.2
2.3
AFTER ENGINE 1.
START (ONE
ENGINE
RUNNING)
DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
1.
EVENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
EVENT
− Check light to be out when one generator on line.
− A mark will be made on the tape.
− The mark will make it easier to find such periods of the flight that can be
interesting to study afterwards.
12/3.2
PAGE
Apr 01/15
1
S
Aircraft Operations Manual
3.
3.1
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
DFDR LIGHT
ON
ACTION
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No.
2948:
1.
CB F−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
3.2
FDAU LIGHT
ON
1.
CB M−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
ACTION
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No.
2948:
1.
CB M−19, FLIGHT DATA ACQUIS . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
1.
CB F−19, DATA ACQUIS PWR . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
12/3.2
PAGE
Apr 01/15
2
S
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
1.
R AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by R AVION and MAIN INV
switches.
− The Flight Recorder will be switched on by a relay controlled by engine oil
pressure after engine start.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
1.
L AVION and MAIN INV switches . . . . . . . . . . . . . . . . . ON
− Power is applied to the Flight Recorder by L AVION and MAIN INV
switches.
− The Flight Recorder will be switched on by a relay controlled by engine oil
pressure after engine start.
2.2
ENTRY OF
FLIGHT DATA
PRESTART
1.
Flight data entry panel . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Trip number.
− Leg.
− Trip date.
AFTER ENGINE START (ONE ENGINE RUNNING)
1.
DFDR light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check light to be out when one generator on line.
2.
INSERT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press button to insert flight data to the Flight recorder.
12/3.2
PAGE
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Aircraft Operations Manual
CONDITIONS
2.3
EVENT
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
NORMAL PROCEDURES
1.
EVENT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− A mark will be made on the tape.
− The mark will make it easier to find such periods of the flight that can be
interesting to study afterwards.
12/3.2
PAGE
Apr 01/15
2
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Aircraft Operations Manual
3.
3.1
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
DFDR LIGHT
ON
ACTION
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
1.
CB F−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
3.2
FDAU LIGHT
ON
1.
CB M−19, RECORD FLIGHT . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
ACTION
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
1.
CB M−19, FLIGHT DATA ACQUIS . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
1.
CB F−19, DATA ACQUIS PWR . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
12/3.2
PAGE
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Aircraft Operations Manual
INSTRUMENTS AND RECORDERS, FLIGHT RECORDER SYSTEM
Operation
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12/3.2
PAGE
Apr 01/15
4
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Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
GENERAL
The Cockpit Voice Recorder (CVR) records the last
30 minutes of cockpit communications and sounds
using a four channel endless magnetic tape. The
recorder with its crashproof housing is installed in
the rear compartment.
The CVR operates continuously as soon as L BAT
and ESS AVION switches are set to ON.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds
picked up with the cockpit area microphone in the
overhead panel.
The whole tape can be erased in a few seconds
provided aircraft is on ground and gust lock set.
The recorder is provided with an underwater locator
beacon which is automatically started when submerged in water. The locator is battery powered
and will send out acoustic signals for 30 days.
An Inertia switch will switch off the CVR saving the
records if the aircraft longitudinal G−load exceeds
2.5 G.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
12/4.1
A/C 160−399
PAGE
Apr 01/15
1
S1
Aircraft Operations Manual
3.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
CONTROLS AND INDICATORS
A
B
Cockpit area microphone.
A CABIN SIGN PANEL
SEAT
BELT
ON
CABIN SIGNS
NO
EMER
SMOKING
CALL
OFF
TEST button.
B CVR CONTROL PANEL
When pressed, an internal test starts producing:
−A 600 Hz audio tone to headset output.
TEST
ERASE
HEADSET
−A green band indication on the monitor
meter.
ERASE button.
When pressed at least 2 seconds with aircraft on ground and with gust lock set the
recordings on the tape will be erased.
Monitor meter.
Headset output.
Used to monitor present recordings.
A11580
Fig. 1
Cockpit voice recorder − controls and indicators
12/4.1
A/C 160−399
PAGE
Apr 01/15
2
S1
Aircraft Operations Manual
4.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
ELECTRICAL POWER SUPPLY
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
F−18
RECORD VOICE
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−15
RECORD VOICE
12/4.1
A/C 160−399
PAGE
Apr 01/15
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Aircraft Operations Manual
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
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12/4.1
A/C 160−399
PAGE
Apr 01/15
4
S1
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
GENERAL
The Cockpit Voice Recorder (CVR) records the last
2 hours of cockpit communications and sounds using a four channel endless magnetic tape. The recorder with its crashproof housing is installed in the
rear compartment.
The CVR operates continuously as soon as L BAT
and ESS AVION switches are set to ON.
The CVR records audio communication directly
from the Remote Electronic Unit (REU) on three
separate channels for pilot, copilot and PA/Cabin
Interphone. The fourth channel records sounds
picked up with the cockpit area microphone in the
overhead panel.
The whole tape can be erased in a few seconds
provided aircraft is on ground and gust lock set.
The recorder is provided with an underwater locator
beacon which is automatically started when submerged in water. The locator is battery powered
and will send out acoustic signals for 30 days.
An Inertia switch will switch off the CVR saving the
records if the aircraft longitudinal G−load exceeds
2.5 G.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
12/4.1
A/C 400−up
PAGE
Apr 01/15
1
S2
Aircraft Operations Manual
3.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
CONTROLS AND INDICATORS
A
B
Cockpit area microphone.
A CABIN SIGN PANEL
SEAT
BELT
ON
CABIN SIGNS
NO
EMER
SMOKING
CALL
OFF
TEST button and TEST light.
When TEST button pressed, an internal
test starts producing:
B CVR CONTROL PANEL
−The green TEST light comes on (extinguishes when TEST button is released).
COCKPIT VOICE
RECORDER
−A 600 Hz audio tone to headset output.
HOLD
5 SEC
TEST
HEADSET
ERASE
ERASE button.
When pressed at least 2 seconds with aircraft on ground and with gust lock set the
recordings on the tape will be erased.
Headset output.
Used to monitor present recordings.
A15786
Fig. 1
Cockpit voice recorder − controls and indicators
12/4.1
A/C 400−up
PAGE
Apr 01/15
2
S2
Aircraft Operations Manual
4.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
ELECTRICAL POWER SUPPLY
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−15
RECORD VOICE
12/4.1
A/C 400−up
PAGE
Apr 01/15
3
S2
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INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
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A/C 400−up
PAGE
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4
S2
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
GENERAL
The Solid State Cockpit Voice Recorder (SSCVR)
records the last 30 minutes of cockpit communications and sounds using digital solid state memory
circuits. The recorder has a crashproof memory
capsule and is installed in the rear compartment
accessible through the aft cargo compartment wall.
The SSCVR operates continuously as soon as LH
BAT BUS is powered and ESS AVION switch is set
to ON. It will continue to operate until a force of
more than 2G opens the contacts of the inertia
switch, or the ESS AVION switch is set to OFF.
The SSCVR records audio from four communication channels, the PA system, the pilot and co−pilot
communication and the audio in the flight compartment area. The CVR continuously records each of
the four audio inputs in the solid state flash memory
for a maximum period of 30 minutes, before new
data is recorded.
The solid state memory can be erased provided
aircraft is on ground and gust lock set.
The recorder is provided with an underwater locator
beacon which is automatically started when submerged in water. The locator is battery powered
and will send out acoustic signals for 30 days.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
12/4.1
Applicable to A/C with Solid State with 30 minutes recording time
PAGE
Apr 01/15
1
S3
Aircraft Operations Manual
3.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
CONTROLS AND INDICATORS
A
B
Cockpit area microphone.
A CABIN SIGN PANEL
SEAT
BELT
ON
CABIN SIGNS
NO
EMER
SMOKING
CALL
OFF
TEST button.
B CVR CONTROL PANEL
When pressed, an internal test starts producing:
−A 800 Hz audio tone to headset output.
TEST
ERASE
HEADSET
−A green band indication on the monitor
meter.
ERASE button.
When pressed at least 2 seconds with aircraft on ground and with gust lock set all
data in the solid state flash memories will
be erased.
Monitor meter.
Headset output.
Used to monitor present recordings.
A11580
Fig. 1
Cockpit voice recorder − controls and indicators
12/4.1
Applicable to A/C with Solid State with 30 minutes recording time
PAGE
Apr 01/15
2
S3
Aircraft Operations Manual
4.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
ELECTRICAL POWER SUPPLY
Applicable for A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
F−18
RECORD VOICE
Applicable for A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−15
RECORD VOICE
12/4.1
Applicable to A/C with Solid State with 30 minutes recording time
PAGE
Apr 01/15
3
S3
Aircraft Operations Manual
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
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12/4.1
Applicable to A/C with Solid State with 30 minutes recording time
PAGE
Apr 01/15
4
S3
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
GENERAL
The Solid State Cockpit Voice Recorder (SSCVR)
records the last 2 hours of cockpit communications
and sounds using digital solid state memory circuits. The recorder has a crashproof memory capsel and is installed in the rear compartment accessible through the aft cargo compartment wall.
The SSCVR operates continuously until a force of
more than 2G opens the contacts of the inertia
switch, or the ESS AVION switch is set to OFF.
The SSCVR records four audio communication
channels from the PA system, the pilots communication and the audio in the flight compartment
area. The CVR continuously records each of the
four audio inputs in the solid state flash memory for
a maximum period of 30 minutes, before new data
is recorded.
With a Solid State Cockpit Voice Recorder with 2
hours recording time is installed, both pilots and the
PA communications are combined in a fifth audio
channel and in the sixth audio channel the audio in
the flight compartment is recorded by the cockpit
area microphone. Both the fifth and the sixth audio
channel are recording with a standard quality for 2
hours.
The solid state memory can be erased provided
aircraft is on ground and gust lock set.
The recorder is provided with an underwater locator
beacon which is automatically started when submerged in water. The locator is battery powered
and will send out acoustic signals for 30 days.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
12/4.1
Applicable to A/C with Solid State with 2 hours recording time
PAGE
Apr 01/15
1
S4
Aircraft Operations Manual
3.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
CONTROLS AND INDICATORS
A
B
Cockpit area microphone.
A CABIN SIGN PANEL
SEAT
BELT
ON
CABIN SIGNS
NO
EMER
SMOKING
CALL
OFF
TEST button and TEST light.
When TEST button pressed, an internal
test starts producing:
B CVR CONTROL PANEL
−The green TEST light comes on (extinguishes when TEST button is released).
COCKPIT VOICE
RECORDER
−A 600 Hz audio tone to headset output.
HOLD
5 SEC
TEST
HEADSET
ERASE
ERASE button.
When pressed at least 2 seconds with aircraft on ground and with gust lock set all
data in the solid state flash memories is
erased.
Headset output.
Used to monitor present recordings.
A15786
Fig. 1
Cockpit voice recorder − controls and indicators
12/4.1
Applicable to A/C with Solid State with 2 hours recording time
PAGE
Apr 01/15
2
S4
Aircraft Operations Manual
4.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
ELECTRICAL POWER SUPPLY
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
F−18
RECORD VOICE
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and for A/C 250−UP:
Voice recorder . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−15
RECORD VOICE
12/4.1
Applicable to A/C with Solid State with 2 hours recording time
PAGE
Apr 01/15
3
S4
Aircraft Operations Manual
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Description
THIS PAGE INTENTIONALLY LEFT BLANK !
12/4.1
Applicable to A/C with Solid State with 2 hours recording time
PAGE
Apr 01/15
4
S4
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The Cockpit Voice Recorder is switched ON/OFF by ESS AVION switch.
2.2
PREFLIGHT
TEST
1.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Monitor meter shall give green band indication.
− An audio tone (600 Hz) shall be heard in the HEADSET output.
2.
2.3
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Total erasing is possible only on ground and with gust lock set as follows:
ERASING
1.
ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press for at least 2 seconds.
2.4
SAVING THE
RECORDINGS
The voice recorder holds only the recording of the last 30 minutes and if these
records are to be preserved, pull CB RECORD VOICE.
For A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F−18 RECORD VOICE.
For A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is moving on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discretion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMERGENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2
A/C 160−399
PAGE
Apr 01/15
1
S1
Aircraft Operations Manual
3.
3.1
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
FAILURE AT
TEST
ACTION
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
1.
CB F−18, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP:
1.
CB E−15, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
12/4.2
A/C 160−399
PAGE
Apr 01/15
2
S1
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The Cockpit Voice Recorder is switched ON/OFF by ESS AVION switch.
2.2
PREFLIGHT
TEST
1.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD 5 SEC
− The green TEST light shall come on.
− An audio tone (600 Hz) shall be heard in the HEADSET output.
2.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− The green TEST light shall go out.
2.3
Total erasing is possible only on ground and with gust lock set as follows:
ERASING
1.
ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press for at least 2 seconds.
2.4
SAVING THE
RECORDINGS
The voice recorder holds only the recording of the last 2 hours and if these
records are to be preserved, pull CB E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is moving on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discretion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMERGENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2
A/C 400−up
PAGE
Apr 01/15
1
S2
Aircraft Operations Manual
3.
3.1
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
FAILURE AT
TEST
ACTION
1.
CB E−15, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
12/4.2
A/C 400−up
PAGE
Apr 01/15
2
S2
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The Cockpit Voice Recorder is switched ON/OFF by ESS AVION switch.
2.2
PREFLIGHT
TEST
1.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Monitor meter shall give green band indication.
− An audio tone (800 Hz) shall be heard in the HEADSET output.
2.
2.3
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Total erasing is possible only on ground and with gust lock set as follows:
ERASING
1.
ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press for at least 2 seconds.
2.4
SAVING THE
RECORDINGS
The voice recorder holds only the recording of the last 30 minutes and if these
records are to be preserved, pull CB RECORD VOICE.
For A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F−18 RECORD VOICE.
For A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is moving on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discretion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMERGENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2
Applicable to A/C with Solid State with 30 minutes recording time
PAGE
Apr 01/15
1
S3
Aircraft Operations Manual
3.
3.1
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
FAILURE AT
TEST
ACTION
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
1.
CB F−18, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and
for A/C 250−UP:
1.
CB E−15, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
12/4.2
Applicable to A/C with Solid State with 30 minutes recording time
PAGE
Apr 01/15
2
S3
Aircraft Operations Manual
1.
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS AVION switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The Cockpit Voice Recorder is switched ON/OFF by ESS AVION switch.
2.2
PREFLIGHT
TEST
1.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD 5 SEC
− The green TEST light shall come on.
− Two audio tones (600 Hz) shall be heard in the HEADSET output.
2.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− The green TEST light shall go out.
2.3
Total erasing is possible only on ground and with gust lock set as follows:
ERASING
1.
ERASE button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Press for at least 2 seconds.
2.4
SAVING THE
RECORDINGS
The voice recorder holds only the recording of the last 2 hours and if these
records are to be preserved, pull CB RECORD VOICE.
For A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948, pull
F−18 RECORD VOICE.
For A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948,
and for A/C 250−UP, pull E−15 RECORD VOICE.
− The Recorder should normally never be stopped when the aircraft is moving on ground or is airborne.
− After engine shutdown, the recorder might be stopped at the pilots discretion.
− If an emergency situation has occurred and the aircraft has come to a final
stop, the recorder shall be stopped if possible. If executing the ”EMERGENCY EVACUATION” checklist the recorder is automatically stopped.
12/4.2
Applicable to A/C with Solid State with 2 hours recording time
PAGE
Apr 01/15
1
S4
Aircraft Operations Manual
3.
3.1
INSTRUMENTS AND RECORDERS, COCKPIT VOICE RECORDER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
FAILURE AT
TEST
ACTION
Applicable to A/C 160−249 without Mod. No. 2245 and/or without Mod. No. 2948:
1.
CB F−18, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
Applicable to A/C 160−249 with Mod. No. 2245 and/or with Mod. No. 2948, and
for A/C 250−UP:
1.
CB E−15, RECORD VOICE . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
12/4.2
Applicable to A/C with Solid State with 2 hours recording time
PAGE
Apr 01/15
2
S4
Aircraft Operations Manual
LANDING GEAR
CONTENTS
Landing Gear
13.0
13.1
13.2
Highlights
Description
Operation
− not applicable
13
−CONTENTS
PAGE
Apr 01/15
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Aircraft Operations Manual
LANDING GEAR
THIS PAGE INTENTIONALLY LEFT BLANK !
13
−CONTENTS
PAGE
Apr 01/15
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Aircraft Operations Manual
1.
GENERAL
The aircraft is equipped with a conventional retractable landing gear.
The main gears are located in the engine nacelles
and the nose gear in the forward fuselage. All gears
retract forward.
Each gear is equipped with dual wheels.
Normal landing gear operation is by hydraulic power
but in an emergency the gear can be extended by
free fall or by use of the hydraulic hand pump. Indications are provided for gear down and locked
and for any landing gear/gear handle disagreement.
All main wheels have disc brakes. An anti−skid system automatically modulates the brake pressure for
maximum braking efficiency.
The nose gear is steerable by a wheel located on
the left pilot’s side panel.
A ground sensing system with incorporated weight
on wheel switches (WOW) establishes ground or
flight mode operation for various systems.
An optional removable tail supporting strut that attaches to the under side of the rear fuselage is
available. The strut prevents damage to the rear
fuselage of the aircraft if it contacts the ground
should the center of gravity move aft of the main
gear. A stowage for the strut is provided under the
flap of the cargo compartment floor.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Landing gear extension/retraction (Fig. 2)
All gears retract forward into their respective wheel
wells.
The gears are retained in up or down position by
locks. Manually inserted lock pins ensure downlocking during ground operation. The landing gear doors
are mechanically controlled by each gear. The main
gear doors are partly closed, and the nose wheel
doors are fully open, when the landing gear is extended.
The gears are extended/retracted in normal mode
and can also be extended in emergency mode.
LANDING GEAR
Description
Normal extension/retraction
With gear UP selected, an electrically operated control valve ports hydraulic pressure to release the
downlocks and pressurize the hydraulic actuators.
A mechanical lock on the landing gear control handle prevents selection of gear up on ground. In
flight, this lock is disengaged by a solenoid. Should
the solenoid fail, the handle can be released by
pressing the DOWN LOCK REL button to the left of
the gear handle. When the gears are up, an up−
lock hook will engage a roller on the gears and retain them in the retracted position.
With gear DN selected, hydraulic pressure is ported
to the uplocks and hydraulic actuators. As soon as
the gears are fully extended, the downlocks will engage.
Indicators
The landing gear indicators consist of three green
lights on the gear handle unit and an amber light in
the gear handle knob. The lights are controlled by
the position of the handle and by the downlock and
uplock switches.
Emergency extension
If normal extension of the landing gear is not successful the hand pump can be used for extension.
By setting the hand pump selector in center position
(FLAPS LDG GR) and gear handle selected down,
hydraulic pressure is ported to the MAIN HYDR accumulator which in turn pressurizes the uplocks and
hydraulic actuators.
In case of hydraulic failure, the gear may be extended by free fall. By pulling the landing gear
emergency extension handle in the cockpit floor, the
gear actuator hydraulic pressure lines will be connected to the return lines to prevent hydraulic lock.
Emergency accumulator pressure will then release
the uplocks and the gear will extend and lock by
gravity and aerodynamic forces. The position of the
landing gear control handle has no effect on an
emergency extension, except that the Amber disagreement light will come on indicating a disagreement between landing gear and gear handle if the
handle is left in up position.
To aid free fall of the main landing gear at an emergency extension the gear door mechanism is dis-
13.1
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Apr 01/15
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Aircraft Operations Manual
connected from the gear, leaving the doors in fully
open position. The disconnection is made by an
explosive separation bolt that is electrically activated by the emergency extension handle when
pulled. The electrical circuits are deactivated on
ground.
NOTE
If the landing gear was emergency extended due
to loss of hydraulic pressure/fluid or a fault in the
landing gear control valve, the nose wheel steering will be inoperative.
When retracting the gear, the indications are as follows:
− When gear UP is selected, the amber disagreement light in the gear handle knob will come on
to indicate disagreement between the handle and
gear positions. After a few seconds the green
downlock lights go out.
− When the gear is up and locked, the light in the
gear handle knob goes off.
When extending the gear, the indications are as
follows:
− If all gears are up and the gear handle is UP,
there is no light indication.
− When gear DN is selected the disagreement light
in the gear handle knob comes on to indicate initial disagreement between handle position and
actual position of gear.
− When a gear is down and locked, the respective
green downlock light comes on. When all three
gears are down and locked the amber gear handle disagreement light goes out.
During emergency extension, the green down
locked gear lights come on irrespective of gear handle position. The amber disagreement light goes out
when the gear handle is selected down.
The integrity of the indicator lights is tested by
pressing the test button on the gear handle unit.
2.2
Brakes (Fig. 1)
The main landing gear wheels are fitted with self−
adjusting hydraulic disc brakes.
There are two brake circuits − one for the outboard
and one for the inboard brakes. Each circuit has its
LANDING GEAR
Description
own accumulator. Hydraulic pressure is normally
supplied by the electrical hydraulic pump but the
hand pump may be used as an alternative.
The different brake functions are:
− Normal braking (anti−skid).
− Emergency braking (anti−skid).
− Parking brake.
Normal braking
Braking is controlled by the rudder pedals in the
conventional manner. Each pedal is connected to
one outboard and one inboard brake power valve
and, consequently, each brake has its own power
valve. The four power valves are installed on a
common assembly in the nose wheel well ceiling.
An anti−skid system modulates brake pressure for
maximum braking efficiency. The system consists of
an anti−skid control box, one wheel speed transducer on each main wheel, two anti−skid valves and an
anti−skid ON/OFF switch on the hydraulic panel in
the center pedestal.
The anti−skid system also incorporates ”Touchdown
Protection”. This function prevents braking whilst in
flight in order to avoid landing with braked wheels
and consequent damage to the tyres.
In order to obtain braking with anti−skid protection
the following is required:
− Anti−skid switch ON
and (for each circuit)
− appropriate power lever (see Fig. 1) below flight
idle, plus 3 seconds delay
or
− appropriate left or right weight on wheel switch
(see Fig. 1) activated to ”ground” position, plus 3
seconds delay
or
− average wheelspeed over 50 kts.
NOTE
The activation logics for the inboard and outboard circuits are independent.
Throughout the landing roll, the wheel speed transducers send signals via the control box to the anti−
skid valves which modulate the brake pressure.
Should a skid begin, e.g. on an inboard wheel,
13.1
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Apr 01/15
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Aircraft Operations Manual
brake pressure is reduced for both inboard brakes
since they are connected to the same circuit. Similarly, a skid on an outboard wheel will reduce brake
pressure to both outboard brakes. There is also a
locked wheel protection which dumps the brake
pressure in a brake circuit should the wheel speeds
in the circuit differ by more than 50%.
When aircraft speed has decreased to about 20 kts
the anti−skid system cuts out and braking must
then be modulated manually.
The anti−skid control box circuits and the wheel
speed transducers are continuously monitored for
proper functioning. If any parameter exceeds its
established limits, the A−SKID INOP light on the
central warning panel comes on.
The light also comes on if the anti−skid switch is
OFF when the gear is extended before landing.
This alerts the pilot to an incorrect switch position.
Emergency braking
Emergency braking must be used if the hydraulic
pump is inoperative. Hydraulic pressure is then
available only from the brake accumulators or from
the hand pump.
The same controls are used for emergency brake
application as for normal braking. The anti−skid
function is maintained since accumulator capacity is
sufficient for more than one complete landing sequence.
Parking brake
The parking brake is controlled by a handle on the
left pilot’ s side panel. By pulling the handle and
then depressing the brake pedals, hydraulic pressure is trapped in the system by means of a parking
brake valve closing the return line when the trapped
pressure exceeds the brake valve set pressure of
1500 psi. The brake valve will remain closed and
the handle remains in pulled (up) position as long
as the trapped pressure exceeds 950 psi. If pressure decreases below 950 psi the valve will automatically open and relieve remaining pressure to
the return line. The handle remains in the pulled
(up) position.The brake handle can be locked in the
pulled position by turning the handle approximately
30 clockwise.
LANDING GEAR
Description
A PARK BRK ON (CWP) light comes on when applying the parking brake and the trapped pressure
exceeds 1700 psi. Once illuminated, the light will
stay on as long as the trapped pressure remains
above 900 psi.
NOTE
There is a possibility to set the brakes (handle is
up) without the CWP light coming on if the pressure is just high enough to close the valve (1500
psi) but below the CWP light−on triggering pressure (1700 psi). Therefore, check CWP light
coming on when parking brake is set.
The parking brake is disengaged by turning the
handle approximately 30 counter−clockwise and
pushing down.
2.3
Nose wheel steering (Fig. 3)
Nose wheel steering is hydraulic and operated by a
single hydraulic actuator. The steering system is
operative on ground only and is controlled by a
wheel on the left pilot’ s side panel. Maximum steering deflection is 60 left or right.
To steer, the wheel must first be pushed down to
engage mechanically with the steering system and
to complete the electrical circuit to open the steering shutoff valve.
When towing, maximum deflection is 120 or 90,
depending on mod status, as indicated on the nose
gear. A ground handling lockout switch in the nosewheel well is used to deactivate the steering system
during towing.
If the nosewheel is deflected more than 20 5
without the steering wheel being pushed down or
ground handling lockout switch is closed, a solenoid
steering brake will lock the wheel in its present position, and engage the nose wheel steering system
preventing further deflection.
In flight the nosewheel is automatically centered by
cams in the shock strut.
2.4
Landing Gear switches/relays
There are two air/ground (WOW) switches located
on each main gear and one downlock and one
uplock switch on each gear. These switches are
13.1
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Apr 01/15
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Aircraft Operations Manual
LANDING GEAR
Description
used to control various air/ground functions in different systems. Some of the systems receive signals
from the WOW and up− and downlock switches via
the landing gear relays. These systems are marked
with an asterisk. The relays are supplied with 28
VDC via the LDG RELAYS circuit breaker.
Air/ground (WOW) switches
− LEFT OUTBOARD SWITCH:
 Anti−Skid (left and right outboard wheels).
 Cockpit voice recorder (weight on wheel, one
condition to erase).
 Stall warning (inhibit on ground).
 Pneumatic supply right (precooler Jet pump
on/off control).
 Right Attitude Heading Reference System
(inhibit of test function when airborne).
 Landing Gear emergency extension (arm/disarm of explosive bolts).
 Right side window heating (inhibit of high mode
on ground). *
 Flight Recorder (backup activation). *
 Landing Gear handle down lock solenoid. *
 Cabin pressurization system.
− LEFT INBOARD SWITCH:
 Anti−Skid (left and right inboard wheels).
 Pneumatic supply left (precooler jet pump on/
off control).
 Left Attitude Heading Reference System
(inhibit of test function when airborne).
 Temperature probe (on/off control).
− RIGHT INBOARD SWITCH:
 Anti−Skid (left and right inboard wheels).
*
 Left side window heating (inhibit of high mode
on ground). *
 Warning Electronic Unit. *
 Landing Gear handle down lock solenoid. *
 Nose Wheel Steering (arm/disarm). *
 Air Conditioning *
 Passenger Light. *
 Active noise. *
 Nose Wheel Steering (arm/disarm). *
 R Np Bottoming Governor. *
 Flight Idle Stop. *
 ATC 2 Transponder. *
 ACARS.
*
Up− and downlock switches
− LEFT MLG DOWNLOCK SWITCH:
 Landing gear indication.
 Hydraulic pump (control signal).
 Warning Electronic Unit (Landing gear config
warning).
 Flight Idle Stop. *
 TCAS/ACAS. *
− RIGHT MLG DOWNLOCK SWITCH.
 Landing gear indication.
 L Np Bottoming Governor. *
 Flight Recorder.
 Flight Idle Stop. *
 Ground Proximity Warning System.
 ATC 1 Transponder. *
 Flight Data Recorder. *
 TCAS/ACAS.
*
− RIGHT OUTBOARD SWITCH:
 Anti−Skid (left and right outboard wheels).
 Stall Warning (inhibit on ground).
 Cabin pressurization system.
 Air Data System (inhibit of test function when
airborne).
 Flight Idle Stop. *
− NLG DOWNLOCK SWITCH.
 Landing gear indication.
 Nose wheel steering (arm/disarm).
 Battery Ventilation fans.
 Anti−skid (warning signal control).
− LEFT MLG UPLOCK SWITCH.
 Landing gear indication.
 Hydraulic Pump.
13.1
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Apr 01/15
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Aircraft Operations Manual
− RIGHT MLG UPLOCK SWITCH.
 Landing gear indication.
 Flight Recorder.
 Hydraulic Pump.
− NLG UPLOCK SWITCH.
 Landing gear indication.
 Temperature probe (warning signal control).
2.5
Landing gear warning system
The master warning lights, CONFIG light, and intermittent horn are all activated if the gear is up, radio
altitude less than 500 ft and one power lever re-
LANDING GEAR
Description
tarded below minimum takeoff power (62 Power
Lever Angle). The horn may be silenced by pushing
the master warning light.
If, subsequently, flaps 20 or more is selected, the
intermittent horn will sound again. This time it cannot be silenced unless:
− Landing gear is extended and locked down
or
− Flaps are retracted below 22 and Power Levers
above 62
or
− Flaps are retracted below 18.
13.1
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Apr 01/15
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Aircraft Operations Manual
LANDING GEAR
Description
Left pilot
Right pilot
Brake pedals
Inboard accumulator
Outboard accumulator
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
Ï
Ï
L Inboard
power
valve
Pressure from
electric or
hand pump
R Inboard
power
valve
L outboard
power
valve
R outboard
power
valve
Pressure from
electric or
hand pump
Parking
brake
valve
Return
Parking
brake
handle
PARK
BRK ON
Outboard
anti−skid
valve
Inboard
anti−skid
valve
A−SKID
INOP
Anti−skid control box
Outboard
Anti−
skid
channel
Speed
signals
A10002
L outb
W on W
Inboard
Anti−
skid
channel
Anti−skid
switch
OFF ON
Speed
signals
L inb
W on W
R outb
W on W
R inb
W on W
R PL
below FI
L PL
below FI
28 VDC
Fig. 1
Brake system − schematic
13.1
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Apr 01/15
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Aircraft Operations Manual
To explosive
separation
bolts
LANDING GEAR
Description
UP
Emergency
extension
handle
Landing gear
handle
DOWN
Solenoid
Air
Ground
mode
Gnd
Flight
mode
Up−signal
28 VDC
Down signal
28 VDC
Main accumulator
Hydraulic
hand pump
Emergency
gear
selector
Hydraulic
pump
Gear
selector
DOWN pressure
UP pressure
Emergency
acccumulator
Uplock actuator
Downlock actuator
A10005
Fig. 2
Landing gear extension/retraction − schematic
13.1
PAGE
Apr 01/15
7
Aircraft Operations Manual
LANDING GEAR
Description
Steering wheel
Actuator
Solenoid steering brake
Return
ÎÎ
Control
valve
Main
accumulator
Hydraulic
handpump
Shutoff
valve
Solenoid
Air
L WoW
R WoW
Hydraulic
pump
Gnd
P
M
28 VDC
Ground handling
Lockout switch
NLG down
and locked
Deflection
>20 5
A10044
Fig. 3
Nose gear steering − schematic
13.1
PAGE
Apr 01/15
8
Aircraft Operations Manual
3.
LANDING GEAR
Description
CONTROLS AND INDICATORS
A
A
LANDING GEAR CONTROL PANEL
Landing gear down and locked lights (green)
(3)
When the NOSE, LEFT or RIGHT light is on, the
respective gear is down and locked.
NOSE
LEFT
RIGHT
TEST button.
When pressed:
UP
With the gear locked in down position the amber
internal gear handle disagreement light comes
on to indicate the integrity of the lamp in addition
to the already activated landing gear lights.
DOWN
LOCK
REL
TEST
When pressed:
With the gear locked in up position, the three
green NOSE, LEFT and RIGHT lights plus the
amber internal gear handle disagreement light
comes on to indicate the integrity of the lamps.
Landing gear handle.
DOWN LOCK REL button.
Disengages landing gear handle solenoid in
case of solenoid failure.
NOTE
Pressing the button with a/c on ground disengages the mechanical landing gear control handle lock allowing gear retraction on the ground.
A10006
Fig. 4
DN
UP − When moved to up position, all gears will
retract and lock in retracted position.
DN − When moved to DN position all gears will
extend and lock in extended position.
The handle knob contains an integral amber disagreement light that comes on whenever the
position of all gears does not agree with handle
position.
Landing Gear − controls and indications
13.1
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Apr 01/15
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Aircraft Operations Manual
LANDING GEAR
Description
Hand pump
Provides hydraulic pressure to operate flaps,
brakes and landing gear. Operated by a detachable handle, stowed on the right rear cockpit
wall.
A
A HAND PUMP AND EMERGENCY
EXTENSION CONTROLS
Hand pump selector
Directs hand pump pressure to the systems
served by the hand pump.
− INBD BK ACC
The inboard brake accumulator is pressurized
by the hand pump.
− FLAPS LDG GR
The main accumulator is pressurized by the
hand pump.
 To operate the flaps the flap handle must be
set to desired flap setting before using the
hand pump.
 To extend the landing gear the gear handle
must be in down position.
− OUTBD BK ACC
The outboard brake accumulator is pressurized by the hand pump.
INBD
BK ACC
FLAPS
LDG
GR
OUTBD
BK
ACC
EMERG LDG handle.
When the emergency extension handle is pulled
emergency accumulator pressure release all
landing gear uplocks and activates the explosive
separation bolts on the Main Landing Gear. Extension of the gear is by free fall. Gear handle
position has no effect on emergency extension.
However, to get anti−skid function and to get
normal indication on the gear handle amber disagreement light the gear handle must be selected down after pulling the handle.
A10009
Fig. 5
Hand pump and emergency extension controls
13.1
PAGE
Apr 01/15
10
Aircraft Operations Manual
LANDING GEAR
Description
ANTI−SKID switch.
ON − Anti−skid system active when:
 Landing Gear handle is down.
 Both PL below FI or at least one
in−board and one outboard WOW
switch activated.
OFF − Anti−skid system is off and A−
SKID INOP caution light on central warning panel illuminated.
B HYDRAULIC PANEL
A
B
A PARKING BRAKE HANDLE
Hydraulic pressure indicators.
Indicates hydraulic pressure in the main
system, emergency accumulator and the
two brake accumulators respectively.
PARKING BRAKE handle.
To engage parking brake, pull the parking
brake handle and turn approximately 30
clockwise to lock. Apply brake pressure
with the brake pedals. Check PARK BRK
ON (CWP) light to come on.
To disengage parking brake, turn the handle approximately 30 counter clockwise
and push down. Check the (CWP) light to
go out.
A10010
Fig. 6
Brake system − controls and indicators
13.1
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Apr 01/15
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Aircraft Operations Manual
B
LANDING GEAR
Description
A
A CENTRAL WARNING PANEL
PARK BRK ON light (amber).
Comes on when parking brake handle is pulled
and brake pressure exceeds 1700 psi and goes
off when parking brake handle is pushed down
and/or the brake pressure decreases below 900
psi.
A−SKID INOP light (amber).
Comes on when the Landing gear is extended
with ANTI−SKID switch in OFF or with a system fault.
B BRAKE PEDALS
AUTO
COARSEN
L FIRE
DET FAIL
FUEL
ELEC
R FIRE
DET FAIL
ICE
PROT
ENGINE
FLAPS
AIR COND
PARK
BRK ON
HYDR
A−SKID
INOP
AVIONICS
L STALL
FAIL
GUST
LOCK
EMER LTS
UN ARMED
OXYGEN
AVIONICS
VET
DOORS
PUSHER
SYSTEM
R STALL
FAIL
Brake pedals.
When left or right brake pedal is depressed the
respective main gear brake is activated. The
brake pedals are also used in conjunction with
the parking brake handle to set parking brakes.
A10007
Fig. 7
Brake system − controls and indicators
13.1
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Apr 01/15
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Aircraft Operations Manual
B
LANDING GEAR
Description
A
CONFIG light (red).
A CENTRAL WARNING PANEL
L ENG
FIRE
L ENG
OIL PRESS
AVIONIC
SMOKE
LAV
SMOKE
R ENG
FIRE
CARGO
SMOKE
CABIN
PRESS
R ENG
OIL PRESS
PROP
BRAKE
R TAILP
HOT
L TAILP
HOT
AUTO
TRIM
CONFIG
Will come on together with the intermittent
horn when the aircraft is not in landing
configuration. (Gear not down below 500 ft
radio height and at least one power lever
retarded below 64 Power Lever Angle.)
The light and horn is reset by pushing the
MASTER WARNING button light.
The same warning is also triggered by
selecting 20 of flaps or more with gear not
down and locked. For this condition the horn
can not be silenced.
B STEERING WHEEL
Steering wheel.
Used to turn nose wheel.
Steering wheel must be pushed down to engage
and allow pressure to the hydraulic steering actuator.
A10008
Fig. 8
Landing gear − controls and indicators
13.1
PAGE
Apr 01/15
13
Aircraft Operations Manual
4.
LANDING GEAR
Description
ELECTRICAL POWER SUPPLY
Landing gear control . . . . . . . . . . . . . . . . . . . . . . L BAT BUS
F−7
LDG CONTROL
Landing gear control . . . . . . . . . . . . . . . . . . . . . . R ESS BUS
M−5
LDG IND
Landing gear transition indication . . . . . . . . . . . L ESS BUS
E−8
LDG TRANS IND
Emergency extension left . . . . . . . . . . . . . . . . . . L BAT BUS
E−9
L LDG EMER RELEAS
Emergency extension right . . . . . . . . . . . . . . . . R BAT BUS
L−9
R LDG EMER RELEAS
Anti−skid inboard . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS
F−6
A SKID INBD
Anti−skid outboard . . . . . . . . . . . . . . . . . . . . . . . . R MAIN BUS
M−4
A SKID OUTBD
Anti−skid touch down protection inboard . . . . . L MAIN BUS
J−19
ENG AUTO−IGN L CTL
Anti−skid touch down protection outboard . . . . R MAIN BUS
R−18
ENG AUTO−IGN R CTL
Nose wheel steering * . . . . . . . . . . . . . . . . . . . . . L BAT BUS
F−5
NOSE WL STEER
* For the Nose Wheel Steering to be operative, the R ESS BUS must also be powered (applicable only to a/c
with serial n/o 340 and higher).
Landing gear relays . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
N−9
LDG RELAYS
13.1
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Apr 01/15
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Aircraft Operations Manual
1.
1.1
LANDING GEAR
Operation
LIMITATIONS
Unit
Min
Normal
Max
Gear extension time . . . . . . . . . . . . . . . . . . . . . . . . . .
s
−
9−11
−
Gear retraction time . . . . . . . . . . . . . . . . . . . . . . . . . .
s
−
7−9
−
− Using steering wheel . . . . . . . . . . . . . . . . . . . . . .
deg
−
−
60
− Backing with reverse thrust . . . . . . . . . . . . . . . . .
deg
−
−
45
Number of brake applications on fully charged
brake accumulators . . . . . . . . . . . . . . . . . . . . . . . . . .
ea
−
11
−
Max speed for use of brakes with the anti−skid system off or inoperative
kts
−
−
40
OPERATING LIMITS
Regarding speed limits for landing gear operation,
for gear extended, and for max tire speed, ref. section 27, SPEEDS.
Nose wheel steering angle.
The nose steering wheel must be kept depressed
during backing with reverse thrust.
Anti−skid must be on for takeoff and landing − unless takeoff and landing performance is corrected
for anti−skid inoperative.
13.2
PAGE
Apr 01/15
1
Aircraft Operations Manual
2.
2.1
LANDING GEAR
Operation
NORMAL OPERATION
CONDITIONS
NORMAL PROCEDURES
RETRACTION
AND EXTENSION
Preflight check
1.
Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
− Check handle to be engaged in DN detent.
2.
Landing gear lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHKD
− Check three green lights to be on.
− Press TEST button and check transit light to come on.
Retraction
When a positive rate of climb has been established.
3.
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 150 kt
4.
Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP DETENT
5.
Landing gear lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
− When gear handle is set to UP detent, transit light will come on and green
downlock lights go off.
− Check transit light to go off, indicating that all gears are up and locked.
6.
Central warning panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Takeoff inhibit function of central warning system is cancelled at gear retraction.
− Check blue TAKEOFF INHIBIT light to be off.
− Check CWP for any illuminated lights.
Extension
7.
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
8.
Landing gear handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
− Transit light will come on.
− Check that three green downlock lights come on and transit light goes off,
indicating gear down and locked.
9.
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
13.2
PAGE
Apr 01/15
2
Aircraft Operations Manual
2.2
LANDING GEAR
Operation
CONDITIONS
NORMAL PROCEDURES
OPERATION OF
NOSEWHEEL
STEERING
Preflight check
Do not use nosewheel steering when aircraft is standing still.
Taxi
1.
Nosewheel steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check nosewheel steering for normal operation.
NOTE
When HYD PRESS approaches the recharge level (2100 psi) the force to
control the nosewheel steering might increase substantially. Consider to place
the HYDR PUMP temporarily into OVRD to increase pressure.
CAUTION
Avoid sharp turns at high speed or sharp turns assisted by differential power
or braking.The nose wheel may swing around 180 degrees. Only differential
power sufficient to maintain speed in turns is permissible.
Backing
− Slow backing of the aircraft is permissible, start backing by depressing the
nose steering wheel and apply reverse power as required. Keep the nose
steering wheel depressed and limit the steering to approx. 45 degrees
deflection either side on the nose steering wheel. Stop backing by advancing the Power Levers to forward power as required.
− If the nose steering wheel is not depressed there is a possibility for the nose
wheel to swing uncontrolled 20 degrees either side.
− Depressing the nose steering wheel with a deflection limit of 45 degrees
either side will prevent the nose wheel to be mechanically forced to swing
around 180 degrees.
Parking
When parking, maintain a straight path for the last few feet to relieve stress in
the landing gear.
13.2
PAGE
Apr 01/15
3
Aircraft Operations Manual
2.3
LANDING GEAR
Operation
CONDITIONS
NORMAL PROCEDURES
OPERATION OF
BRAKE
SYSTEM
Preflight check
1.
Hydraulic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check MAIN HYD and OUTB/INB BRK pressure.
2.
Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set parking brakes by pulling brake handle while simultaneously depressing brake pedals.
− Lock the brake handle by turning it approximately 30 clockwise.
− Check amber PARK BRK ON (CWP) light to come on.
3.
Anti−skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
− Check ANTI−SKID switch to be in ON position.
− Check A−SKID INOP (CWP) light to be off.
Taxi
4.
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Turn the braking brake handle approximately 30 counter clockwise and
push down.
− Check PARK BRK ON (CWP) light to be off.
5.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Brake smoothly during initial taxiing to verify brake operation.
− Use the following braking technique when taxiing:
Light braking will often activate the brakes unevenly due to system tolerances. This may cause overheating of the most active brakes. To achieve a
more even loadsharing between the four brakes, it is advisable to let the aircraft accelerate to a speed slightly higher than desired and then momentarily
apply the brakes rather firmly with due regard to passenger comfort.
NOTE
Normally the taxi speed can easily be controlled by power modulation without
using brakes.
Approach
6.
Brake pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WITHIN
GREEN ARC
(Cont’d)
13.2
PAGE
Apr 01/15
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Aircraft Operations Manual
CONDITIONS
LANDING GEAR
Operation
NORMAL PROCEDURES
(Cont’d)
During landing rollout
7.
Depress brake pedals as required.
− For NORMAL braking, set brake pedals to obtain desired deceleration, taking runway length and surface conditions into consideration. Do not pump
brake pedals.
− For MAXIMUM braking, depress brake pedals fully and hold steady until
reaching 20 kt. Below 20 kt, modulate brake pressure to avoid locking
wheels.
Parking
8.
Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
− Set parking brakes by pulling brake handle while simultaneously depressing brake pedals.
− Lock the brake handle by turning it approximately 30 clockwise.
− Check amber PARK BRK ON (CWP) light to come on.
When chocks in place
9.
Parking brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
− Depress parking brake handle
− Check PARK BRK ON (CWP) light to be off.
13.2
PAGE
Apr 01/15
5
Aircraft Operations Manual
3.
LANDING GEAR
Operation
ABNORMAL OPERATION
For Abnormal Operation, see section 23 ABNORMAL PROCEDURES.
13.2
PAGE
Apr 01/15
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Aircraft Operations Manual
LIGHTING
CONTENTS
Exterior lighting
14/1.0.
14/1.1.
14/1.2.
Highlights
Description
Operation
− not applicable
− not applicable
Cockpit lighting
14/2.0.
14/2.1.
14/2.2.
Highlights
Description
Operation
− not applicable
− not applicable
Cabin lighting
14/3.0.
14/3.1.
14/3.2.
Highlights
Description
Operation
− not applicable
− not applicable
Cargo lighting
14/4.0.
14/4.1.
14/4.2.
Highlights
Description
Operation
− not applicable
− not applicable
For emergency lighting, see AOM 6/3.1
14
−CONTENTS
PAGE
Apr 01/15
1
Aircraft Operations Manual
LIGHTING
THIS PAGE INTENTIONALLY LEFT BLANK !
14
−CONTENTS
PAGE
Apr 01/15
2
Aircraft Operations Manual
1.
LIGHTING, EXTERIOR LIGHTING
Description
GENERAL
The exterior lighting consists of:
−
−
−
−
−
−
−
Landing light.
Taxi light.
Navigation lights.
Wing strobe lights.
Wind inspection lights.
Flashing beacon.
Fin logo lights (optional).
All external lights are controlled from the EXT
LIGHTS panel on the overhead panel.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Locations of the different lights, see Fig. 2.
14/1.1
A/C 160 − 200
PAGE
Apr 01/15
1
S1
Aircraft Operations Manual
3.
LIGHTING, EXTERIOR LIGHTING
Description
CONTROLS AND INDICATORS
A
NAV
BCN
Navigation light switch.
Flashing beacon switch.
A
LOGO (if installed)
EXT LIGHTS
BCN
STROBE
NAV
LOGO
ON
ON
ON
OFF
OFF
OFF
L LAND R
STROBE
WING
TAXI
ON
ON
ON
OFF
OFF
OFF
Fin logo light switch.
Wing strobe lights.
WING
Wing inspection light switch.
L and R
TAXI
Left and right landing light switch.
Taxi light switch.
A26672
Fig. 1
Exterior lighting − control switches
14/1.1
A/C 160 − 200
PAGE
Apr 01/15
2
S1
Aircraft Operations Manual
LIGHTING, EXTERIOR LIGHTING
Description
Navigation light
Strobe light
Wing inspection light
Logo light (if installed)
Landing lights
Taxi lights
Flashing beacon
Logo light (if installed)
Navigation light
Wing inspection light
Navigation light
Wing inspection light
Flashing beacon
A9874
Fig. 2
Exterior Lighting
A/C 160 − 200
14/1.1
PAGE 3
Apr 01/15
S1
Strobe light
Aircraft Operations Manual
LIGHTING, EXTERIOR LIGHTING
Description
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14/1.1
A/C 160 − 200
PAGE 4
Apr 01/15
S1
Aircraft Operations Manual
1.
LIGHTING, EXTERIOR LIGHTING
Description
GENERAL
The exterior lighting consists of:
−
−
−
−
−
−
−
Landing light.
Taxi light.
Navigation lights.
Wing strobe lights. (optional)
Wind inspection lights.
Flashing beacon.
Fin logo lights (optional).
All external lights are controlled from the EXT
LIGHTS panel on the overhead panel.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Locations of the different lights, see Fig. 2.
14/1.1
A/C 201 − up
PAGE
Apr 01/15
1
S2
Aircraft Operations Manual
3.
LIGHTING, EXTERIOR LIGHTING
Description
CONTROLS AND INDICATORS
A
NAV.
Navigation light switch.
A
BCN.
Flashing beacon switch.
LO − For use on ground.
HI − For use in the air only.
EXT LIGHTS
NAV
ON
OFF
BCN
HI
LO
OFF
STROBE
ON
OFF
L LAND R
TAXI
WING
ON
ON
ON
OFF
OFF
OFF
STROBE.
Wing strobe lights.
WING.
Wing inspection light switch.
L AND R.
Left and right landing light switches.
TAXI.
Taxi light switch.
C0731
Fig. 1
Exterior lighting − control switches
14/1.1
A/C 201 − up
PAGE
Apr 01/15
2
S2
Aircraft Operations Manual
LIGHTING, EXTERIOR LIGHTING
Description
Navigation light
Strobe light (if installed)
Wing inspection light
Logo light (if installed)
Landing lights
Taxi lights
Flashing beacon
Logo light (if installed)
Navigation light
Wing inspection light
Navigation light
Wing inspection light
A9873
Fig. 2
Flashing beacon
Exterior Lighting
14/1.1
A/C 201 − up
PAGE
Apr 01/15
3
S2
Strobe light (if installed)
Aircraft Operations Manual
LIGHTING, EXTERIOR LIGHTING
Description
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14/1.1
A/C 201 − up
PAGE
Apr 01/15
4
S2
Aircraft Operations Manual
4.
LIGHTING, EXTERIOR LIGHTING
Description
ELECTRICAL POWER SUPPLY
Landing light right . . . . . . . . . . . . . . . . . .
R MAIN BUS
M−24
EXT LIGHTS R LAND
Landing light left . . . . . . . . . . . . . . . . . . . .
L MAIN BUS
F−23
EXT LTS L LAND
Taxi light . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
F−22
EXT LTS TAXI
Navigation lights wing and tail . . . . . . .
R BAT BUS
M−20
EXT LIGHTS NAV WNG TAIL
Navigation lights wing and tail . . . . . . .
L MAIN BUS
F−21
EXT LTS NAV WNG TAIL
Wing strobe lights . . . . . . . . . . . . . . . . . .
R MAIN BUS
M−21
EXT LIGHTS STROBE
Wing inspection lights . . . . . . . . . . . . . . .
R MAIN BUS
M−23
EXT LIGHTS WING
Flashing beacons . . . . . . . . . . . . . . . . . .
L BAT BUS
F−20
EXT LTS BCN
R MAIN START BUS
M−22
EXT LIGHTS LOGO
Optional lights
Fin logo lights . . . . . . . . . . . . . . . . . . . . . .
14/1.1
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Apr 01/15
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Aircraft Operations Manual
LIGHTING, EXTERIOR LIGHTING
Description
THIS PAGE INTENTIONALLY LEFT BLANK !
14/1.1
PAGE
Apr 01/15
6
Aircraft Operations Manual
1.
GENERAL
The cockpit lighting consists of:
−
−
−
−
−
Dome lights.
Utility lights.
Map lighting.
Instrument panel flood lighting.
Instrument lighting.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Dome lighting
There are two dome lights. They are located one on
each side of the overhead panel. The dome lights
are controlled from the overhead panel by a DOME
light switch.
2.2
Reading lights
There are two reading lights installed on both sides
of the overhead panel. The light intensity can be
controlled by turning the lower ring on the light, the
light spot can also be zoomed by the upper ring.
2.3
Map lighting
A map light is installed on each control wheel map
holder. The light intensity is adjustable with a potentiometer on each light installation.
2.4
Instrument panel flood lighting
The instrument panel flood lighting is divided into
two parts. The left pilot has control of the left instrument panel and the center panel flood lighting while
the right pilot has control of the right instrument
panel.
With the L/R FLOOD light switch in BRT, both two
fluorescent tubes over each panel illuminates. With
LIGHTING, COCKPIT LIGHTING
Description
the switch in DIM position, one tube over each panel is illuminated and the intensity is controlled by the
L/R and R FLOOD potentiometer.
2.5
Instrument lighting
Each pilot has an INST light potentiometer for controlling the light intensity in his own instruments.
The CTR PNLS potentiometer on the overhead
panel controls the light intensity in the instruments
on the overhead panel, center panel and pedestal.
Since the overhead panel and pedestal have no
flood lights, these panels have integral panel lighting which means that the text and the markings on
the panels illuminates. This lighting is controlled by
the PANEL potentiometer on the overhead panel.
The intensity of the digit lights in the push−buttons
on the MSP are controlled by the DIGITS potentiometer on the overhead panel.
Intensity control of the annunciator lights is performed by the ANNUN switch on the overhead panel. In BRIGHT position the annunciator lights illuminate bright while in DIM position they illuminate
dim. See 19/1.1 WARNINGS AND CAUTIONS.
In case of a failure of the normal instrument lighting
power source, the emergency power supply unit,
described in section 5.1 ELECTRICAL will automatically take over the lighting in the following instruments:
−
−
−
−
−
−
Standby attitude indicator.
Standby airspeed indicator.
Standby altimeter.
Standby compass.
Standby VOR/ILS indicator.
Cabin pressure indicator.
14/2.1
PAGE
Jun 30/15
1
Aircraft Operations Manual
3.
LIGHTING, COCKPIT LIGHTING
Description
CONTROLS AND INDICATORS
B
A
A MAP LIGHT
B READING LIGHT
Zoom control.
Intensity potentiometer.
Extendable map supporter.
On/off switch and dim control.
Light outlet and map clamp.
THE MAP HOLDER IS ADJUSTABLE IN PITCH.
C0737
Fig. 1
Map and reading light
14/2.1
PAGE
Jun 30/15
2
Aircraft Operations Manual
LIGHTING, COCKPIT LIGHTING
Description
A
DOME LIGHT
OVERHEAD PANEL
DOME LIGHT
FLIGHT RECORDER
PANEL
A INTERNAL LIGHT
PANEL light potentiometer.
Controls the brightness of
the markings on the panels
as the figure shows (right).
HYDRAULIC PANEL
CTOT PANEL
TRIM PANEL
ANNUN BRIGHT/DIM switch.
See AOM 1.19/1 WARNINGS AND CAUTIONS.
C0762
Fig. 2
DOME light switch.
Controls the two dome lights on both sides of
the overhead panel, see figure (above right).
The lights can be switched on regardless of
BAT or EXT PWR is on or off.
Illuminating panel − markings and dome light
14/2.1
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LIGHTING, COCKPIT LIGHTING
Description
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Aircraft Operations Manual
C
LIGHTING, COCKPIT LIGHTING
Description
D
A
FUEL BAT TEMP
INDICATOR
DC AMP/VOLT
INDICATOR
CABIN TEMP
INDICATOR
FLOOD light switch.
Controls the repective panel flood light.
BRT
Both flourescent tubes in each unit
illuminate bright.
DIM
One fluorescent tube in each unit
illuminates dim. The intensity is
controlled by the FLOOD L/C and
R PNL potentiometers.
OFF
Light is off.
B
FLOOD potentiometer.
L/C PNL − Left and Center Panel.
R PNL − Right Panel.
B
A
C
D
DIGITS potentiometer.
Controls the brightness of the button indicator
lights in the MPS. (If COLLINS PRO LINE I avonics is installed, it also control the brightness of
those displays).
L or R INST potentiometer.
Controls the light intensity in the instruments on the left and right instrument
panel respectively.
A26679
Fig. 3
Instrument panel and flood lighting
14/2.1
PAGE 5
Jun 30/15
CTR PNLS potentiometer.
Controls the light intesity in the instruments
on the overhead panel, center instrument
panel and pedestal. It also controls the
brightness of the cabin interphone buttons
(including the cabine attendants interphone).
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Description
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Aircraft Operations Manual
4.
LIGHTING, COCKPIT LIGHTING
Description
ELECTRICAL POWER SUPPLY
Dome lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L HOT BAT BUS
E−26
DOME SPOT
Reading light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L BAT BUS
E−27
READING LIGHT
Map lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
L−22
IAL
Flood lighting left and center . . . . . . . . . . . . . . . . .
L BAT BUS
E−23
FLOOD BRT
Flood lighting left and center . . . . . . . . . . . . . . . . .
L BAT BUS
E−22
FLOOD VAR
Flood lighting right . . . . . . . . . . . . . . . . . . . . . . . . . .
R BAT BUS
L−21
FLOOD
Instrument lighting left . . . . . . . . . . . . . . . . . . . . . . .
L MAIN START BUS
E−21
L INST
Instrument lighting center . . . . . . . . . . . . . . . . . . . .
L MAIN START BUS
E−20
C INST
Instrument lighting right . . . . . . . . . . . . . . . . . . . . .
R MAIN START BUS
L−20
R INST
Integral lighting aft pedestal . . . . . . . . . . . . . . . . . .
L INV BUS 115VAC
E−24
AFT PED
Integral lighting overhead
and fwd pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . .
L INV BUS 115VAC
E−25
OVHEAD FWD PED
5 VDC from
EMER BUS
G−8
EMER INST LT
Instrument emergency lighting . . . . . . . . . . . . . . .
14/2.1
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LIGHTING, COCKPIT LIGHTING
Description
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Aircraft Operations Manual
1.
GENERAL
The cabin lighting consists of the following:
−
−
−
−
−
−
Overhead and window lighting.
Reading lights.
Service area lighting.
Entrance lighting.
Lavatory lighting.
Cabin signs.
All cabin lights are controlled from the Cabin Attendant panel adjacent to the main door aft frame.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Overhead and window lighting
Overhead and window lighting is of the fluorescent
tube type. The tubes are evenly distributed
throughout the cabin and powered from twenty
inverters. The output from the inverters furnishes
power to the fluorescent tubes so that one inverter
supplies two tubes each. The Cabin Lighting panel
contains the two control switches which are marked
OVERHEAD and WINDOW.
2.2
Reading lights
The passenger reading light system provides
individual lighting at each passenger seat. The
LIGHTING, CABIN LIGHTING
Description
lights are contained in the passenger service units
along with push on/push off type switches.
2.3
Service area lighting
The service area between the cockpit and the main
door has its own general lighting which is controlled
by the S. AREA light switch. The switch has two
positions, BRIGHT and DIM.
2.4
Entrance lighting
A light is provided in the entrance area and the
doorway. The control switch also contains a timer
circuitry powered from hot bat bus, that will provide
5 minutes of light when leaving or entering the
aircraft in darkness.
2.5
Lavatory lighting
The lavatory is provided with an entry light
controlled by the TOILET switch, the main light
automatically comes on when the lavatory door is
closed, controlled by a switch in the locking mechanism.
2.6
Cabin signs
The no smoking/fasten seat belt signs in the cabin
and the return to seat sign in the lavatory are
installed for passenger flight information.
14/3.1
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Aircraft Operations Manual
3.
LIGHTING, CABIN LIGHTING
Description
CONTROLS AND INDICATORS
A CABIN LIGHTING PANEL
CALL.
CALL
CABIN
Passenger call indicator.
OVERHEAD switch.
LAVATORY
WINDOW switch.
Cabin overhead lights.
WINDOW AND OVERHEAD
Cabin window lights.
WINDOW
ON
OVERHEAD
ON
OFF
OFF
LAVATORY switch and
indicator
LAVATORY LIGHTS
LAVATORY
ON
Controls the lavatory entry light. The main light is
controlled by the lavatory
door locking mechanism.
OFF
S. AREA.
SERVICE AREA AND ENTRANCE
Controls switch and provides the service area
light with bright and dim.
S. AREA
BRIGHT
DIM
ENTRANCE
5. MIN CYCLE
ENTRANCE.
ON
OFF
OFF
EMERGENCY LIGHTS
EMERGENCY LIGHTS
button light.
ARM
ON
See AOM 6/3.1.
PUSH
ON
Controls the light in the
entrance area. With EXT
PWR and BAT switches
in OFF, setting the switch
to 5 MIN CYCLE position,
will turn ON the entrance
light for 5 minutes.
A10153
Fig. 1
Cabin light panel − controls
14/3.1
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2
S
Aircraft Operations Manual
1.
GENERAL
The cabin lighting consists of the following:
−
−
−
−
−
−
−
Overhead and window lighting.
Reading lights.
Service area lighting.
Entrance lighting.
Airstairs lighting.
Lavatory lighting.
Cabin signs.
LIGHTING, CABIN LIGHTING
Description
2.3
Service area lighting
The service area between the cockpit and the main
door has its own general lighting which is controlled
by the S. AREA light switch. The switch has two
positions, BRIGHT and DIM.
2.4
Entrance lighting
All cabin lights are controlled from the Cabin Attendant panel adjacent to the main door aft frame.
A light is provided in the entrance area and the
doorway. The control switch also contains a timer
circuitry powered from hot bat bus, that will provide
5 minutes of light when leaving or entering the
aircraft in darkness.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.5
2.1
Overhead and window lighting
A light located behind the lens, covering the left
landing light will illuminate the lower half of the
airstairs when switched ON.
Overhead and window lighting is of the fluorescent
tube type. The tubes are evenly distributed
throughout the cabin and powered from twenty
inverters. The output from the inverters furnishes
power to the fluorescent tubes so that one inverter
supplies two tubes each. The Cabin Lighting panel
contains the two control switches which are marked
OVERHEAD and WINDOW.
2.2
Reading lights
The passenger reading light system provides
individual lighting at each passenger seat. The
lights are contained in the passenger service units
along with push on/push off type switches.
2.6
Airstairs lighting
Lavatory lighting
The lavatory is provided with an entry light
controlled by the TOILET switch, the main light
automatically comes on when the lavatory door is
closed, controlled by a switch in the locking mechanism.
2.7
Cabin signs
The no smoking/fasten seat belt signs in the cabin
and the return to seat sign in the lavatory are
installed for passenger flight information.
14/3.1
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O
Aircraft Operations Manual
3.
LIGHTING, CABIN LIGHTING
Description
CONTROLS AND INDICATORS
A CABIN LIGHTING PANEL
CALL.
CALL
CABIN
Passenger call indicator.
OVERHEAD switch.
LAVATORY
WINDOW switch.
Cabin overhead lights.
WINDOW AND OVERHEAD
Cabin window lights.
WINDOW
ON
OVERHEAD
ON
OFF
AIRSTAIRS switch and
Indicator.
OFF
AIRSTAIRS ANDLAVATORY LIGHTS
LAVATORY
ON
AIRSTAIRS
ON
Controls switch and
provides the service area
light with bright and dim.
SERVICE AREA AND ENTRANCE
Controls switch and
provides the service area
light with bright and dim.
S. AREA
BRIGHT
DIM
ENTRANCE
5. MIN CYCLE
ENTRANCE.
ON
OFF
OFF
EMERGENCY LIGHTS
EMERGENCY LIGHTS
button light.
ARM
ON
See AOM 6/3.1.
A10153
Controls the lavatory entry
light. The main light is
controlled by the lavatory
door locking mechanism.
OFF
OFF
S. AREA.
LAVATORY switch and
indicator.
PUSH
ON
Controls the light in the
entrance area. With EXT
PWR and BAT switches
in OFF, setting the switch
to 5 MIN CYCLE position,
will turn ON the entrance
light for 5 minutes.
(AOM0086+0065)
Fig. 1
Cabin light panel − controls
14/3.1
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2
O
Aircraft Operations Manual
1.
GENERAL
The cabin lighting consists of the following:
−
−
−
−
−
−
Overhead and window lighting.
Reading lights.
Service area lighting.
Entrance lighting.
Lavatory lighting.
Cabin signs.
All cabin lights are controlled from the Cabin Attendant panel adjacent to the main door aft frame.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
F/A call button lights
Each F/A call button in the PSU has a light that
comes on when the button is pushed. On the F/A
panel, the F/A can see if the call comes from the
cabin or from the lavatory.
2.2
Overhead and window lighting
Overhead and window lighting is of the fluorescent
tube type. The tubes are evenly distributed
throughout the cabin and powered from twenty
inverters. The output from the inverters furnishes
power to the fluorescent tubes so that one inverter
LIGHTING, CABIN LIGHTING
Description
supplies two tubes each. The Cabin Lighting panel
contains the two control switches which are marked
OVERHEAD and WINDOW.
2.3
Reading lights
The passenger reading light system provides
individual lighting at each passenger seat. The
lights are contained in the passenger service units
along with push on/push off type switches.
2.4
Service area lighting
The service area between the cockpit and the main
door has its own general lighting which is controlled
by the S. AREA light switch.
2.5
Entrance and airstairs lighting
A light is provided in the entrance area and the
doorway. The control switch also contains a timer
circuitry powered from hot bat bus, that will provide
5 minutes of light when leaving or entering the
aircraft in darkness.
2.6
Cabin signs
The no smoking/fasten seat belt signs in the cabin
and the return to seat sign in the lavatory are
installed for passenger flight information.
14/3.1
Applicable to A/C with GEN. III interior
PAGE
Apr 01/15
1
S1
Aircraft Operations Manual
3.
LIGHTING, CABIN LIGHTING
Description
CONTROLS AND INDICATORS
A CABIN LIGHTING PANEL
CALL.
Passenger call indicator.
OVERHEAD switch.
Cabin overhead lights.
WINDOW switch.
Cabin window lights.
ANC pushbutton.
Normal pushed in position
gives automatic Active
Noise Control.
OFF
FAULT
S. AREA.
Controls switch and
provides the service area
light.
ENTRANCE.
Controls the light in the
entrance and airstairs
area.
EMERGENCY LIGHTS
button light.
See AOM 6/3.1.
ARM
ON
A10153
Fig. 1
Cabin light panel − controls
14/3.1
Applicable to A/C with GEN. III interior
PAGE
Apr 01/15
2
S1
Aircraft Operations Manual
LIGHTING, CABIN LIGHTING
Description
Reading light button.
Cabin attendant call button.
A10152
Fig. 2
Passenger service units
14/3.1
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Aircraft Operations Manual
LIGHTING, CABIN LIGHTING
Description
A
A CABIN SIGN PANEL
CABIN SIGNS
SEAT
BELT
NO
SMOKING
ON
EMER
CALL
OFF
SEAT BELT and NO SMOKING (CKPT STERILE if Mod No 2070 installed) switches.
Controls the cabin and lavatory signs. HI chime
tone is given in the cabin whenever cabin signs
are switched OFF/ON or ON/OFF.
CABIN SIGNS
NOTE
The no smoking sign will illuminate constantly if
Mod No 2070 installed.
A10151
LAVATORY SIGNS
Fig. 3
Cabin signs
14/3.1
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Apr 01/15
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Aircraft Operations Manual
4.
LIGHTING, CABIN LIGHTING
Description
ELECTRICAL POWER SUPPLY
Cabin lighting overhead . . . . . . . . . . . . . . . . . L BAT BUS
F−25
CABIN GENERAL
Cabin lighting window . . . . . . . . . . . . . . . . . . . L MAIN BUS
F−24
CABIN WINDOW
Cabin lighting window . . . . . . . . . . . . . . . . . . . R MAIN BUS
L−24
CABIN WINDOW
Reading lights left . . . . . . . . . . . . . . . . . . . . . . UTILITY BUS
L−25
CABIN READ L
Reading lights center . . . . . . . . . . . . . . . . . . . UTILITY BUS
L−26
CABIN READ C
Reading lights right . . . . . . . . . . . . . . . . . . . . . UTILITY BUS
L−27
CABIN READ R
Lavatory entry lights . . . . . . . . . . . . . . . . . . . . UTILITY BUS
L−27
CABIN READ R
Lavatory main light . . . . . . . . . . . . . . . . . . . . . R ESS BUS
M−27
TOILET & LIGHT
Cabin signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . R BAT BUS
L−23
CABIN SIGNS
Entrance light . . . . . . . . . . . . . . . . . . . . . . . . . L MAIN BUS
F−26
ENTR & CARGO MAIN B
Entrance light . . . . . . . . . . . . . . . . . . . . . . . . . L HOT BAT BUS
F−27
ENTR & CARGO BAT B
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LIGHTING, CABIN LIGHTING
Description
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1.
LIGHTING, CARGO LIGHTING
Description
GENERAL
Not applicable.
2.
MAIN COMPONENTS AND SUBSYSTEMS
Not applicable.
3.
CONTROLS
A
A
A CARGO LIGHT SWITCH
CARGO LT
OFF
ON
Cargo LT.
Controls the lights in the cargo compartment.
With EXT PWR BAT switches in off, setting
the switch to ON 5 MIN position will turn on
the cargo lights for 5 minutes then off.
ON 5 MIN
A26680
Fig. 1
Cargo compartment light switch
14/4.1
PAGE
Apr 01/15
1
Aircraft Operations Manual
4.
LIGHTING, CARGO LIGHTING
Description
ELECTRICAL POWER SUPPLY
Cargo lights . . . . . . . . . . . . . . . . . . . L MAIN BUS
F−26
ENTR & CARGO MAIN B
Cargo lights . . . . . . . . . . . . . . . . . . . L HOT BAT BUS
F−27
ENTR & CARGO BAT B
14/4.1
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Aircraft Operations Manual
NAVIGATION
CONTENTS
EFIS with MFD
15/1.0
15/1.1
15/1.2
Highlights
Description
Operation
ADF
15/2.0
15/2.1
15/2.2
Highlights
Description
Operation
VOR/ILS/MARKER
15/3.0
15/3.1
15/3.2
Highlights
Description
Operation
− not applicable
Highlights
Description
Operation
− not applicable
DME
15/4.0
15/4.1
15/4.2
Weather Radar
15/5.0
15/5.1
15/5.2
Highlights
Description
Operation
− not applicable
ATC Transponder
15/6.0
15/6.1
15/6.2
Highlights
Description
Operation
− not applicable
Radio Altimeter
15/7.0
15/7.1
15/7.2
Highlights
Description
Operation
Attitude Heading System
15/8.0
15/8.1
15/8.2
Highlights
Description
Operation
− not applicable
Area Nav System (OPTION)
15/9.0
15/9.1
15/9.2
Highlights
Description
Operation
− not applicable
15
−CONTENTS
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Apr 01/15
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Aircraft Operations Manual
NAVIGATION
ABBREVIATIONS
ADC
ADF
ADI
ADS
AHC
AHRS
AIL
ANG
ANT
AP
APA
APP
APPR
ATC
ATT
B/C
BFO
BRG
CDU
CHAN
CHP
CLR
CRS
CRT
CRU
CVR
CW
CWP
D
DCP
DEV
DFDR
DH
DME
DPU
DR
DTA
EADI
EFIS
EHSI
EL
EMG
ET
Air Data Computer
Automatic Direction Finder
Attitude Director Indicator
Air Data System
Attitude Heading Computer
Attitude Heading Reference System
Aileron
Angular
Antenna
AutoPilot
Altitude Preselect/Alerter
Autopilot Panel
Approach
Air Traffic Control
Attitude
Back Course
Beat Frequency Oscillator
Bearing
Control Display Unit
Channel
Course Heading Panel
Clear
Course
Cathode Ray Tubes
Computer Receiver Unit
Cockpit Voice Recorder
Continuous Wave
Central Warning Panel
Distance
Display Control Panel
Deviation
Digital Flight Data Recorder
Decision Height
Distance Measuring Equipment
Display Processor Unit
Dead Reckoning
Data
Electronic Attitude Director Indicator
Electronic Flight Instrument System
Electronic Horizontal Situation Indic.
Elevator
Emergency
Elapsed Time
FCC
FD
FD/AP
FDAU
FDEP
FGAS
FL
FMS
FPL
FRQ
GA
GMT
GPWS
GS
GSP
HDG
HSI
IAS
ILS
INT
LRN
LOC
M
MEM
MFD
MM
MPU
MSG
NAV
NORM
OBS
OM
PAC
PGE
PWR
RA
RA TST
RCL
RDR
REU
RMI
RMT
RNAV
Flight Control Computer
Flight Director
Flight Director/Autopilot
Flight Data Acquisition Unit
Flight Data Entry Panel
Flight Guidance & Autopilot System
Flight Level
Flight Management System
Flight Plan
Frequency
Go Around
Greenwich Mean Time
Ground Proximity Warning System
GlideSlope
Ground Speed
Heading
Horizontal Situation Indicator
Indicated Airspeed
Instrument Landing System
Intensity
Long Range Navigation
Localizer
Inner Marker
Memory
Multifunction Display
Middle Marker
Multifunction Processor Unit
Message
Navigation
Normal
Omni Bearing Selector
Outer Marker
Path Attenuation Correction
Page
Power
Radio Altimeter
Radio Altimeter Test
Recall
Radar
Remote Electronic Unit
Radio Magnetic Indicator
Remote
Area Nav System
15
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Apr 01/15
2
Aircraft Operations Manual
NAVIGATION
ABBREVIATIONS (cont’d)
RR
RTU
RUD
SAT
SKP
SNS
SPD
STB
STC
STIM
TAS
TGT
TK
TTG
VLF
VNAV
VNI
VOR
VS
WPT
WRN
WX
WXP
XATT
XDTA
XFR
XHDG
XSIDE
XTRACK
YD
Radar Mode
Radio Tune Unit
Rudder
Static Air Temperature
Skip
Sensor
Speed
Stabilization
Sensitivity Time Control
Stimulus test mode
True Airspeed
Target
Track
Time To Go
Very Low Frequency
Vertical Navigation
Vertical Navigation Indicator
Very High Frequency Omnidirectional
Radio Range
Vertical Speed
Waypoint
Warning
Weather Radar
Weather Radar Panel
Crosside Attitude
Crosside Data
Transfer
Crosside Heading
Crosside
Cross Track
Yaw Damper
15
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NAVIGATION
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Aircraft Operations Manual
0.
NAVIGATION, EFIS
Highlights
MODIFICATION STANDARD
The system in this chapter assumes a certain modification standard of the aircraft. If a modification is
not installed, the following apply as a complement
to what is stated in this chapter.
DESCRIPTION/OPERATION
0.1
EFIS update
Without Mod No. 1989 (EFIS update) embodied,
− The Flight Director comparator caution will not
come on if comparator error detected.
− The following EHSI flags will show red dashes in
case of system failure instead of blanks:
SAT
TAS
TTG
GSP
D
15/1.0
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NAVIGATION, EFIS
Highlights
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1.
NAVIGATION, EFIS
Description
puter, the Display Processor Unit (DPU) which executes the orders by generating the necessary
signals to display the required information.
GENERAL
The Electronic Flight Instrument System, EFIS, is
as the name implies a system that uses cathode
ray tubes (CRT) for displaying such flight and navigation data normally found on the Attitude Director
Indicator, ADI, and the Horizontal Situation Indicator, HSI. Consequently, the corresponding electronic display tubes are called EADI (E=Electronic) and
EHSI.
There are two such systems installed and they are
interconnected with a crosstalk channel in order to
provide transfer of data from one side to the other
in case of one side data failure (XSIDE DATA).
Each DPU can also take over the display of the opposite side if the opposite side DPU fails (DRIVE
XFR).
Type of display information is selected via the Display Control Panel (DCP). The DCP controls a comL EADI
L EFIS
Switches
R EFIS
Switches
Crosstalk
L DPU
Data
R EADI
R DPU
Data
Aircraft Aircraft
systems systems
1*
2*
L EHSI
Weather
Radar
L DCP
CHP
Fig. 1
R DCP
R EHSI
* See 2.1 on page 2
EFIS − Schematic
15/1.1
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Aircraft Operations Manual
NAVIGATION, EFIS WITH MFD
Description
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.3
2.1
Display Processor Unit, DPU
The two panels, one for each side are used to select and control the information displayed on the
EADI and EHSI.
The DPU receives data from the digital data busses
as well as from the analogue data busses. It selects
data required for the displays and transfers them to
an output circuitry that generates right type of alphanumerical text, symbols and color combination
needed for the display.
The following systems interface with the DPU by
digital/analogue busses for display of their information.
− Radio altimeter . . . . Radio height, DH
− Air data computer . . Airspeed, altitude, TAS,
SAT
− VOR/ILS/MB . . . . . . VOR/LOC/GS deviations
VOR course. Marker
Beacon
− DME . . . . . . . . . . . . . Distance, Ground
Speed, Time To Go
− ADF . . . . . . . . . . . . . . ADF bearings
− AHRS . . . . . . . . . . . . Pitch− and roll attitudes,
magnetic heading
− FD/AP . . . . . . . . . . . . Mode annunciation, FD
command bar
− Weather radar . . . . . Radar display
− RNAV1) . . . . . . . . . . . Distance, Ground speed,
Time To Go and Lateral
deviation
− VNAV 1) . . . . . . . . . . . Vertical deviation.
1)
2.2
OPTION
Flight displays, EADI, EHSI
The Flight display instruments are cathode ray
tubes (CRT). They have three electronic guns, one
for each basic color, red−blue−green, which, when
combined, give the desired color and display symbols.
2.4
Display Control Panel, DCP
Course Heading Panel, CHP
The Course Heading Panel is used to select desired
heading and also to set selected course (CRS 1
and CRS 2), displayed on EHSI.
2.5
EFIS switches
There are two EFIS switches on each EFIS panel
(Overhead panel). These switches are used in case
of system failure. The displayed information on the
EADI and EHSI can be switched to one of either
(EADI or EHSI) as composite mode information if
any EADI/EASI should fail (ADI REV/HSI REV).
They can also transfer opposite side data to onside
if onside data should fail (XSIDE DATA). If the drive
signals (DPU) for the EADI/EHSI fails on one side,
the opposite side DPU can provide drive signals
(DRIVE XFR) for the failed side. The left side
switches are used to preserve displays on left side
EADI/EHSI and vice versa.
NOTE
Comparator caution is inhibited when DRIVE
XFR is selected. Pitch, roll and heading
comparator caution is inhibited when XSIDE
DATA is selected.
2.6
Nav source selection pushbuttons
Two pushbuttons, NAV S L and NAV S R, are located on the glareshield panel. They are used to
select left or right nav source for the FD/AP, displayed on EADI (FD command bar and modes).
2.7
EFIS test panel
Two switches (EFIS 1 and 2) located on the overhead panel (TEST 2 panel) are used to test various
functions on EFIS.
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Aircraft Operations Manual
3.
NAVIGATION, EFIS
Description
CONTROLS AND INDICATORS
B
B
A DRIVE TRANSFER LIGHT
DRIVE
XFR
DRIVE XFR light (amber).
A
A
Comes on when EFIS switch on associated side
is in DRIVE XFR position.
B EFIS SWITCHES
WIPER
OFF
PARK
EFIS
LOW
H
I
G
H
DRIVE XFR
N
O
R
M
DRVE XFR/NORM/XSIDE DATA switch.
DRIVE XFR
− Used if the video signals from
own DPU fails (EADI and EHSI
goes blank). Video signals are
then provided from opposite
DPU so pictures on both sides
EADI and EHSI will be the same.
− DRIVE XFR light on associated
side comes on.
− DCP inoperative on failed side
except for brightness control.
NORM
− Normal operation.
XSIDE DATA
ADI REV
N
O
R
M
HSI REV
ADI REV/NORM/HSI REV switch.
ADI REV − Used if the EHSI has failed.
−The EHSI display is then
transferred to the EADI and
changed to composite format.
NORM
−Normal operation.
HSI REV − Used if the EADI has failed.
−The EADI display is then
transferred to the EHSI and
changed to composite format.
Set switch towards operating display.
XSIDE DATA − Used if attitude and/or heading
data fails.
− Data from opposite side are
then displayed.
− Both sides EADI and EHSI
will thus be supplied with
the same attitude and heading
information.
− Switched side will display XATT
and XHDG in yellow on EFIS.
− DCP functions as normal.
NOTE
If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take 10−15
s before full information is displayed.
A27880
Fig. 2
EFIS switches (left side shown) − controls and lights
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NAVIGATION, EFIS
Description
A
B
C
A NAV SOURC SELECTION PUSHBUTTONS
C COURSE HEADING PANEL
CRS 1
NAV S
NAV S
L
R
HDG
CRS 2
NAV SOURCE SELECTOR Pushbuttons.
−The NAV S Left respective Right pushbuttons
are used to couple left or right navigation
source to the FD/AP.
−Pushbutton illuminates in green when selected.
Course selector.
Selected course indicated on EHSI.
B
AVIONICS caution light.
Comes on flashing when EFIS comparator caution is triggered or when either EFIS test switch
is actuated. Reverts to steady when MASTER
CAUTION is reset.
CENTRAL WARNING PANEL
L FIRE
DET FAIL
ICE
PROT
PARK
BRK ON
A−SKID
INOP
L STALL
FAIL
FUEL
ELEC
ENGINE
FLAPS
EMER LTS
UNARMED
AVIONICS
AVIONICS
VENT
GUST
PUSHER
LOCK
SYSTEM
HYDR
R FIRE
DET FAIL
AIRCOND
OXYGEN
DOORS
R STALL
FAIL
Goes out when difference between the systems is reduced to be within limit.
NOTE: All comparator cautions are inhibited
when either EFIS switch is in DRIVE
XFR position. Pitch, Roll and Heading
comparator caution is inhibited when
either EFIS switch is in XSIDE DATA.
A27883
Fig. 3
NAV source pushbuttons, Central Warning Panel and CHP − lights and controls
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NAVIGATION, EFIS
Description
DRIVE
XFR
DRIVE
XFR
L
N
O
R
M
R
DRIVE XFR
DRIVE XFR
XSIDE DATA
L
EADI
N
O
R
M
XSIDE DATA
L/R DATA BUS
R
EADI
2
L DPU
R DPU
L
N
O
R
M
ADI REV
D
I
S
P
L
A
Y
HSI REV
C
O
N
T
R
O
L
L
E
R
D
I
S
P
L
A
Y
D
R
I
V
E
R
D
R
I
V
E
R
1
L
DCP
C
O
N
T
R
O
L
L
E
R
R
ADI REV
D
I
S
P
L
A
Y
HSI REV
1
L DATA
L
EHSI
D
I
S
P
L
A
Y
R DATA
L
AHC
R
AHC
R
DCP
R
EHSI
1
DATA: Airspeed, FD/AP, Navigation, Radar, Radio alt.
2
L/R DATA BUS: Communication between LH and RH side
with FD/AP, Navigation and system data.
NOTE: Switches and relays in NORM position.
D0698
Fig. 4
EFIS switches − schematic
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R
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
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1.
NAVIGATION, EFIS WITH MFD
Description
puter, the Display Processor Unit (DPU) which executes the order by generating the necessary signals
to display the required information.
GENERAL
The Electronic Flight Instrument System, EFIS, is
as the name implies a system that uses cathode
ray tubes (CRT) for displaying such flight and navigation data normally found on the Attitude Director
Indicator (ADI) and the Horizontal Situation Indicator (HSI). Consequently, the corresponding electronic display tubes are called EADI (E=Electronic)
and EHSI.
There are two such systems installed and they are
interconnected with a third similar system consisting
of the Multifunction Display unit (MFD) with its own
Multifunction Processor Unit (MPU). The MFD/MPU
has crosstalk channels with both DPU and can
serve as a standby for a failing DPU (DRIVE XFR).
The system interconnect also provides transfer of
data from one side to the other in case of one side
data failure (XSIDE DATA).
Type of display information is selected via the Display Control Panel (DCP). The DCP controls a comL EADI
L EHSI
L EFIS
Switches
DPU 1
MPU
MFD
MPU
R EFIS
Switches
MPU
DPU 2
R EADI
R EHSI
Crosstalk
L DPU
Data
MPU
Aircraft *
systems 1
Data
R DPU
Aircraft *
systems 2
Weather
Radar
L DCP
Fig. 1
CHP
R DCP
EFIS with Multifunction Display, MFD − schematic
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Aircraft Operations Manual
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Display Processor Unit, DPU
The DPU receives data from the digital data busses
as well as from the analogue data busses. It selects
data required for the displays and transfers them to
an output circuitry that generates right type of alphanumerical text, symbols and color combinations
needed for the selected displays.
The following systems interface with the DPU by
digital/analogue busses for display of their information.
− Radio altimeter . . . . Radio height, DH.
− Air data computer . . Airspeed, altitude, TAS,
SAT
− VOR/ILS/MB . . . . . . VOR/LOC/GS deviations VOR course.
Marker Beacon
− DME . . . . . . . . . . . . . Distance, Ground
Speed, Time To Go
− ADF . . . . . . . . . . . . . . ADF bearings
− AHRS . . . . . . . . . . . . Pitch− and roll attitudes,
magnetic heading
− FD/AP . . . . . . . . . . . . Mode annunciation, FD
command bar
− Weather radar . . . . . Radar display.
− RNAV 1) . . . . . . . . . . Distance, Ground
speed, Time To Go and
Lateral deviation
− VNAV 1) . . . . . . . . . . . Vertical deviation.
1)
2.2
If installed.
Flight displays, EADI, EHSI
The Flight display instruments are cathode ray
tubes (CRT). They have three electronic guns, one
for each basic color, red−blue−green, which, when
combined, give the desired color and display symbols.
2.3
Multifunction Processor Unit, MPU
The MPU functions in the same way as the DPU
described above and normally it furnishes only the
NAVIGATION, EFIS WITH MFD
Description
Multifunction Display unit (MFD) with display data
but can also be used as a spare for any DPU. In
such a case it is switched in by the EFIS switches
(DRIVE XFR).
2.4
Multifunction Display unit, MFD
The technique to produce the picture is the same as
for the EADI/EHSI. However, this display unit is provided with several switches and pushbuttons for
control and selection of displayed information.
2.5
Display Control Panel, DCP
The two panels, one for each side are used to select and control the information displayed on the
EADI and EHSI.
2.6
Course Heading Panel, CHP
The Course Heading Panel is used to select desired
heading and also to set selected course (CRS 1
and CRS 2), displayed on EHSI.
2.7
EFIS switches
There are two EFIS switches on each EFIS panel
(Overhead panel). These switches are used in case
of system failure. The displayed information on the
EADI and EHSI can be switched to one of either
(EADI or EHSI) as composite mode information if
any EADI/EASI should fail (ADI REV/HSI REV).
They can also transfer opposite side data to onside
if onside data should fail (XSIDE DATA). If the drive
signals (DPU) for the EADI/EHSI fails on any side,
the MPU can provide drive signals (DRIVE XFR).
The left side switches are used to preserve displays
on left side EADI/EHSI and vice versa.
2.8
Nav source selection pushbuttons
Two pushbuttons, NAV S L and NAV S R, are located on the glareshield panel. They are used to
select left or right nav source for the FD/AP, displayed on EADI (FD command bar and modes).
2.9
EFIS test panel
Two switches (EFIS 1 and 2) located on the overhead panel are used to test various functions on
EFIS.
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3.
NAVIGATION, EFIS WITH MFD
Description
CONTROLS AND INDICATORS
B
B
A DRIVE TRANSFER LIGHT
DRIVE
XFR
DRIVE XFR light (amber).
A
A
Comes on when EFIS switch on associated side
is in DRIVE XFR position.
B EFIS SWITCHES
WIPER
OFF
PARK
EFIS
LOW
H
I
G
H
DRIVE XFR
N
O
R
M
DRVE XFR/NORM/XSIDE DATA switch.
DRIVE XFR
− Used if the video signals from
own DPU fails (EADI and EHSI
goes blank). Video signals are
then provided from the MFD,
EADI pictures on both MFD and
EHSI will be the same.
− DRIVE XFR light on associated
side comes on.
− DCP functions as normal
NORM
− Normal operation.
XSIDE DATA
ADI REV
N
O
R
M
HSI REV
ADI REV/NORM/HSI REV switch.
ADI REV −Used if the EHSI has failed.
−The EHSI display is then
transferred to the EADI and
changed to composite format.
NORM
−Normal operation.
HSI REV −Used if the EADI has failed.
−The EADI display is then
transferred to the EHSI and
changed to composite format.
Set switch towards operating display.
XSIDE DATA − Used if attitude and/or heading
data fails.
− Data from opposite side are
then displayed.
− Both sides EADI, EHSI and
MFD will thus be supplied with
the same attitude and heading
information.
− Switched side will display XATT
and XHDG in yellow on the
EADI/EHSI.
− DCP functions as normal.
NOTE
If switching directly from DRIVE XFR to
XSIDE DATA, initialization will take10−15 s
before full information is displayed.
A27886
Fig. 2
EFIS switches (left side shown) − controls and lights
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NAVIGATION, EFIS WITH MFD
Description
A
B
C
A NAV SOURC SELECTION PUSHBUTTONS
C COURSE HEADING PANEL
CRS 1
NAV S
NAV S
L
R
NAV SOURCE SELECTOR Pushbuttons.
−The NAV S Left respective Right pushbuttons
are used to couple left or right navigation
source to the FD/AP.
−Pushbutton illuminates in green when selected.
B
CENTRAL WARNING PANEL
L FIRE
DET FAIL
ICE
PROT
PARK
BRK ON
A−SKID
INOP
L STALL
FAIL
FUEL
ELEC
ENGINE
FLAPS
EMER LTS
UNARMED
AVIONICS
AVIONICS
VENT
GUST
PUSHER
LOCK
SYSTEM
HYDR
R FIRE
DET FAIL
AIRCOND
OXYGEN
DOORS
R STALL
FAIL
HDG
CRS 2
Course selector.
Selected course indicated on EHSI.
AVIONICS caution light.
Comes on flashing when EFIS comparator caution is triggered or when either EFIS test switch
is actuated. Reverts to steady when MASTER
CAUTION is reset.
Goes out when difference between the systems
is reduced to be within limit.
NOTE: Pitch, Roll and Heading comparator
caution is inhibited when either EFIS
switch is in XSIDE DATA position.
A27888
Fig. 3
NAV source pushbuttons, Central Warning Panel and CHP − lights and controls
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NAVIGATION, EFIS WITH MFD
Description
DRIVE
XFR
DRIVE
XFR
L
N
O
R
M
R
DRIVE XFR
DRIVE XFR
XSIDE DATA
L
EADI
N
O
R
M
XSIDE DATA
R
EADI
L DPU
R DPU
L/R DATA BUS
L
N
O
R
M
ADI REV
D
I
S
P
L
A
Y
HSI REV
C
O
N
T
R
O
L
L
E
R
D
I
S
P
L
A
Y
MPU
D
R
I
V
E
R
2
MPU
D
R
I
V
E
R
1
L
DCP
R
D
I
S
P
L
A
Y
ADI REV
HSI REV
1
L DATA
L
EHSI
D
I
S
P
L
A
Y
C
O
N
T
R
O
L
L
E
R
R DATA
L DATA
L
AHC
1
DISPLAY
DRIVER
MFD
R
AHC
R
DCP
R
EHSI
R DATA
1
DATA: Airspeed, FD/AP, Navigation, Radar, Radio alt.
2
LH/RH DATA BUS: Communication between LH and RH side
with FD/AP, Navigation and system data.
NOTE: Switches and relays in NORM position.
C0778
Fig. 4
EFIS switches − schematic
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Description
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NAVIGATION, EFIS
Description
A
DH (Decision Height) knob.
Knob out:
− DH readout is blanked when above
2500 RALT.
− Not possible to set DH.
Knob in:
− DH readout displayed.
− DH is set by rotating the knob.
Range 0−999 ft.
B
B
A TEST 2 PANEL (EFIS TEST)
TEST 2
PROP OVSP
L
R
ENG OVSP
A
L
GEN
OVV
R
GDN
PWR L AHRS
R
L
AIR DATA
EMER
1
2
R
B
EFIS
RUD LIM
CAB PRESS
EFIS test switches.
When pressed and held:
− ”TEST” is displayed on the correlated
EADI/EHSI.
− AVIONICS light on CWP and MASTER
CAUTION comes on.
− Fixed offsets are displayed for pitch,roll
and heading on EADI/EHSI.
− Comparator warnings are displayed the
first 4 seconds.
− Red flags will be displayed when switch
is held 4 seconds or more.
Reset is performed by releasing the testswitch.
B DISPLAY CONTROL PANEL
RA TST (Radio Altimeter Test) pushbutton.
When momentarily pressed and held:
− Radio height 50 ft on EADI.
− Flashing DH annunciation in yellow on EADI.
− DH light comes on steady.
The RA test is inhibited when:
− FD/AP engaged in NAV or APPR mode.
− EADI/EHSI in test mode.
DH
INT
SECTOR
SELECT
DTA
ROSE
RA
TST
FD
RR
ET
BRG
DEV
2ND
CRS
FD (Flight Director) pushbutton.
− When momentarily pushed the FD command
bars are removed from the EADI.
− Next push restores the command bars.
− With FD/AP in approach mode the bars can
not be removed.
Ref. AOM 3.1.
ET (Elapsed Time) pushbutton.
Controls elapsed time displayed on the EHSI.
− First push starts the chronometer.
− Second push stops the chronometer and
displays elapsed time as long as the button
is pushed.
− The chronometer is reset when button is
released.
Display Control Panel, DCP, and EFIS test switches − controls
15/1.1
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7
SELECT switch (RNAV selector).
The multiposition rotary switch is used to select
between VOR/ILS and RNAV as navigation
source, to be displayed on the EHSI:s. When
turned left or right, each step gives VOR/ILS
− LRN 1 − VOR/ILS − LRN 1....and on. Only the
switch on the LH DCP and if RNAV installed.
Not used and no effect if operated in aircrafts
without RNAV.
ADF pushbutton.
BRG (Bearing)
− When pushed ADF bearing pointer is
removed from the EHSI.
− Next push restores the pointer.
2ND CRS (Second Course) pushbutton.
When selected, the opposite side selected
course pointer comes up on own EHSI as a
dashed pointer.
− 2ND CRS on LH DCP, LH EHSI displays:
NAV 2 dashed course pointer in green.
− 2ND CRS on RH DCP, RH EHSI displays:
NAV 1 dashed course pointer in cyan.
Mode Selector
Selects different types of compass presentation on
EHSI.
ROSE
SECTOR
RR
C0738
Fig. 5
INT (Intensity) control knobs.
Small knob controls the brightness of the EADI display.
Large knob controls the brightness of the EHSI display.
De−clutter pushbutton.
DTA (Data).
− When pushed GSP, TTG, TAS crosside DME
and NAV data are removed from the EHSI.
− Next push restores data.
− 360 compass rose is displayed.
− A compass sector of 80 is displayed.
There are 6 sector positions corre−
sponding to the ranges 5, 25,
100, 200, 300 and 600 NM. The
range circle shows half distance of
selected range.
− A compass sector of 80 with weather
radar presentation. The range circle is
controlled from the radar panel.
MAP mode pushbutton.
DEV, Deviation − MAP mode.
When in SECTOR or RR mode and:
− Pushed, VOR deviation indication displayed
on EADI and map mode presentation dis−
played on EHSI comes on.
− Next push restores the standard VOR course
pointer on EHSI and the VOR deviation indi−
tion on EADI goes out.
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NAVIGATION, EFIS
Description
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
A EADI NORMAL DISPLAY
DR; Dead Reckoning in NAV mode only. When
overflying a VOR−station (cone of confusion)
FD/AP will hold present heading. This is annunciated with a yellow DR.
FD/AP captured vertical mode annunciation in
green. AOM 3.1.
FD/AP captured lateral mode annunciator ingreen. At capture, flashes for 5 s then steady.
AOM 3.1.
FD/AP armed lateral mode annunciator in withe.
AOM 3.1.
A
A
AP, AutoPilot engage/disengage annunciator in
white. Green when AP engaged, red and flashing at AP disengagement. AOM 3.1.
YD, Yaw Damper annunciator in yellow.
Comes on at YD disengagement. AOM 3.1.
Blue sky
20
20
10
10
10
10
20
20
FD, Flight Director command bar in magenta.
FD bar disappears when FD failures occurs.
AOM 3.1.
Pitch attitude scale in whie. AOM 15/8.1.
Brown earth
C0739
Fig. 6
FD/AP armed vertical mode annunciation in
white. AOM 3.1.
HDG DR
LOC 1
AP
YD
F
170
20
20
10
10
IAS
NA GS
ALTS
DH
EADI normal display − symbols and colors
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9
Glideslope deviation. Moving GS pointer in cyan
for LH, green for RH. Index in white. If system
fails or no GS reception, pointer turns to red
flag, flashes for 10 s then steady. Excessive
deviation is indicated by pointer flashing between yellow and normal color. AOM 3.1.
B/C
S
10
10
20
20
M
680
DH200
Fast−slow speed indication. Moving diamond
shaped pointer in green, index in white.1 dot = 5
kts, Fast or Slow index = 10 kts. If speed source
fails, pointer turns red, flashes for 10 s then steady.
(Option). AOM 3.1 and AOM 12/1.1.
DH annunciatior in yellow. Comes on when radio
height < selected Decision Height. Flashes for
10 s then steady. Goes off below 5 feet RALT.
AOM 15/7.1.
Roll attitude scale in white. AOM 15/8.1.
B/C, Back Course annunciator in yellow.
Comes on and replaces GS pointer and GS scale
in case of ILS back course. AOM 15/3.1.
Radio altitude in green. AOM 15/7.1.
Selected Decision Height in green. AOM 15/7.1.
Marker annunciation. M in white, MM in yellow
and OM in cyan. AOM 15/3.1.
Aircraft symbol in black with withe board.
Localizer deviation. Moving runway symbol
in cyan for LH, green for RH. Index in white.
If system fails or no LOC reception, runway
symbol turns to red flag, flashes for 10 s
then steady. Excessive deviation is indicated by pointer flashing between yellow
and normal color. AOM 15/3.1.
Aircraft Slip / skid indicator. Black ball with
normal position index.
NOTE: LOC and GS displays are only in view
when an ILS frequency selected.
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NAVIGATION, EFIS
Description
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NAVIGATION, EFIS
Description
EADI FLAGS AND WARNINGS
Fast−slow speed flag in red. Comes on if speed
source fails, flashes for 10 s then steady.
AOM 3.1 and AOM 12/1.1.
DPU warning in red. Comes on if Display
Processor Unit fails, flashes for 10 s then steady.
Mistrim annunciator in yellow. Comes on if aileron,
elevator or rudder mistrim detected. AOM 3.1.
Attitude warning in red. Comes on if AHRS
attitude fails, flashes for 10 s then steady.
AOM 15/8.1.
Glideslope flag in red. Comes on in case of
glideslope failure or no station reception, flashes
for 10 s then steady. AOM 15/3.1.
STIM, AHRS in Stimulus Test, annunciator
in red. On ground only AOM 15/8.1.
STIM
TEST
DPU
ATT
S
P
D
G
S
Flight Director flag in red. Comes on in case of
flight director failures. Flashes for 10 s then
steady. AOM 3.1.
FD
XDTA
LOC
RA
DCP
Radio Altimeter flag in red. Comes on if radio
altimeter fails, flashes for 10 s then steady.
AOM 15/7.1.
TEST annunciator in red. Comes on when
corresponding EFIS test switch used.
RUD
PITCH AIL
ROLL
GSRA EL
LOC FD
XATT
DCP caution in yellow. Comes on if Display
Control Panel fails, flashes for 10 s then steady.
Localizer flag in red. Comes on in case of localizer failure or no station reception, flashes for
10 s then steady. AOM 15/3.1.
Comparator caution in yellow. Comes on flashing
if pitch, roll, glideslope, localizer, flight director or
radio altimeter comparator error detected, reset
by master caution detected AOM 3.1, 15/3.1,
15/7.1 and 15/8.1.
XDATA, crosside data flag in red. Comes on if
crosside data bus fails; opposite side’s information not available, flashes for 10 s then steady.
C0742
Fig. 7
EADI flags and warnings − symbols and colors
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XATT, crosside attitude annunciation in
yellow comes on when XSIDE DATA (switch)
seleted and data provided from opposite
Attitude Heading Reference System (AHRS).
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Description
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NAVIGATION, EFIS
Description
EADI/EHSI COMPOSITE MODE
HDG
170
LOC 1
AP
20
20
F
10
10
IAS
GS
Pitch scale.
AOM 15/8.1.
1250
Heading bug.
AOM 15/8.1.
S
OM
DH200
Compass sector.
 40 of the compass rose is displayed.
AOM 15/8.1.
A26702
Fig. 8
EADI/EHSI composite format − symbols
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
Static air temperature in white. If system
fails, readout disappears replaced by
blanks. AOM 12/1.1.
True airspeed in white. If system fails,
readout disappears replaced by blanks.
AOM 12/1.1.
A EHSI (R) NORMAL DISPLAY − ROSE MODE
Heading, bug in magenta. AOM 15/8.1.
Elapsed time in white. Time in minutes and
seconds, after 1 hour time in hours and
minutes. Controlled by ET button on DCP.
In case of failure, readout disappears
replaced by blanks.
DME Ground Speed in cyan for LH and green
for RH. Dashes in normal color if no readout
displayed. If system fails, readout
disappears replaced by blanks. AOM 15/4.1.
A
ADF relative bearing pointer in magenta. If
system fails or no reception pointer parks
in 3 o’clock position turns red, flashes for
10 s then steady. AOM 15/2.1.
A
TAS 165
GSP 134
+ 7 C
T
DME Time To Go in cyan for LH, green for RH.
Dashes in normal color if no readout dis−
played. If system fails, readout disappears
replaced by blanks. AOM 15/4.1.
ET 23:00
TTG 5.0
G/S
DCP
DH
INT
SECTOR
SELECT
DTA
ROSE
RA
TST
FD
RR
ET
BRG
DEV
2ND
CRS
Mode selector in ROSE position.
ET 23:00
TTG 5.0
G/S
282
VOR 2
D 34.5H
Vertical NAV deviation scale.
Moving vertical path pointer
in cyan for LH and green for
RH, scale in white. If system
fails or becomes invalid,
pointer turns to red flag,
flashes for 10 s then steady.
AOM 3.1. (Option)
NAV, selected course pointer.
NAV1 − single pointer, NAV2 − double pointer.
LH side − NAV1 in cyan, NAV2 green and
dashed pointer (2:nd course).
RH side − NAV2 in green, NAV1 cyan and
dashed pointer (2:nd course).
Second course − 2ND CRS button on DCP.
AOM 15/3.1.
C0715
Fig. 9
XHDG
ANG
B/C
164
282
VOR 1
D 37.6
VOR 2
D 34.5H
XHDG, crosside heading annunciation in
yellow, comes on when XSIDE DATA selected
and data provided from opposite Attitude
Heading Computer (AHC).
EHSI normal display (right side shown) − symbols and colors
15/1.1
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Apr 01/15
15
Weather radar target alert annunciator in
yellow. Comes on when Target alert selected.
AOM 15/5.1.
Glideslopem deviation. Moving GS pointer in
cyan for LH, green for RH. Index in white. If
system fails or no GS reception, pointer turns
to red flag, flashes for 10 sec then steady.
Excessive deviation is indicated by pointer
flashing between yellow and normal color.
AOM 15/3.1.
B/C, Back Course anunciator in yellow.
Comes on and replaces GS pointer and GS
scale in case of ILS back course. AOM 15/3.1.
ANG.
Angular means that the displayed deviation
represents the angle between aircraft and
selected radial for VOR/LOC.
LIN.
Linear means that the displayed devation
represents the distance (cross track) between aircraft and desired track, unaffected
of distance to waypoint.
For RNAV if installed.
Navigation source flag with corresponding
selected course. NAV1 in cyan, NAV2 in
green. If system fails or no reception flag
turns red, flashes for 10 s then steady.
AOM 15/3.1.
Magnetic heading index in white.
AOM 15/8.1.
To−From indication. Disappears when NAV
flagged. AOM 1.15/3. No To−From indication
on second course pointer.
VOR/LOC deviation bar and scale. The bar
disappears when NAV flagged. Excessive
deviation is indicated by bar flashing be−
tween yellow and normal color. AOM 15/3.1.
DME Distance (NM) in cyan for LH, green
for RH. Dashes in normal color if no DME
recep−tion. If systems fails, readout disap−
pears replaced by blanks. DME HOLD indi−
cated by yellow D and H. AOM 15/4.1.
NOTE: GS or VNAV display are only in
view when selected.
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NAVIGATION, EFIS
Description
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
EHSI FLAGS AND WARNINGS
Heading warning and comparator caution.
Heading comparator caution in yellow, comes
on flashing if heading disagreement appears
between the two AHC. Steady yellow after
reset by master caution button.
Heading warning in red, comes on if heading
fails, flashes for 10 s then steady.
AOM 15/8.1.
HDG
STIM, AHRS in Stimulus Test, annunciator
in red. On ground only. AOM 15/8.1.
STIM
TEST
VOR 1
DCP caution in yellow.
Comes on if Display Control Panel fails,
flashes for 10 s then steady.
G/S
G
S
VOR 2
TAS
GSP
Glideslope flag in red, comes on in case of
glideslope failure or no station reception,
flashes for 10 s then steady. AOM 15/3.1.
TEST annunciator in red, comes on when
corresponding EFIS test switch used.
C
SAT, static air temperature flag and TAS,
true airspeed flag. If SAT/TAS fails, the
readout disappears replaced by blanks.
AOM 12/1.1.
ET, Elapsed Time flag in red.
If timer fails, the readout disappears
replaced by blanks.
ET
TTG
DPU
VNV
V
N
A
V
DCP
D
XDTA
Aircraft symbol in white.
C0717
Fig. 10
EHSI flags and warnings − symbols and colors
15/1.1
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Apr 01/15
17
VNAV flag in red.
Comes on if vertical NAV fails or becomes
invalid, flashes for 10 s then steady.
AOM 3.1. (Option)
XDTA, crosside data flag in red.
Comes on if crosside data bus fails; oppo−
site side’s information not available, flashes
for 10 s then steady.
DME flag. If DME fails, the readouts disappear
replaced by blanks. AOM 15/3.1.
Navigation source flag in red, comes on
if NAV1 or NAV2 fails or no reception,
flashes for 10 s then steady. AOM 15/3.1.
DPU warning in red.
Comes on if Display Processor Unit fails,
flashes for 10 s then steady.
NOTE: GS or VNAV display are only in view
when selected.
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Description
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
NORMAL SECTOR MODE
Heading bug, outside scale.
When selected heading is outside expanded
scale the Heading bug and figures will be
beside the scale.
TAS 193
GSP 165
− 19 C
T
Expanded compass rose in white. Will show
 40 from actual heading. AOM 15/8.1.
In SECTOR mode with 2ND CRS selected, the
range arc is a dashed white line. Distance in
Nm shows half of selected range set by any
of the six SECTOR positions 5, 25, 100, 200,
300 and 600 Nm.
In RADAR mode with 2ND CRS selected, the
range arc is a solid cyan colored line.
ET 02:23
TTG 5.0
015
G/S
ANG
TO
103
Mode selector in any of the six SECTOR
positions.
050
VOR 1
VOR 2
D 12.4
D 34.0
DCP
TO of FR (from) indication.
Disappears when NAV flagged. AOM 15/3.1.
TAS 193
GSP 165
DH
INT
SECTOR
RR
SECTOR MODE WITH WEATHER RADAR
RA
TST
Selected radar mode; MODE knob on weather
radar panel. AOM 15/5.1.
− 19 C
T
015
FD
Mode selector in RR position.
ARN
VOR 1
050
VOR 2
D 12.4
D 34.0
Range arc in cyan when controlled by the
wheather radar, RANGE knob on weather
radar panel. Distance in NM indicates half
of selected radar range. AOM 15/5.1.
Radar echo display in cyan, green, yellow,
red and magenta.
Colors depends on selected radar mode.
AOM 15/5.1.
C0718
Fig. 11
G/S
ARN
2ND
CRS
TO
103
D 12.4
WX
12.5
ET 02:23
TTG 5.0
ANG
BRG
DTA
T
12.5
050
VOR 2
D 34.0
ET 02:23
TTG 5.0
G/S
TO
ET
− 19 C
015
VOR 1
ANG
103
SELECT
DEV
ROSE
TAS 193
GSP 165
SECTOR MODE WITCH SECOND COURSE
EHSI − sector mode (left side shown)
15/1.1
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Apr 01/15
19
Momentarily press 2ND CRS, second course
selected.
With 2ND CRS selected, the second NAV
source will be displayed as an octagonal symbol
together with the ident code if the NAV
source is a VOR/DME and as a star symbol
without ident code if the NAV source is an
RNAV waypoint (if installed).
No display if the selected NAV source is
only a VOR.
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Description
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
INTRODUCTION OF MAP MODE
Compared with a standard VOR pointer with deviation bar, the MAP mode offers a visual presentation on the
EHSI which can also include weather radar presentation.
The MAP mode displays the received VOR/DME stations distance and radial as an octagonal shaped symbol
in RHO−THETA position (distance and radial) with respect to the aircrafts actual position.
The selected NAV/DME:s station ident code will be displayed next to the station symbol.
A courseline is drawn solid on the TO side of the VOR symbol and dashed on the FROM side.
The VOR deviation indication displayed on the EADI is similar to a standard VOR deviation bar i.e. full deviation scale equal to 10 degrees.
If RNAV Installed and displayed in MAP mode, the RNAV determined waypoint will be presented as a star
shaped symbol but without any ident code.
The RNAV waypoint symbol will also start to flash prior to waypoint passage.
By adding weather radar information to the MAP mode, the flight path may be planned with respect to current
weather situation.
The MAP mode may also be used to visually set up a proper intercept point to next VOR.
IMPORTANT
In MAP mode, the station symbol with courseline and ident code will not be displayed if:
a. Selected NAV source is only a VOR or only a DME station (both VOR and DME required).
b. DME is set to DME HOLD.
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Description
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Aircraft Operations Manual
NAVIGATION, EFIS
Description
L SIDE MAP MODE
L DCP
DH
170
HDG
20
F
10
20
20
ROSE
RA
TST
T
ET 02:23
TTG 19.0
ANG
3
50
092
160
VOR 1
VOR 2
D 45.5
D 63.2
5
MAP MODE WITH WEATHER RADAR
-19C
TAS 193
GSP 182
T
7
ANG
WX
8
12.5
160
092
VOR 1
VOR 2
D 10.3
D 53.6
ET
Fig. 12
BRG
DEV
6
ROSE
2ND
CRS
RA
TST
2
1 Set mode selector in any of the six SECTOR
positions.
2 Enter MAP mode by momentarily push DEV
button.
3 The range arc is controlled by the sector positions;
5, 25, 100, 200, 300, 600 Nm and indicates half
of the selected distance.
4 VOR1 deviation symbol, full scale equal to
 10 degrees. VOR red flag if VOR/DME not valid,
flashes for 10 seconds then steady.
5 VOR1/DME1 station presentation with ident code
and courseline. Solid line is TO indication, dashed
line is FROM indication.
The VOR/DME station is displayed as an octagonal
shaped symbol. If the VOR/DME station is off scale
the line is drawn with an arrow pointing toward the
VOR/DME station and with the station ident written
on the line.
Set course with CRS knob as normal.
6 Mode selector in RR position.
7 Radar echo display in cyan, green, yellow, red and
magenta.
Colors depends on selected radar mode.
8 Range arc in cyan when controlled by the weather
radar panel.
Distance in Nm indicates half of selected radar range.
9 Selected radar mode; MODE knob on weather
radar panel.
Also see AOM 15/5.1.
9
C0760
SECTOR
R SIDE MAP MODE
SELECT
DTA
MAP MODE WITH WEATHER RADAR
ET 02:23
TTG 9.0
015
ARN
INT
FD
1
RR
ET
BRG
DEV
2
HDG
EADI/EHSI − map mode
15/1.1
PAGE
Apr 01/15
23
170
2ND
CRS
20
20
F
10
10
S
10
10
20
20
IAS
11
10
DH 200
MAP MODE
10 VOR2 deviation symbol, full scale equal to
 10 degrees. VOR red flag if VOR/DME not
invalid, flashes for 10 seconds then steady.
MAP MODE DISPLAY
015
ARN
DH
MAP MODE ENTRY
DH 200
MAP MODE
-19C
FD
RR
1
4
TAS 193
GSP 182
SELECT
DTA
10
10
SECTOR
IAS
20
10
S
R DCP
INT
MAP MODE WITH SECOND COURSE
11
Momentarily press the 2ND CRS button.
12
Second NAV source (VOR1/DME1 on RH side)
station presentation with ident code and
courseline.
13
VOR2/DME2 station presentation with ident
code and courseline.
MAP MODE WITH SECOND COURSE
-19C
TAS 193
GSP 140
T
015
ARN
ANG
KEW
50
ARN
160
092
IMPORTANT
ET 02:23
TTG 32.0
VOR 1
VOR 2
D 45.5
D 63.2
In MAP MODE, the deviation symbol and the
station symbol with courseline will not be
displayed if:
A Selected NAV source is only a VOR or only
a DME station
B DME is set to DME HOLD.
C No reception or if VOR/DME fails.
12
13
NOTE: When a Localizer has been selected
the EHSI automatically returns to
Sector Mode displaying a standard
VOR course pointer. When changing
back to a VOR, the EHSI will then
return back to Map Mode.
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Description
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Aircraft Operations Manual
NAVIGATION, EFIS WITH MFD
Description
MAP MODE − RNAV SELECTED
HDG
170
20
20
10
10
L DCP
IAS
DH
F
INT
SECTOR
ROSE
S
10
10
20
20
SELECT
DTA
RA
TST
FD
RR
ET
BRG
DEV
2ND
CRS
DH 200
RNAV deviation indication in from of a star
shaped symbol.
LRN flag in red when RNAV not valid.
See KNS 660 PILOT’S GUIDE regarding
deviation scale sensitivity.
LH DCP only.
Turn SELECT knob until LRN 1 appears in the
left corner of the EHSI. The RNAV can only be
displayed as L NAV source, if installed.
MAP MODE − RNAV SELECTED
RNAV flag (LRN1) and course, Distance,
Ground Speed and Time To Go to next waypoint.
LIN, Linear RNAV deviation display, see page 10.
TAS 193
GSP 182
−19C
T
ET
02:23
TTG 32.0
015
ARN
LIN
50
088
LRN 1
RNAV next waypoint and course presentation
in cyan.
The waypoint is displayed as a star shaped
symbol. Solid line indicates TO waypoint and
dashed line indicates FROM waypoint. If the
waypoint is off the scale, the line is drawn with
an arrow pointing towards the waypoint.
The waypoint also flashes prior to waypoint
passage.
VOR 2
D 61.3
D 68.2
ALSO SEE AOM 15/9.1 RNAV.
VOR2/DME2 station presentation.
IF RNAV INSTALLED.
A26830
Fig. 13
EADI/EHSI − Map mode, RNAV presentation (left side shown)
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NAVIGATION, EFIS WITH MFD
Description
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Aircraft Operations Manual
NAVIGATION, EFIS WITH MFD
Description
1
PWR, power button
Turns MFD ON or OFF provided L AVION switch is in
ON position. Normally left in ON position.
2
RDR, read pushbutton
Enables weather radar information to be displayed.
(Fig. 16)
3
NAV, navigation pushbutton
Enables navigation information to be displayed.
(Fig. 15 A)
A
4
RMT, remote pushbutton
Enables presentation and selection of remote data
information from Collins Flight Management system.
Not used in SAAB 340B.
5
A MULTIFUNCTION DISPLAY, MFD
14
1
PGE, page and EMG, emergency
pushbuttons
2
Enables presentation and selection of information divided into pages and chapters containing for example
A/C check lists and speed booklets etc. (Fig. 16 B)
3
6
4
13
5
Entry jack for the Remote Data Programmer, RDP.
RDP used for programming and revision of PGE and
EMG information. See Collins instruction book for
MFD.
7
6
12
7
8
9
10 11
THE MFD CONTAINS 100 PAGES EACH LEAVING 12 LINES WITH 20 CHARACTERS FOR
PROGRAMMING DATA. THE 100 PAGES ARE
DIVIDED BETWEEN PGE AND EMG BUTTONS.
ALL PROGRAMMING TO BE PERFORMED BY
THE AIRCRAFT OPERATOR. FOR PROGRAMMING INSTRUCTIONS SEE COLLINS INSTRUCTION BOOK FOR MFD.
DATA jack
Line reverser pushbutton
Moves the cursor up the lines on PGE and EMG
pages without confirming the lines. Lines remains yellow if not already confirmed (green).
If button pressed while cursor is on the first line of
present page, the display will change over to the last
line of the previous page within the selected chapter.
The button also increases NAV map range in NAV
mode when weather radar deselected (when radar
selected, range controlled by weather radar panel).
(Fig. 16 A and C)
C0735
IF MFD INSTALLED.
Fig. 14
MFD functions
15/1.1
PAGE
Apr 01/15
27
8
Line advance pushbutton
Moves the cursor down the lines on PGE and
EMG pages in order to confirm the information
that has been given. The line currently being
considered is cyan (the cursor).
Press the button to confirm and the color
changes to green (confirmed information) and
cursor moves to next line. Not confirmed lines
are yellow.
If button pressed while cursor is on the last line
of present page, the display will change over to
first line on next page within selected chapter.
If the line being confirmed is the result of pressing the RCL button (recall of skipped lines),
pressing the Advance button will confirm that
line and advance the cursor to the next line that
was skipped.
Should all lines of information within the selected
chapter have been confirmed, pressing the Advance button will cause the display to scan
through all of the lines in the selected chapter
and return to page 1 of the selected chapter.
The button also decreases NAV map range in
NAV mode when weather radar deselected
(when radar selected, range controlled by weather radar panel). (Fig. 16 A and C)
RCL, SKP, CLR used on PGE and EMG pages
only:
9
RCL, recall pushbutton
11
CLR, clear pushbutton
Resets all lines of the selected chapter to yellow.
(Fig. 16 C)
12
Joystick
To scroll the pages within the selected chapter
move Joystick DOWN for next page or UP for
prior page. The Joystick will also scroll the chapter titles within the same method.
To scroll the chapters, Joystick to the RIGHT
gives the first page of next chapter and Joystick
to the LEFT gives the first page of prior chapter.
(The Joystick is also used to locate and defined
waypoints for entry in Collins Flight Management
System. Not used in SAAB 340B.)
13
Line select pushbuttons
If PGE or EMG has been selected:
For selection of a certain chapter displayed adjacent to the pushbuttons, press the appropriate
line button and the first page of the selected
chapter will be displayed.
The NAVAIDS displayed in NAV mode can be
selected or deselected:
When NAV mode is displayed, press the upper
line button with the green boxed arrow pointing
toward it. The display will then show a menu of
the available NAVAIDS in green (selected) or
white (deselected) color, adjacent to the line buttons.
Recalls and displays the first page in selected
chapter with a skipped line, next push recalls
next skipped line. (Fig. 16 C)
Select/deselect the NAVAIDS by pressing the
appropriate line button. (Fig. 15 A−B, and
Fig. 16 B−C)
10
14
SKP, SKIP pushbutton
If a line has to be skipped for later confirmation,
SKP moves the cursor down to the next line of
information without confirming previous line
(skipped line remains yellow).
INT, intensity knob
Controls the brightness of MFD display.
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NAVIGATION, EFIS WITH MFD
Description
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Aircraft Operations Manual
NAVIGATION, EFIS WITH MFD
Description
NAVIGATION MODE SELECTED
(3) NAV, navigation pushbutton
T
NORM
NAV
VOR1/DME1 in cyan. VOR in red and no
station presentation if flagged.
T
NORM
NAV
ARN
CRS 085 ARN
LRN
150
CRS 170 KEW
CRS 085 ARN
Press line select button to enter the NAVAID
menu.
A
T
NORM
NAV
150
CRS 105 KEW
Selected course (CRS) or bearing (BRG) to
VOR2/DME2 station in green letters. The
station presentation disappears and VOR in
red (flagged) comes on if no reception or if
system fails.
C
RNAV next waypoint and course presentation
in cyan. The waypoint is displayed as a star
shaped symbol. Solid line indicates TO way−
point and dashed line indicates FROM waypoint.
If the waypoint is off the scale, the line is drawn
with an arrow pointing toward the waypoint. The
waypoint also flashes prior to waypoint passage.
LRN in red and no waypoint presentation if.
flagged.1)
NOTE
NORM
T
BRG 105
B
VOR 1
ENTER
VOR 2
1)
RNAV is optional.
2)
Numbers within brackets refer to the description on Fig. 14.
Press the appropriate line button to select
NAVAID:s.
Select LRN 1 for RNAV presentation. LRN 2
not used in SAAB 340B.1)
The colors of the symbols on the MFD are as
on the EHSI’s.
IF MFD INSTALLED.
C0740
Fig. 15
(13) Line select pushbuttons
LRN 1/LRN 2
D
Bearing (BRG) to VOR 2 station. The MFD will
only display bearing to the VOR, when a VOR
without DME has been selected.
When a Localizer has been selected the MFD
will only display Localizer (LOC) flag.
Press the NAV button to ENTER selected
NAVAID and return to NAV mode.
The waypoint name is not displayed next
to the starshaped symbol, when using
the RNAV.
150
VOR
CRS 085
KEW
VOR2/DME2 station presentation with ident
code and courseline. Solid line is TO indication,
dashed line is FROM indication. The VOR/DME
station is displayed as an octagonal shaped
symbol. If the VOR/DME station is off scale the
line is drawn with an arrow pointing writting on
the line. No display if selected NAV source is
only av VOR.
MFD modes − presentations and controls
15/1.1
PAGE
Apr 01/15
29
NOTE
If DRIVE XFR has been selected on any side, the
MFD will then automatically display a copy of the
EHSI picture from that side where DRIVE XFR is
selected. The MFD will also inhibit the functions of
the MFD pushbuttons except for PWR and INT.
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Aircraft Operations Manual
NAVIGATION, EFIS WITH MFD
Description
WEATHER RADAR MODE SELECTED
(2) RDR, read pushbutton
PGE OR EMG MODE SELECTED
(5) PGE, page and EMG, emergency pushbuttons
Weather radar mode annunciator.
NORM
RDR
NAV
T
T
NORM
Target mode annunciator.
CRUISE
DESCENT
(13) Line select pushbuttons
LANDING
VOR
CRS 085
150
CRS 030 KEW
Radar echo presentation in cyan, green,
yellow, red and magenta. Colors depends
on selected mode. AOM 15/5.1.
A
APPROACH
Press the appropriate line button to
select a wanted chapter.
B
Range arc, withe in NAV and cyan in
Radar
mode. Distance in NM shows half of
selected range. 7 − 8.
T
NORM
APPROACH
ALTIMETER
CAB PRESS
FUEL
V SPEED
CAB SIGS/DOOR
X FEED/TRANS
N W STRG
7
SET/CK
FT SET
CKD
SET
SET
SHUT
CLEAR
Cursor, controlled by pushbuttons (7 − 11).
C
7
1)
Numbers within brackets refer to the description on Fig. 14.
IF MFD INSTALLED.
C0741
Fig. 16
MFD weather radar and program modes
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8
9
10 11
Aircraft Operations Manual
NAVIGATION, EFIS WITH MFD
Description
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Aircraft Operations Manual
4.
NAVIGATION, EFIS WITH MFD
Description
ELECTRICAL POWER SUPPLY
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS
G−17
EFIS DPU1
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS
G−16
EFIS L ADI
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS
G−15
EFIS L HSI
EFIS 1 . . . . . . . . . . . . . . . . . L AVIONIC START BUS
G−14
EFIS L DCP
EFIS 2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS
N−15
EFIS DPU2
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS
N−14
EFIS R ADI
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS
N−13
EFIS R HSI
EFIS2 . . . . . . . . . . . . . . . . . R AVIONIC START BUS
N−12
EFIS R DCP
MFD/MPU . . . . . . . . . . . . . . L AVIONIC BUS
G−18
MFD
(If MFD installed)
MFD/MPU . . . . . . . . . . . . . . L AVIONIC BUS
G−19
MPU L PWR
(If MFD installed)
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NAVIGATION, EFIS WITH MFD
Description
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Aircraft Operations Manual
1.
NAVIGATION, EFIS
Operation
LIMITATIONS
Not applicable
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− The EFIS system is switched ON/OFF by L and R AVION switches.
2.
EFIS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NORM
− DRIVE XFR/NORM/XSDE DATA switches and ADI REV/NORM/HSI REV
switches on both side windshield wiper panel.
3.
INT knobs, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Sets required brightness on the EADI and the EHSI.
− Small knob controls the EADI and the large one the EHSI.
2.2
This test to be performed on ground only.
EFIS SYSTEM
TEST
1.
EFIS test switch 1 or 2 . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− 1 for left system, 2 for right system.
− TEST should be displayed on EADI/EHSI.
− AVIONICS light on CWP and MASTER CAUTION should come on.
− Pitch, roll and heading should show fixed positions.
− Comparator warning comes on the first 4 sec.
− After approx 4 seconds all flags should be displayed.
2.
EFIS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Flags should disappear.
− AVIONICS light and MASTER CAUTION should go out.
− TEST should go out.
− Pitch, roll and heading should go back to normal reading.
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CONDITIONS
2.3
EHSI DISPLAY
FORMAT
NAVIGATION, EFIS
Operation
NORMAL PROCEDURES
1.
ROSE − SECTOR − RR selector, DCP . . . . . . . . . . . . AS REQUIRED
− ROSE gives a 360 compass rose.
− SECTOR gives a compass sector of 80. The 6 sector positions corresponds
to ranges 5, 25, 100, 200, 300 and 600 NM.
− RR (radar) gives the same sector as above but combined with a weather radar picture. The range is selected by the RANGE knob on the weather radar
panel.
2.4
FD COMMAND
BARS IN EADI
1.
At power on, the FD command bars are activated and thus visible on the EADI.
They can, however, be removed if so desired (except in APPR, approach
mode).
FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− FD command bars are removed.
− Next push restores the FD command bars.
2.5
ELAPSED TIME
1.
Elapsed time can be measured and displayed on the EADI, in minutes and seconds for the first hour and thereafter in hours and minutes.
ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
− The chronometer is started.
2.
ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESS AND HOLD
− The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3.
ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RELEASE
− The chronometer is reset to zero and can be started again.
2.6
EHSI
DECLUTTER
1.
The information on the EHSI display can be reduced in such a way that unnecessary information is removed.
DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
− Next push restores the data.
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CONDITIONS
2.7
EHSI ADF
POINTER
NAVIGATION, EFIS
Operation
NORMAL PROCEDURES
1.
BRG (Bearing) pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− The ADF bearing pointer is removed from the EHSI.
− Next push restores the pointer.
2.8
MAP MODE
1.
DEV (Deviation) − MAP mode pushbutton . . . . . . . . . . PRESS
− When mode selector in SECTOR or RR mode, pressing the DEV button allows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
− Next push restores the standard VOR course pointer on EHSI.
2.9
2ND COURSE
Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position
1.
2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second course pointer comes on.
− Next push, second pointer disappears.
In SECTOR position
1.
2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second NAV source comes on as an octagonal symbol together with station ident code if the NAV source is a VOR/DME.
No display if the selected NAV source is only a VOR.
− On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star shaped symbol without ident code.
− Next push, second NAV source disappears.
In SECTOR position with map mode selected (DEV button)
1.
2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second NAV source comes on as an octagonal symbol with course line
and station ident code if the NAV source is a VOR/DME.
No display if the selected NAV source is only a VOR.
(Cont’d)
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CONDITIONS
NAVIGATION, EFIS
Operation
NORMAL PROCEDURES
(Cont’d)
− On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star symbol with course line without ident code.
− Next push, second NAV source disappears.
2.10 SELECT
(on L DCP and
only if RNAV is
installed)
1.
The multiposition rotary switch is used to select between VOR/ILS as navigation source.
SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
− Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
− LRN 1 is the RNAV source flag.
− No effect if operated in none RNAV equipped aircraft.
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3.
3.1
NAVIGATION, EFIS
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
POWER SUPPLY FAILURE
INDICATIONS
No displays on EADI and EHSI and/or DCP inoperative.
ACTIONS
1.
2.
3.2
EADI OR EHSI
FAILURE
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− System 1:
G−17 / DPU 1
G−16 / L ADI
G−15 / L HSI
G−14 / L DCP
− System 2:
N−15 / DPU 2
N−14 / R ADI
N−13 / R HSI
N−12 / R DCP
End of procedure.
INDICATIONS
Total loss of presentation (black screen), blurred or distorted picture on the L/R
EADI or L/R EHSI.
ACTIONS
Switch over to composite mode.
EADI failure
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HSI REV
If composite mode comes on without any failure
2.
CB for the failed EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PULL
3. End of procedure.
If failure remains when in composite mode
2.
EFIS switch (HSI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE
XFR
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled by the opposite DCP.
− Brightness is controlled by the own DCP.
(Cont’d)
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CONDITIONS
NAVIGATION, EFIS
Operation
ABNORMAL PROCEDURES
(Cont’d)
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
− Switched side DRIVE XFR light comes on.
4.
End of procedure.
EHSI failure
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . ADI REV
If composite mode comes on without any failure
2.
CB for the failed EHSI . . . . . . . . . . . . . . . . . . . PULL
3. End of procedure.
If failure remains when in composite mode
2.
EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE
XFR
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
− Brightness is controlled by the own DCP.
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
− Switched side DRIVE XFR light comes on.
4.
End of procedure.
RULE BY THE THUMB
When switching ADI REV/HSI REV EFIS switch:
Always set switch towards operating CRT−display.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
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3.3
NAVIGATION, EFIS
Operation
CONDITIONS
ABNORMAL PROCEDURES
EADI AND EHSI
FAILURE
INDICATIONS
Total loss of presentation (Black screen), blurred or distorted picture on both L
EADI/EHSI or R EADI/EHSI.
ACTIONS
Use the opposite sides DPU for driving the failed sides EADI/EHSI
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRIVE XFR.
− Failed side’s EADI/EHSI are now driven by the opposite DPU and controlled
by the opposite DCP.
− Brightness is controlled by the own DCP.
− Left and right EADI/EHSI shows the same information.
− Comparator caution is inhibited.
2.
− Switched side DRIVE XFR light comes on.
End of procedure.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
3.4
AHC DATA
FAILURE
INDICATIONS
On left or right side:
Attitude (sky and earth) and FD command bars disappears and ATT red flag
comes on on the EADI and/or HDG red flag comes on on the EHSI.
ACTIONS
Use the AHRS information from the opposite side for presentation on failed
side.
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
XSIDE DATA.
− The opposite side’s AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
− Pitch and Roll comparator cautions are inhibited.
− Failed side EADI/EHSI displays XATT/XHDG in yellow.
− Crosscheck against standby instruments during the remaining flight.
2.
− The autopilot is not possible to use.
End of procedure.
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Operation
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1.
NAVIGATION, EFIS WITH MFD
Operation
LIMITATIONS
Not applicable
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− The EFIS system is switched ON/OFF by L and R AVION switches.
2.
EFIS switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
− DRIVE XFR/NORM/XSDE DATA switches and ADI REV/NORM/HSI REV
switches on both side windshield wiper panel.
3.
INT knobs, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Sets required brightness on the EADI and the EHSI.
− Small knob controls the EADI and the large one the EHSI.
2.2
This test to be performed on ground only.
EFIS SYSTEM
TEST
1.
EFIS test switch 1 or 2 . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− 1 for left system and MFD, 2 for right system.
− TEST should be displayed on EADI/EHSI.
− AVIONICS light on CWP and MASTER CAUTION should come on.
− Pitch, roll and heading should show fixed positions.
− Comparator warning comes on the first 4 sec.
− After approx 4 seconds all flags should be displayed.
2.
EFIS test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Flags should disappear.
− AVIONICS light and MASTER CAUTION should go out.
− TEST should go out.
− Pitch, roll and heading should go back to normal reading.
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2.3
NAVIGATION, EFIS WITH MFD
Operation
CONDITIONS
NORMAL PROCEDURES
POWER UP
MFD
ON/OFF function is provided the MFD by the L and R AVION switches if the
MFD PWR button is in ON position.
1.
PWR button, MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS−ON
− Pressed in position is ON, button out is OFF.
− The button is normally always left in ON position so that ON/OFF is provided
by the L and R AVION switches. However, the MFD can be turned ON or OFF
as required.
For MFD operation, see detailed MFD description in the description section of
this chapter.
2.4
EHSI DISPLAY
FORMAT
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− ROSE gives a 360 compass rose.
− SECTOR gives a compass sector of 80. The 6 sector positions corresponds
to ranges 5, 25, 100, 200, 300 and 600 NM.
− RR (radar) gives the same sector as above but combined with a weather radar picture. The range is selected by the RANGE knob on the weather radar
panel.
2.5
At power on, the FD command bars are activated and thus visible on the EADI.
They can, however, be removed if so desired (except in APPR, approach
mode).
FD COMMAND
BARS IN EADI
1.
FD pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− FD command bars are removed.
− Next push restores the FD command bars.
2.6
Elapsed time can be measured and displayed on the EADI, in minutes and seconds for the first hour and thereafter in hours and minutes.
ELAPSED TIME
1.
ET pushbutton, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND
RELEASE
− The chronometer is started.
2.
ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− The chronometer is stopped and the elapsed time is displayed as long as the
button is held.
3.
ET pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− The chronometer is reset to zero and can be started again.
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2.7
NAVIGATION, EFIS WITH MFD
Operation
CONDITIONS
NORMAL PROCEDURES
EHSI DECLUTTER
The information on the EHSI display can be reduced in such a way that unnecessary information is removed.
1.
DTA (Data) pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− GSP, TAS, TTG, Crosside DME and NAV data are removed from the EHSI.
− Next push restores the data.
2.8
EHSI ADF
POINTER
1.
BRG (Bearing) pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− The ADF bearing pointer is removed from the EHSI.
− Next push restores the pointer.
2.9
MAP MODE
1.
DEV (Deviation) − MAP mode pushbutton . . . . . . . . . . PRESS.
− When mode selector in SECTOR or RR mode, pressing the DEV button allows presentation of VOR deviation indication displayed on EADI and MAP
mode indication displayed on EHSI.
− Next push restores the standard VOR course pointer on EHSI.
2.10 2ND COURSE
Second NAV course (NAV 2 on LH side and NAV 1 on RH side) can be selected
and displayed on the EHSI.
In ROSE position:
1.
2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second course pointer comes on.
− Next push, second pointer disappears.
In SECTOR position:
1.
2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second NAV source comes on as an octagonal symbol together with station ident code if the NAV source is a VOR/DME.
No display if the selected NAV source is only a VOR.
− On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star shaped symbol without ident code.
− Next push, second NAV source disappears.
(Cont’d)
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CONDITIONS
NAVIGATION, EFIS WITH MFD
Operation
NORMAL PROCEDURES
(Cont’d)
In SECTOR position with map mode selected (DEV button):
1.
2ND CRS pushbutton . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Second NAV source comes on as an octagonal symbol with course line
and station ident code if the NAV source is a VOR/DME.
No display if the selected NAV source is only a VOR.
− On R EFIS only: if RNAV installed and in use, 2ND CRS will display the
RNAV waypoint as a star symbol with course line without ident code.
− Next push, second NAV source disappears.
2.11 SELECT
(on L DCP and
only if RNAV is
installed)
1.
The multiposition rotary switch is used to select between VOR/ILS as navigation source.
SELECT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN L or R
− Each step the switch is turned gives VOR/ILS....LRN 1....
VOR/ILS....LRN 1 ..... and on.
− LRN 1 is the RNAV source flag.
− No effect if operated in none RNAV equipped aircraft.
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NAVIGATION, EFIS WITH MFD
Operation
NORMAL PROCEDURES
APPENDICES
Attached pages are reprints of COLLINS INSTRUCTION BOOK for
MFD, containing MFD programming instructions.
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3.
3.1
NAVIGATION, EFIS WITH MFD
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
POWER SUPPLY FAILURE
INDICATIONS
No displays on EADI and EHSI and/or DCP inoperative.
ACTIONS
1.
2.
3.2
EADI OR EHSI
FAILURE
CB’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
− EFIS 1:
G−17 / DPU 1
G−16 / L ADI
G−15 / L HSI
G−14 / L DCP
− EFIS 2:
N−15 / DPU 2
N−14 / R ADI
N−13 / R HSI
N−12 / R DCP
− MFD:
G−18 / MFD
G−19 / MPU L PWR
End of procedure.
INDICATIONS
Total loss of presentation (black screen), blurred or distorted picture on the L/R
EADI or L/R EHSI.
ACTIONS
Switch over to composite mode.
EADI failure
1. EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . HSI REV
If composite mode comes on without any failure
2.
CB for the failed EADI . . . . . . . . . . . . . . . . . . . . . PULL
3. End of procedure.
If failure remains when in composite mode
2.
EFIS switch (HSI REV) . . . . . . . . . . . . . . . . . . . . . . BACK TO
NORM
3.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
− Failed side EADI/EHSI are now driven by the MPU. The MFD will also
display the same information being presented on the failed side’s EHSI.
− The EADI/EHSI are still controlled from own DCP.
(Cont’d)
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CONDITIONS
NAVIGATION, EFIS WITH MFD
Operation
ABNORMAL PROCEDURES
(Cont’d)
− Switched side drive XFR light comes on.
EHSI failure
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . ADI REV
If composite mode comes on without any failure
2.
CB for the failed EHSI . . . . . . . . . . . . . . . . . . . . . PULL
3. End of procedure.
If failure remains when in composite mode
2.
EFIS switch (ADI REV) . . . . . . . . . . . . . . . . . . . . . . . . . . BACK TO NORM
3.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
− Failed side’s EADI/EHSI are now driven by the MPU. The MFD will also display the same information being presented on the failed side’s EHSI.
− The EADI/EHSI are still controlled from own DCP.
4.
− Switched side DRIVE XFR light comes on.
End of procedure.
RULE BY THE THUMB
When switching ADI REV/HSI REV EFIS switch:
Always set switch towards operating CRT−display.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
3.3
EADI AND EHSI
FAILURE
INDICATIONS
Total loss of presentation (Black screen), blurred or distorted picture on both L
EADI/EHSI or R EADI/EHSI.
ACTIONS
Use the MPU for driving the failed side EADI/EHSI.
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE XFR
− Failed side EADI/EHSI are now driven by the MPU. The MFD will also display
the same information being presented on the failed side EHSI.
− The EADI/EHSI are still controlled from own DCP.
2.
End of procedure.
(Cont’d)
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CONDITIONS
NAVIGATION, EFIS WITH MFD
Operation
ABNORMAL PROCEDURES
(Cont’d)
NOTE
Switching from DRIVE XFR back to NORM will cause the EADI/EHSI presentation to blank out on the switched side for a couple of seconds.
NOTE
In a case where a DPU has failed and also the associated CB has popped: XDTA
warning in red can or will appear on the EADI/EHSI when the applicable EFIS
switch is set to DRIVE XFR.
3.4
AHC DATA
FAILURE
INDICATIONS
On left or right side:
Attitude (sky and earth) and FD command bars disappears and ATT red flag
comes on on the EADI and/or HDG red flag comes on on the EHSI.
ACTIONS
Use the AHRS information from the opposite side for presentation on failed
side.
1.
EFIS switch (failed side) . . . . . . . . . . . . . . . . . . . . . . . . . XSIDE DATA
− The opposite side’s AHRS is now supplying the same attitude and heading
information to both sides EADI and EHSI.
− Pitch and Roll comparator cautions are inhibited.
− Failed side EADI/EHSI displays XATT/XHDG in yellow.
− Crosscheck against standby instruments during the remaining flight.
2.
− The autopilot is not possible to use.
End of procedure.
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Operation
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0.
NAVIGATION, ADF
Highlights
MODIFICATION STANDARD
The system in this chapter assumes a certain modification standard of the aircraft. If a modification is
not installed, the following apply as a complement
to what is stated in this chapter.
DESCRIPTION/OPERATION
0.1
Parking of the ADF pointer on EFIS, Collins
ADF Pro Line II system only
Without Collins Service Bulletin No 10 for ADF 60A
and ADF 60B.
If the power supply to the ADF is interrupted (CB
pulled, power failure etc.) the ADF bearing pointer
displayed on EHSI will park at 45 right position
and not flagged (magenta color).
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Highlights
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1.
NAVIGATION, ADF
Description
2.3
GENERAL
Receiver
The Automatic Direction Finder, ADF, detects the
relative bearing to a selected radio station (NDB).
The frequency range for selection is 190 to 1749,5
kHz.
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station
signals and a circuitry to determine the direction to
the station.
The radio bearing is combined with the magnetic
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to
the selected ADF station. The ADF bearing can
also be indicated on the EHSI.
2.4
If two systems are installed they are completely
separated. The bearing indication is displayed by
RMI pointers. Single pointer indicates ADF 1 and
double pointer indicates ADF 2. L EHSI ADF pointer
indicates ADF 1 bearing and R EHSI ADF pointer
indicates ADF 2 bearing.
With only one system installed all ADF pointers will
indicate the ADF 1 bearing.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Antenna
There is a dual antenna installed on the top of the
fuselage. The antenna is of the integrated type i.e.
it contains a loop and a sense antenna. A dual amplifier provides two independent outputs to the ADF
receivers.
2.2
System function
When in the normal mode (ADF), the signals from
the selected station are routed to the audio integrating system and can be heard as an identification
signal. The signals are also routed to a circuit that
determines the bearing to the station. In ANT mode
the loop antenna output is disabled and the result is
only audio without bearing indication. In TONE
mode unmodulated signals (Continuous Wave, CW)
are received and identified.
By using the ADF switch on the RMI, the ADF bearing indication can be displayed on the RMI. With the
BRG button on the display control panel (DCP) the
ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
Loop Sense
ADF bearing
EFIS
ADF
3 o’clock
park logic
Control Unit
The principal part of the control unit is the microprocessor which senses switch and selector positions,
transfers them into frequency and mode information
and finally generates adequate control signals to
the receiver.
ADF
Receiver
ADF bearing
ADF
3 o’clock
park logic
The control unit is also provided with a gas discharge type of display for two frequencies, one active and one standby.
A programmable Memory facility is also contained
in the control unit. The Memory provides four pre−
programmed frequencies. To select a Memory frequency, simply step through the Memory by operating the XFR/MEM switch momentarily in MEM
position.
RMI
Audio integrating
system.
Selected
frequency
Control
unit
Fig. 1
ADF−schematic
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3.
NAVIGATION, ADF
Description
CONTROLS AND INDICATORS
XFR/MEM switch.
When momentarily switched to:
XFR
− Standby frequency moves to upper
display and becomes active.
− Former active frequency moves to
lower display and becomes standby.
MEM − Steps through the four pre−
programmed frequencies
− After having chosen a frequency,
XFR/MEM switch to XFR position to
make memory frequency active.
A
A (If installed)
A ADF CONTROL UNIT
WITH MEMORY
Frequency display.
Upper display−Active frequency.
COLLINS
Lower display−Standby frequency.
XFR
Function selector.
ANT
− Audio only.
ADF
− Bearing indication and audio ident.
MEM
ADF
ANT
TONE − Provides a 1000 Hz tone for audio ident (CW).
MEM
TONE
STO
Photocell.
TEST
Controls display brightness.
ADF
ACT
TEST button.
When pressed and held:
− ADF pointers in EHSI and RMI rotate to a 90_ position
counterclockwise of previous indication.
− 1000 Hz tone should be heard.
− Control unit will enter and display Diagnostic Fail Code
mode (maintenance).
ACT button.
When depressed for more than 2 seconds:
− Standby frequency display goes off. Frequency
selector controls active frequency display.
STO button.
Select memorycell to program (CH.−) with XFR/MEM switch
then momentarily press STO button:
− Control unit enters Program mode. Set up frequency
with frequency selector. Press STO button to store
frequency.
− XFR/MEM switch for next memorycell (CH.−).
− No activity for 3 seconds, returns display to normal.
A10065
Fig. 2
For return to normal:
− Depress for more than 2 seconds
Frequency selector.
Large knob − Controls the two left digits (1000 and 100 kHz)
Small knob − Controls the three right digits (tens, units and
tenths of kHz).
ADF − controls
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1.
NAVIGATION, ADF
Description
GENERAL
The Automatic Direction Finder, ADF, detects the
relative bearing to a selected radio station (NDB).
The frequency range for selection is 190 to 1749,5
kHz.
The radio bearing is combined with the magnetic
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to
the selected ADF station. The ADF bearing can
also be indicated on the EHSI.
If two systems are installed they are completely
separated. The bearing indication is displayed by
RMI pointers. Single pointer indicates ADF 1 and
double pointer indicates ADF 2. L EHSI ADF pointer
indicates ADF 1 bearing and R EHSI ADF pointer
indicates ADF 2 bearing.
With only one system installed all ADF pointers will
indicate the ADF 1 bearing.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Antenna
signals and a circuitry to determine the direction to
the station.
2.4
System function
When in the normal mode (ADF), the signals from
the selected station are routed to the audio integrating system and can be heard as an identification
signal. The signals are also routed to a circuit that
determines the bearing to the station. In ANT mode
the loop antenna output is disabled and the result is
only audio without bearing indication. In TONE
mode unmodulated signals (Continuous Wave, CW)
are received and identified.
By using the ADF switch on the RMI, the ADF bearing indication can be displayed on the RMI. With the
BRG button on the display control panel (DCP) the
ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
Loop Sense
ADF bearing
There is one antenna installed for each system;
ADF 1 in the bottom of the fuselage and ADF 2 (if
installed) on the top of the fuselage.
The antennas are of the integrated type i.e. it contains a loop and a sense antenna. An amplifier provides outputs to the ADF receivers.
2.2
ADF
Receiver
ADF bearing
Control Unit
The principal part of the control unit is the microprocessor which senses switch and selector positions,
transfers them into frequency and mode information
and finally generates adequate control signals to
the receiver.
The control unit is also provided with a gas discharge type of display for two frequencies, one active and one for standby.
2.3
EFIS
ADF
3 o’clock
park logic
Receiver
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station
ADF
3 o’clock
park logic
RMI
Audio integrating
system.
Selected
frequency
Control
unit
Fig. 1
ADF−schematic
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3.
NAVIGATION, ADF
Description
CONTROLS AND INDICATORS
A ADF CONTROL UNIT
Photocell.
Controls display brightness.
A
A (If installed)
Frequency display.
Upper display − active frequency.
Lower display − standby frequency.
X S
B
Y
Display flashed if selected frequency less than
190 kHz. X right of active frequency is displayed
in ANT mode and when detector circuit not
locked on a bearing.
ADF
ADF ANT
BFO
BFO
Function selector.
ADF− Bearing indication and audio ident.
BFO− Adds a 1000 Hz signal for audio ident
(CW).
ANT− Audio only.
BFO− Adds a 1000 Hz signal for audio ident
(CW).
Frequency selector.
Large knob− Controls the two left digits (1000
and 100 kHz).
Small knob− Controls tens of kHz when pushed
in and units fo kHz pulled out.
The selected frequency will appear in lower
(standby) display.
Transfer button.
When momentarily pressed:
− Standby frequency moves to upper display
and becomes active. Former active frequency
moves to lower display and becomes standby.
When depressed for more than 2 seconds:
− Standby frequency display goes off. Frequency selectors control active frequency display.
See also ”Transfer button”.
When pressed again momentarily:
− Standby frequency displayed again and function back to normal.
A10064
Fig. 2
ADF− controls
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Aircraft Operations Manual
1.
NAVIGATION, ADF
Description
2.3
GENERAL
Receiver
The Automatic Direction Finder, ADF, detects the
relative bearing to a selected radio station (NDB).
The frequency range for selection is 190 to 1749,5
kHz.
The receiver consists principally of two parts, the
normal radio and audio amplifiers for the station
signals and a circuitry to determine the direction to
the station.
The radio bearing is combined with the magnetic
compass indication on the Radio Magnetic Indicator
(RMI) which thus indicates the magnetic bearing to
the selected ADF station. The ADF bearing can
also be indicated on the EHSI.
2.4
If two systems are installed they are completely
separated. The bearing indication is displayed by
RMI pointers. Single pointer indicates ADF 1 and
double pointer indicates ADF 2. L EHSI ADF pointer
indicates ADF 1 bearing and R EHSI ADF pointer
indicates ADF 2 bearing.
With only one system installed all ADF pointers will
indicate the ADF 1 bearing.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Antenna
There is one antenna installed for each system.
ADF 1 in the bottom of the fuselage and ADF 2 (if
installed) on the top of the fuselage. The antenna is
of the integrated type i.e. it contains a loop and a
sense antenna. An amplifier provides outputs to the
ADF receivers.
2.2
System function
When in the normal mode (ADF), the signals from
the selected station are routed to the audio integrating system and can be heard as an identification
signals. The signals are also routed to a circuit that
determines the bearing to the station. In ANT mode
the loop antenna output is disabled and the result is
only audio without bearing indication. In TONE
mode unmodulated signals (Continuous Wave, CW)
are received and identified.
By using the ADF switch on the RMI, the ADF bearing indication can be displayed on the RMI. With the
BRG button on the display control panel (DCP) the
ADF bearing indication can be displayed on the
EHSI or deselected from the EHSI.
Loop Sense
ADF bearing
EFIS
ADF
3 o’clock
park logic
Controls unit
The principal part of the control unit is the microprocessor which senses switch and selector positions,
transfers them into frequency and mode information
and finally generates adequate control signals to
the receiver.
ADF
Receiver
ADF bearing
ADF
3 o’clock
park logic
The control unit is also provided with a gas discharge type of display for two frequencies, one active and one for standby.
A programmable Memory facility is also contained
in the control unit. The Memory provides nine pre−
programmed frequencies by momentarily pressing
the CHAN button and thereafter, choosing frequency by means of the Frequency selector.
RMI
Audio integrating
system.
Selected
frequency
Control
unit
Fig. 1
ADF−schematic
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3.
NAVIGATION, ADF
Description
CONTROLS AND INDICATORS
A
A
A ADF CONTROL UNIT WITH MEMORY
(If installed)
Frequency display.
Upper display − active frequency.
Lower display − standby frequency.
Display flashed if selected frequency less than 190 kHz.
X Left of active frequency is displayed in ANT mode and
when detector circuit not locked on a bearing.
Photocell.
Controls display brightness.
X
ANT
ADF
BFO
Frequency selector.
Large knob − Controls the two left digits (1000 and 100
kHz)
Small knob − Controls tens of kHz when pushed in and
units of kHz pulled out.
− The selected frequency will appear in lower (standby)
display.
Also see ”Transfer button”.
In memory mode, any of the two knobs will control the
memory cells.
Function button.
When momentarily pressed:
ADF
− Bearing indication and audio ident.
BFO
− Adds a 1000 Hz signal for audio ident
ANT
− Audio only.
BFO
−Adds a 1000 Hz signals for audio ident
(CW).
(CW).
CHAN button.
When momentarily pressed:
− Unit enters 9 frequencies memory.
− Select memory frequency with Frequency selector then
press CHAN or wait for 5 sec. (also see Transfer button).
− Selected frequency becomes standby.
When pressed and held for more than 2 seconds:
− Unit enters PROGRAM mode for 9 frequencies.
− Select memory cell to be programmed with Frequency selector, then momentarily press Transfer button.
− Select frequency to be stored. (Flashing display indicates
which display is controlled by the frequency selector).
− For return to Normal, press CHAN or wait for 20 seconds.
A10063
Fig. 2
ADF
PUSH
MODE
CHAN
Transfer button:
When momentarily pressed:
− Standby frequency moves to upper display
and becomes active.
− Former active frequency moves to lower display and becomes standby.
When depressed for more than 2 seconds:
− Standby frequency display goes off.
− Frequency selectors control active frequency display.
When momentarily pressed again:
− Standby frequency displayed again and
function back to normal.
When pressed in CHANNEL mode:
− Selected frequency becomes active and former active frequency becomes standby.
When pressed in PROGRAM mode:
− Frequency selector has control over either
upper or Lower display for set−up of
Memory.
− Flashing display indicates which display is
controlled by the frequency selector.
ADF− controls
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A
NAVIGATION, ADF
Description
A (If installed)
A RADIO MAGNETIC INDICATOR
Magnetic Heading Index
Warning flag (red).
Comes into view for heading or power supply
failures.
ADF pointer (if ADF selected).
Indicates magnetic bearing to the ADF station.
ADF1 − single pointer.
VOR
ADF2 − double pointer.
VOR
With only one ADF installed both ADF pointers will display ”ADF1” bearing. ADF, power
supply failures or no reception of selected
station is indicated by pointer in parked position (3 o’clock).
ADF − VOR switch.
Selects ADF or VOR display for respective
pointer.
A10066
Fig. 3
RMI, ADF functions − controls and indicators
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A
B
B
NAVIGATION, ADF
Description
A
Magnetic Heading Index
A EHSI ADF DISPLAY
ADF pointer (magenta).
Indicates magnetic bearing to the ADF station.
ADF 1 on left EHSI, and ADF 2 on right EHSI.
With only one ADF installed left and right EHSI
will both display ADF 1. ADF, power supply
failure or no reception of selected station is
indicated by pointer in parking position at 3
o’clock and turning red.
B DISPLAY CONTROL BUTTON
BRG − button.
First push removes the ADF bearing pointer
on the EHSI. Next push makes it reappear.
A10067
Fig. 4
EHSI, ADF functions and Display Control Panel − controls and indicators
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4.
NAVIGATION, ADF
Description
ELECTRICAL POWER SUPPLY
ADF1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L AVIONIC BUS
E−18
ADF1
ADF2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R AVIONIC BUS
L−17
ADF2
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Description
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1.
NAVIGATION, ADF
Operation
LIMITATIONS
Not applicable
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
2.2
ADF SYSTEM
TEST
1.
TEST button (ADF control unit) . . . . . . . . . . . . . . . . . . PRESS AND HOLD
− ADF pointer on EHSI and RMI rotate to a position 90 counterclockwise of
previous indication.
− 1000 Hz tone should be heard.
− Control unit displays Diagnostics Fail Code mode. (Maintenance).
2.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE.
− ADF pointer on EHSI and RMI returns to actual reading again.
2.3
PROGRAMMING OF THE
FREQUENCY
MEMORY
1.
The Control unit contains four programmable memorycells.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to select memorycell to be programmed.
2.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to enter program mode.
3.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Set frequency in memorycell.
4.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to store frequency.
− Control unit will also return to normal.
5.
To set up next memory frequency, proceed with item 1 above.
No activity for 3 seconds will return Control unit to normal display.
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2.4
NAVIGATION, ADF
Operation
CONDITIONS
NORMAL PROCEDURES
OPERATION
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 3 below.
Frequency set−up from the memory
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to MEM, will step through the memory for choice of
frequency.
2.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency active.
3.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− ADF for bearing indications and audio.
− ANT for audio only.
− TONE provides a 1000 Hz tone for audio signal ident (CW).
4.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
5.
ADF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6.
Identify station.
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 0.5 kHz above. If no result try 0.5 kHz below.
7.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for correct indication.
− ADF indication can be switched on/off by BRG button on the DCP.
8.
RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
− Check for correct indication.
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3.
3.1
3.2
NAVIGATION, ADF
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
1.
ACTIONS
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headsets/audio and circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
NO BEARING
INDICATION
WHEN WITHIN
THE RANGE OF
SELECTED
STATION
ACTIONS
Both RMI and EHSI affected
1.
Function selector (ADF control unit) . . . . . . . . . . . CHECK ADF
2.
CB’s E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . CHECK/RESET
3.
End of procedure.
Only RMI affected
1.
26V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
1.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
2.
3.3
End of procedure.
1.
Only EHSI affected
BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
1.
INDICATIONS.
The control unit frequency display goes out.
ACTIONS.
CB’s, E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
ADF CONTROL
UNIT FAILURE
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NAVIGATION, ADF
Operation
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1.
NAVIGATION, ADF
Operation
LIMITATIONS
Not applicable
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
2.2
OPERATION
1.
Frequency set up
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
2.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− ADF for bearing indications and audio ident.
− BFO adds a 1000 Hz tone for audio ident (CW).
− ANT for audio only.
− BFO adds a 1000 Hz tone for audio ident (CW).
3.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4.
ADF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
Identify station.
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 1000 Hz above. If no result try 1000 Hz below.
6.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for correct indication.
− ADF indication can be switched on/off by BRG button on the DCP.
7.
RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
− Check for correct indication.
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3.
3.1
3.2
NAVIGATION, ADF
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
1.
ACTIONS
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headsets/audio and circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
NO BEARING
INDICATION
WHEN WITHIN
THE RANGE OF
SELECTED
STATION
ACTIONS
Both RMI and EHSI affected
1.
Function selector (ADF control unit) . . . . . . . . . . . CHECK ADF
2.
CB’s E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . CHECK/RESET
3.
End of procedure.
Only RMI affected
1.
26V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
1.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
2.
3.3
End of procedure.
1.
Only EHSI affected
BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
1.
INDICATIONS
The control unit frequency display goes out.
ACTIONS
CB’s, E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
ADF CONTROL
UNIT FAILURE
15/2.2
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Apr 01/15
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K
Aircraft Operations Manual
1.
NAVIGATION, ADF
Operation
LIMITATIONS
Not applicable
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switches . . . . . . . . . . . . . . . . . . . ON
− The ADF systems are switched ON/OFF by ESS, L and R AVION switches.
2.2
PROGRAMMING OF THE
FREQUENCY
MEMORY
1.
The Control unit contains nine programmable memorycells.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
− Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT MEMORY
CELL
− Any one of the two knobs will control the memorycells.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When momentarily pressed gives frequency selector control over either upper or lower display.
− Controlled display is flashing.
4.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
To program next frequency
5.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Proceed with item 2 above.
For return of Control unit to normal display
5.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− No activity for 20 seconds will also return Control unit to normal display.
15/2.2
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Aircraft Operations Manual
2.3
NAVIGATION, ADF
Operation
CONDITIONS
NORMAL PROCEDURES
OPERATION
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 4 below.
Frequency set−up from the memory
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press CHAN to enter the frequency memory.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY
− Any one of the two knobs will control the memorycells.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press Transfer button to make chosen memory frequency active.
− Or, no activity for 5 seconds will make chosen memory frequency standby
(SBY).
4.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− ADF for bearing indication and audio ident.
− BFO adds a 1000 Hz tone for audio ident (CW).
− ANT for audio only.
− BFO adds a 1000 Hz tone for audio ident (CW).
5.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
6.
ADF volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
Identify station.
− If call signal is not heard, station frequency may be slightly above or below
the published one. Try tuning 1000 Hz above. If no result try 1000 kHz below.
8.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for correct indication.
− ADF indication can be switched on/off by BRG button on the DCP.
9.
RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADF
− Check for correct indication.
15/2.2
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Aircraft Operations Manual
3.
3.1
3.2
NAVIGATION, ADF
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
1.
ACTIONS
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headsets/audio and circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
NO BEARING
INDICATION
WHEN WITHIN
THE RANGE OF
SELECTED
STATION
ACTIONS
Both RMI and EHSI affected
1.
Function selector (ADF control unit) . . . . . . . . . . . CHECK ADF
2.
CB’s E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . CHECK/RESET
3.
End of procedure.
Only RMI affected
1.
26V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
1.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
2.
3.3
End of procedure.
1.
Only EHSI affected
BRG button, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
1.
INDICATIONS
The control unit frequency display goes out.
ACTIONS
CB’s, E−18 (ADF 1), L−17 (ADF 2) . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
ADF CONTROL
UNIT FAILURE
15/2.2
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Apr 01/15
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Aircraft Operations Manual
NAVIGATION, ADF
Operation
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Aircraft Operations Manual
1.
NAVIGATION, VOR/ILS/MARKER
Description
GENERAL
The VOR/ILS Marker system receives signals from
the selected station (VOR or ILS) and presents
them as navigation information on EFIS, RMI and a
VOR/ILS indicator. This information is also sent to
the FD/AP as guidance for navigation and approach. The station identification signal as well as
the Marker signals can be heard over the audio integrating system. This function, reception and generation of indicator and guidance data, is performed
by the navigation receiver. There are two such systems installed (only one marker system, part of
NAV 1 is used). The distribution of data is shown in
Fig. 1.
The VOR or ILS frequencies are selected on the
two control units, located on the glareshield panel.
When a VOR or ILS frequency is selected, the DME
frequency, if paired to that station, is also automatically selected.
Course
selector
Selected
course
Antennas
VOR/ILS
red flag
VOR/
LOC
GS
Marker
NAV
receiver
Control
unit
Sel
freq
(VOR/ILS/
Marker)
Sel freq
EHSI
VOR/LOC
deviation
GS
deviation
VOR
direction
VOR/ILS
deviation
VOR/ILS
red flag
EADI
EFIS
FD/AP
Marker
signal
VOR/ILS
Ident
Marker
ident
VOR
direction
GS
deviation
To DME
MFD
(if installed)

Audio integrating system
RMI
Analogue signals
GPWS/TAWS
VOR/ILS indicator
VOR/ILS indicator and RMI
A27934
Fig. 1
VOR/ILS/Marker system − schematic
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Aircraft Operations Manual
NAVIGATION, VOR/ILS/MARKER
Description
2.
MAIN COMPONENTS AND SUBSYTEMS
2.1
Control unit
The control unit can display two frequencies, one
active that tunes the receiver and one as standby
which easily can be made active. The unit is provided with the necessary controls for frequency
−and transfer selection. A selected DME station
can be retained by a HOLD mode and a new VOR/
ILS or DME frequency can be tuned without affecting DME function.
A programmable Memory facility is also contained
in the control unit. The Memory provides four preprogrammed frequencies. To select a Memory frequency, simply step through the Memory by, operating the XFR/MEM switch momentarily in MEM
position.
2.2
Navigation receiver
The navigation receiver contains circuitry for the
VOR, ILS (Localizer and glideslope) and marker
functions.
VOR
Both a frequency and the course (CRS) to a station
has to be selected. The receiver then compares the
received radial with the selected course and calculates the deviation. The selected course and deviation is displayed on the EHSI and on the VOR/ILS
indicator. The deviation is Angular presented, as
announced on the EHSI by the letters ANG. The
RMI will display magnetic bearing to the received
VOR station.
− Angular means that the displayed deviation represents the angle between aircraft and selected
radial and is thus unaffected of distance.
TO and FROM indication is determined by the system from the selected course with respect to the
received radial.
The magnetic information for the presentation of the
course is received from the Attitude Heading Refer-
ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
of failure or no reception of selected station, displays VOR in red on EFIS and a red NAV flag on
the VOR/ILS indicator. The flag also drives the RMI
VOR pointers to a 3 o’clock parking position.
ILS
When an ILS frequency is selected, both the localizer and the glideslope receivers are tuned to that
frequency. The receivers determinate the aircraft
movements with respect to received localizer and
glideslope signals and with selected localizer inbound course (CRS 1/CRS 2 knobs). The aircraft
movements are then converted into direct proportional localizer and glideslope deviations. The localizer and glideslope deviations and displayed on the
EADI and EHSI by LOC and GS symbols and on
the VOR/ILS indicator, by localizer and glideslope
bars.
Marker
The marker system receives the signals from the
marker beacon stations and determines which type
of marker is present. The station signals are then
modulates and presented on the EADI as follows:
− 400 Hz for outer marker (CYAN).
− 1300 Hz for middle marker (AMBER).
− 3000 Hz for inner (airway) marker (WHITE).
The marker audio signals are filtered out and made
audible via the audio integrating system.
2.3
Antennas
− A dual antenna is used for the VOR/LOC signals.
It is located on top of the fin.
− A dual antenna is also used for the glideslope
signals. This antenna is installed inside the nose
radome.
− The marker signals are received by an antenna
mounted on the bottom of the fuselage just forward of the wing.
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Aircraft Operations Manual
3.
NAVIGATION, VOR/ILS/MARKER
Description
CONTROLS AND INDICATORS
Frequency display
Upper display
− Active frequency.
Lower display
− Standby frequency.
XFR/MEM switch
When switched momentarily to:
XFR
− Standby frequency moves to upper display and becomes active.
− Former active frequency moves to lower display and
becomes standby.
MEM
− Steps through the four preprogrammed frequencies.
After chosen a frequency, set XFR/MEM switch to
XFR position, to make memory frequency active.
A
A
A NAV CONTROL UNIT WITH MEMORY
Frequency selector
Normally controls standby frequency display:
Larger knob
− controls the three left digits (MHz).
Smaller knob
− controls the two right digits (kHz).
Collins
ACT button
When depressed for more than 2 seconds:
− Standby frequency display goes off.
Frequency selector controls active frequency display.
For return to normal:
− Depress for more than 2 seconds.
Photocell
Controls display brightness.
Function selector
NORM
− DME station paired to active frequency in upper display
HOLD
− System holds DME station.
A new frequency can be tuned without affecting DME
function.
− Standby display will show held DME stations frequency.
− Frequency selector controls active display.
STO button
Select memory cell to program (CH.−) with XFR/MEM
switch then momentarily press STO button:
− Control unit enters Program Mode.
Setup frequency with frequency selector.
Press STO button to store frequency.
− XFR/MEM switch for next memory cell (CH.−).
− No activity for 3 seconds, returns display to normal.
TEST button
When pressed and held:
− Control unit enters and displays Diagnostics Fail
Code mode (maintenance).
And if an ILS frequency selected (for approx.12 seconds)
And CRS 1 or CRS 2 set at present aircraft heading:
− LOC goes to the right and GS goes down on EFIS and
GS bar goes down on the VOR/ILS Indicator.
− A 30 Hz marker tone is heard and marker is indicated
by alternate display of M, MM and OM.
− DME D, GSP, TTG readouts: turn to dashes.
And if a VOR frequency selected (for approx. 12 seconds):
− Deviation bar on EHSI centered and TO indication, if
course selected 360 (CRS 1 or CRS 2). (VOR/ILS Indicator not affected)
− A 30 Hz marker tone is heard and marker is indicated
by alternate display of M, MM and OM.
− DME D, GSP, TTG read−outs: turn to dashes.
− RMI pointer to 360 (VOR).
NOTE:
The test is inhibited when AP engaged in NAV or
APPR mode.
C0776
Fig. 2
NAV − controls
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NAVIGATION, VOR/ILS/MARKER
Description
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Aircraft Operations Manual
1.
NAVIGATION, VOR/ILS/MARKER
Description
GENERAL
The VOR/ILS Marker system receives signals from
the selected station (VOR or ILS) and presents
them as navigation information on EFIS, RMI and a
VOR/ILS indicator. This information is also sent to
the FD/AP as guidance for navigation and approach. The station identification signal as well as
the Marker signals can be heard over the audio integrating system. This function, reception and generation of indicator and guidance data, is performed
by the navigation receiver. There are two such systems installed (only one marker system, part of
NAV 1 is used). The distribution of data is shown in
Fig. 1.
The VOR or ILS frequencies are selected on the
two control units, located on the glareshield panel.
When a VOR or ILS frequency is selected, the DME
frequency, if paired to that station, is also automatically selected.
Course
selector
Selected
course
Antennas
VOR/
LOC
GS
VOR/ILS
red flag
VOR/LOC
deviation
GS
deviation
VOR
direction
Marker
NAV
receiver
Control
unit
MFD
(if installed)
EHSI
Sel
freq
(VOR/ILS/
Marker)
Sel freq
To DME
FD/AP
Marker
signal
VOR/ILS
Ident
Marker
ident
VOR
direction
GS
deviation
VOR/ILS
deviation
VOR/ILS
red flag
EADI
EFIS
Audio integrating system
RMI
Analogue signals
GPWS/TAWS
VOR/ILS indicator
VOR/ILS indicator and RMI
A27945
Fig. 1
VOR/ILS/Marker system − schematic
15/3.1
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Aircraft Operations Manual
NAVIGATION, VOR/ILS/MARKER
Description
2.
MAIN COMPONENTS AND SUBSYTEMS
2.1
Control unit
The control unit can display two frequencies, one
active that tunes the receiver and one as standby
which easily can be made active. The unit is provided with the necessary controls for frequency
−and transfer selection. A selected DME station
can be retained by a HOLD mode and a new VOR/
ILS or DME frequency can be tuned without affecting DME function.
plays VOR in red on EFIS and a red NAV flag on
the VOR/ILS indicator. The flag also drives the RMI
VOR pointers to a 3 o’clock parking position.
ILS
The navigation receiver contains circuitry for the
VOR, ILS (Localizer and glideslope) and marker
functions.
When an ILS frequency is selected, both the localizer and the glideslope receivers are tuned to that
frequency. The receivers determinate the aircraft
movements with respect to received localizer and
glideslope signals and with selected localizer inbound course (CRS 1/CRS 2 knobs). The aircraft
movements are then converted into direct proportional localizer and glideslope deviations. The localizer and glideslope deviations and displayed on the
EADI and EHSI by LOC and GS symbols and on
the VOR/ILS indicator, by localizer and glideslope
bars.
VOR
Marker
Both a frequency and the course (CRS) to a station
has to be selected. The receiver then compares the
received radial with the selected course and calculates the deviation. The selected course and deviation is displayed on the EHSI and on the VOR/ILS
indicator. The deviation is Angular presented, as
announced on the EHSI by the letters ANG. The
RMI will display magnetic bearing to the received
VOR station.
The marker system receives the signals from the
marker beacon stations and determines which type
of marker is present. The station signals are then
modulates and presented on the EADI as follows:
2.2
Navigation receiver
− Angular means that the displayed deviation represents the angle between aircraft and selected
radial and is thus unaffected of distance.
TO and FROM indication is determined by the system from the selected course with respect to the
received radial.
The magnetic information for the presentation of the
course is received from the Attitude Heading Reference System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
of failure or no reception of selected station, dis-
− 400 Hz for outer marker (CYAN).
− 1300 Hz for middle marker (AMBER).
− 3000 Hz for inner (airway) marker (WHITE).
The marker audio signals are filtered out and made
audible via the audio integrating system.
2.3
Antennas
− A dual antenna is used for the VOR/LOC signals.
It is located on top of the fin.
− A dual antenna is also used for the glideslope
signals. This antenna is installed inside the nose
radome.
− The marker signals are received by an antenna
mounted on the bottom of the fuselage just forward of the wing.
15/3.1
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Aircraft Operations Manual
3.
NAVIGATION, VOR/ILS/MARKER
Description
CONTROLS AND INDICATORS
A
A
A NAV CONTROL UNIT
Photocell.
Controls display brightness.
Frequency display.
Upper display − Active frequency.
Lower display − Standby frequency.
Transfer switch.
When pressed, standby frequency moves to
upper display and becomes active.
Former active frequency moves to lower
display and becomes standby.
Frequency selector.
Small knob
− Controls the two right digits (kHz).
Large knob
− Controls the three left digits (kHz).
When the small knob is pulled out, standby
display goes off and the selector controls the
active display.
When the small knob is pushed in standby display
is returned and controlled by the selector.
A12093
Fig. 2
NAV − controls
15/3.1
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Aircraft Operations Manual
NAVIGATION, VOR/ILS/MARKER
Description
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K
Aircraft Operations Manual
1.
NAVIGATION, VOR/ILS/MARKER
Description
GENERAL
The VOR/ILS Marker system receives signals from
the selected station (VOR or ILS) and presents
them as navigation information on EFIS, RMI and a
VOR/ILS indicator. This information is also sent to
the FD/AP as guidance for navigation and approach. The station identification signal as well as
the Marker signals can be heard over the audio integrating system. This function, reception and generation of indicator and guidance data, is performed
by the navigation receiver. There are two such systems installed (only one marker system, part of
NAV 1 is used). The distribution of data is shown in
Fig. 1.
The VOR or ILS frequencies are selected on the
two control units, located on the glareshield panel.
When a VOR or ILS frequency is selected, the DME
frequency, if paired to that station, is also automatically selected.
Course
selector
Selected
course
Antennas
VOR/
LOC
GS
VOR/ILS
red flag
Marker
NAV
receiver
Control
unit
Sel
freq
(VOR/ILS/
Marker)
Sel freq
VOR/LOC
deviation
GS
deviation
VOR
direction
VOR/ILS
deviation
VOR/ILS
red flag
EADI
EFIS
FD/AP
Marker
signal
VOR/ILS
Ident
Marker
ident
VOR
direction
GS
deviation
To DME
MFD
(if installed)
EHSI
Audio integrating system
RMI
Analogue signals
GPWS/TAWS
VOR/ILS indicator
VOR/ILS indicator and RMI
A27945
Fig. 1
VOR/ILS/Marker system − schematic
15/3.1
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Apr 01/15
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Aircraft Operations Manual
NAVIGATION, VOR/ILS/MARKER
Description
2.
MAIN COMPONENTS AND SUBSYTEMS
2.1
Control unit
The control unit can display two frequencies, one
active that tunes the receiver and one as standby
which easily can be made active. The unit is provided with the necessary controls for frequency
−and transfer selection. A selected DME station
can be retained by a HOLD mode and a new VOR/
ILS or DME frequency can be tuned without affecting DME function.
A programmable Memory facility is also contained
in the control unit. The Memory provides nine pre−
programmed frequencies, by momentarily pressing
the CHAN button and thereafter, choose frequency
by means of the Frequency selector.
2.2
Navigation receiver
The navigation receiver contains circuitry for the
VOR, ILS (Localizer and glideslope) and marker
functions.
VOR
Both a frequency and the course (CRS) to a station
has to be selected. The receiver then compares the
received radial with the selected course and calculates the deviation. The selected course and deviation is displayed on the EHSI and on the VOR/ILS
indicator. The deviation is Angular presented, as
announced on the EHSI by the letters ANG. The
RMI will display magnetic bearing to the received
VOR station.
− Angular means that the displayed deviation represents the angle between aircraft and selected
radial and is thus unaffected of distance.
TO and FROM indication is determined by the system from the selected course with respect to the
received radial.
The magnetic information for the presentation of the
course is received from the Attitude Heading Refer-
ence System (AHRS). See AOM 15/8.1. The VOR
receiver also generates a flag signal which, in case
of failure or no reception of selected station, displays VOR in red on EFIS and a red NAV flag on
the VOR/ILS indicator. The flag also drives the RMI
VOR pointers to a 3 o’clock parking position.
ILS
When an ILS frequency is selected, both the localizer and the glideslope receivers are tuned to that
frequency. The receivers determinate the aircraft
movements with respect to received localizer and
glideslope signals and with selected localizer inbound course (CRS 1/CRS 2 knobs). The aircraft
movements are then converted into direct proportional localizer and glideslope deviations. The localizer and glideslope deviations and displayed on the
EADI and EHSI by LOC and GS symbols and on
the VOR/ILS indicator, by localizer and glideslope
bars.
Marker
The marker system receives the signals from the
marker beacon stations and determines which type
of marker is present. The station signals are then
modulates and presented on the EADI as follows:
− 400 Hz for outer marker (CYAN).
− 1300 Hz for middle marker (AMBER).
− 3000 Hz for inner (airway) marker (WHITE).
The marker audio signals are filtered out and made
audible via the audio integrating system.
2.3
Antennas
− A dual antenna is used for the VOR/LOC signals.
It is located on top of the fin.
− A dual antenna is also used for the glideslope
signals. This antenna is installed inside the nose
radome.
− The marker signals are received by an antenna
mounted on the bottom of the fuselage just forward of the wing.
15/3.1
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Aircraft Operations Manual
3.
NAVIGATION, VOR/ILS/MARKER
Description
CONTROLS AND INDICATORS
Photocell.
Controls display brightness.
Transfer button.
When momentarily pressed:
− Standby frequency moves to upper display and
becomes active.
− Former active frequency moves to lower display and
becomes standby.
When depressed for more than 2 seconds:
− Standby frequency display goes off.
A
A
− Frequency selectors control active frequency display.
When pressed again momentarily:
A NAV CONTROL UNIT WITH MEMORY − Standby frequency displayed again and function back
to normal.
When pressed in CHANNEL mode:
− Selected frequency becomes active and former active
frequency becomes standby.
When pressed in PROGRAM mode:
− Frequency selector controls either one of Upper/Lower
display for setup of Memory.
Frequency display.
Upper display − Active frequency.
Lower display − Standby frequency.
Frequency selector.
Large knob
− Controls the three left digits
(kHz).
Small knob
− Controls the two right digits
(kHz).
CHAN button.
When momentarily pressed:
− Unit enters 9 frequency’s CHANNEL mode.
− Select frequency with frequency selector then, press
CHAN or wait for 5 seconds (also see Transfer button).
− Selected frequency becomes standby.
When depressed and hold for more than 2 seconds:
− Unit enters PROGRAM mode for 9 frequency’s.
− Select CHANNEL to be programmed, then momentarily
press Transfer button.
− Selected frequency to be stored. (Flashing display
indicates which display is controlled by the frequency
selector.)
− For return to Normal, press CHAN or wait for 20 seconds.
The selected frequency will appear in lower
(standby) display.
See also ”Transfer button”.
A12094
Fig. 2
NAV − controls
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NAVIGATION, VOR/ILS/MARKER
Description
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Aircraft Operations Manual
NAVIGATION, VOR/ILS/MARKER
Description
B
A
Glideslope deviation display.
− Scale in white dots, moving Glide Path symbol in blue.
− In case of GS failure or no reception, GS within red
box will appear, flash for 10 s then become steady.
− In case of excessive GS deviation when between 90
and 600 ft radioheight the pointercolour will change to
yellow − back to normal − yellow etc. until deviation
within limit again.
Limit = 0,85 dot.
Localizer back course indication.
− The back course is automatically corrected
for by EFIS and annunciated by a yellow B/C
replacing the GS indication on the EADI/
EHSI. With the CRS selector set for the normal localizer inbound course, the LOC symbol
on the EADI is not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
Marker display.
OM in cyan
− Outer Marker.
MM in yellow − Middle Marker.
M in white
− Inner Marker.
NAV 2 selected course pointer (green).
ANG display (blue).
Angular presentation of VOR deviation
AOM 15/1.1 EFIS.
A L EHSI VOR/LOC DISPLAYS
NAV 2 is second course on left EHSI wich is
indicated by the dashed pointer.
Compass rose (white).
NAV 1 To−From indication.
Disappears when NAV 1 source red flag comes on.
No To−From indication on second course pointer.
NAV 1 VOR/LOC course deviation bar (cyan).
Disappears when NAV1 source red flag comes on.
Deviation scale (cyan).
NAV 2 VOR/LOC course deviation bar (green).
Disappears when NAV 2 source red flag comes on.
NAV 1 selected course pointer (cyan).
NAV source flag.
NAV selected course.
NAV 1 source in left corner (cyan). NAV 2
source in right corner (green). If no reception or
if system fails, indication turns red and flashes
for 10 s then steady.
VOR 1/LOC 1 in left corner (cyan).
VOR 2/LOC 2 in right corner (green).
A12112
Fig. 3
L EHSI − VOR display and L EADI − ILS/Marker display − indicators
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B L EADI ILS/MARKER DISPLAYS
Localizer deviation display.
− Scale in white dots, moving runway symbol in green.
− In case of localizer failure or no reception LOC within red box will appear, flash for 10 s then steady.
− In case of excessive LOC deviation when between
90 and 600 ft radioheight the pointer colour will
change to yellow − back to normal − yellow etc. until
deviation within limit again.
Limit = 0,25 dot.
Back course indication:
− The back course is automatically corrected for by
EFIS and annunciated by a yellow B/C replacing the
GS indication on the EADI/EHSI. With the CRS selector set for the normal localizer inbound course,
the LOC symbol on the EADI is not reversed when
flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
Glideslope−Localizer comparator caution.
− The comparator caution is enabled below 1000 ft
radio height.
− Comes on for a discrepancy of approx 1/2 dot for
GS and approx 1/3 dot for LOC. CWP.
− AVIONICS light will come on flashing togetherwith
master cautions. The AVIONICS light wil revert to
steady when caution is reset. The caution indication
will disappear when the error no longer exists.
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Description
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NAVIGATION, VOR/ILS/MARKER
Description
B
Glideslope deviation display.
− Scale in white dots, moving Glide Path symbo in blue.
− In case of GS failure or no reception, GS within red
box will appear, flash for 10s then become steady.
− In case of excessive GS deviation when between 90
and 600 ft radioheight the pointer colour will change
to yellow − back to normal yellow etc. until deviation
within limit again.
Limit = 0,85 dot.
Localizer back course indication.
− The back course is automatically corrected
for by EFIS and annunciated by a yellow B/C
replacing the GS indication on the EADI/
EHSI. With the CRS selector set for the normal localizer inbound course, the LOC symbol
on the EADI is not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
Marker display.
OM in cyan
− Outer Marker.
MM in yellow − Middle Marker.
M in white
− Inner Marker.
NAV 2 selected course pointer (green).
A
Compass rose (white).
ANG display (green).
Angular presentation of VOR deviation
AOM 15/1.1 EFIS.
A R EHSI VOR/LOC DISPLAYS
Deviation scale (green).
NAV 1 VOR/LOC course deviation bar (cyan).
Disappears when NAV source red flag comes on.
NAV 2 To−From indication.
Disappears when NAV 2 source red flag comes on.
No To−From indication on second course pointer.
ANG
NAV 2 VOR/LOC course deviation bar (green).
Disappears when NAV 2 source red flag comes on.
164
VOR 1
282
VOR 2
NAV 1 selected course pointer (cyan).
NAV 1 is second course on right EHSI wich
is indicated by the dashed pointer.
NAV source flag.
NAV 1 source in left corner (cyan). NAV 2
source in right corner (green). If no reception or
if system fails, indication turns red and flashes
for 10 s then steady.
NAV selected course.
VOR 1/LOC 1 in left corner (cyan).
VOR 2/LOC 2 in right corner (green).
A12698
Fig. 4
R EHSI − VOR display and R EADI − ILS/Marker display − indicators
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B R EADI ILS/MARKER DISPLAYS
Localizer deviation display.
− Scale in white dots, moving runway symbol in blue.
− In case of localizer failure or no reception LOC
within red box will appear, flash for 10s then
steady.
− In case of excessive LOC deviation when between
90 and 600 ft radioheight the pointer colour will
change to yellow − back to normal − yellow etc.
until deviation within limit again.
Limit = 0,25 dot.
Back course indication:
− The back course is automatically corrected for by
EFIS and annunciated by a yellow B/C replacing
the GS indication on the EADI/EHSI. With the CRS
selector set for the normal localizer inbound
course, the LOC symbol on the EADI is not reversed when flying:
− Inbound on the back course.
− Outbound on the localizer inbound course.
Glideslope−Localizer comparator caution.
− The comparator caution is enabled below 1000 ft
radio height.
− Comes on for a discrepancy of approx 1/2 dot for
GS and approx 1/3 dot for LOC. CWP.
− AVIONICS light will come on flashing together with
master cautions. The AVIONICS light will revert to
steady when caution is reset. The
caution indication will disappear when the error no longer exists.
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NAVIGATION, VOR/ILS/MARKER
Description
NOTE
When a VOR station selected:
− Glideslope deviation bar parks at “Fly Up” position without the glideslope warning flag visible.
CAUTION
When flying back course approach:
A
− The standby VOR/ILS indicator will reverse the
Localizer indication.
− Do not use the Glideslope indication.
A
A STANDBY VOR/ILS INDICATOR
Azimuth card.
VOR/LOC warning flag (red).
TO − FROM indication (white).
Glideslope deviation bar (white).
VOR/LOC deviation bar (white).
Omni Bearing Selector.
Glideslope warning flag (red).
A10136
Fig. 5
VOR/ILS indicator − controls and indicators
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NAVIGATION, VOR/ILS/MARKER
Description
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NAVIGATION, VOR/ILS/MARKER
Description
NOTE
When a VOR station selected:
− Glideslope deviation bar parks at ”Fly Up” position without the glideslope warning flag visible.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse
the Localizer indication.
− Do not use the Glideslope indication.
A
A
Azimuth card.
A STANDBY VOR/ILS INDICATOR
VOR/LOC warning flag (red).
TO − FROM indication (white).
Glideslope deviation bar (white).
VOR/LOC deviation bar (white).
Omni Bearing Selector.
Glideslope warning flag (red).
A10136
Fig. 1
VOR/ILS indicator − controls and indicators
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NAVIGATION, VOR/ILS/MARKER
Description
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NAVIGATION, VOR/ILS/MARKER
Description
A COURSE HEADING PANEL
Course selector.
Selected course indicated on EHSI.
B
A
B
(if installed)
B RADIO MAGNETIC INDICATOR
− CRS 1: NAV 1 course pointer.
− CRS 2: NAV 2 course pointer.
Magnetic heading index.
Warning flag (red).
Comes into view for heading or power supply
failures.
VOR 2 pointer (if VOR selected).
No station reception, VOR or power supply failure is indicated by pointer in parked position (3
o’clock).
VOR
VOR
ADF−VOR switch.
Selects information to the pointers.
VOR 1 pointer (if VOR selected).
No station reception,VOR or power supply failure is indicated by pointer in
parked position (3 o’clock).
Left switch
− single pointer.
Right switch
− double pointer
A10776
Fig. 2
RMI and Course Heading Panel − controls and indicators
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Aircraft Operations Manual
4.
NAVIGATION, VOR/ILS/MARKER
Description
ELECTRICAL POWER SUPPLY
VOR/ILS/Marker 1 . . . . . . . . . . . . . . . . . . . . . . . . . .
ESS AVIONIC BUS
E−16
NAV 1
VOR/ILS/Marker 2 . . . . . . . . . . . . . . . . . . . . . . . . . .
R AVIONIC BUS
L−15
NAV 2
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Aircraft Operations Manual
1.
NAVIGATION, VOR/ILS/MARKER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switch . . . . . . . . . . . . . . . . . . . . . . ON
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
2.2
NAV SYSTEM
TEST
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT AN ILS
FREQUENCY
2.
CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PRESENT
AIRCRAFT
HEADING
3.
TEST button (NAV control unit) . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− LOC goes to the right and GS goes down on EFIS and GS bar goes down on
VOR/ILS indicator.
− A 30 Hz marker tone is heard and marker indicated by flashing display. (NAV
1 only.)
− DME D, GSP, TTG readouts turns to dashes.
− Control unit enters and displays Diagnostics Fail Code mode (maintenance).
4.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
5.
Frequency Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT A VOR
FREQUENCY
6.
CRS knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT 360
7.
TEST button (NAV control unit) . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− Deviation bar on EHSI centered and TO indication, if course selected 360
(CRS 1 or CRS 2).(VOR/ILS Indicator not affected.)
− A 30 Hz marker tone is heard and marker indicated by flashing display
(NAV 1 only).
− DME D, GSP, TTG readouts turns to dashes.
− RMI pointer to 360 (VOR).
− Control unit enters and displays Diagnostics Fail Code mode (maintenance).
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
8.
2.3
PROGRAMMING OF THE
FREQUENCY
MEMORY
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
The Control unit contains four programmable memorycells.
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to select memorycell to be programmed.
2.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to enter program mode.
3.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Set frequency in memorycell.
4.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to store frequency.
− Control unit will also return to normal.
5.
To set up next memory frequency, proceed with item 1 above.
No activity for 3 seconds will return Control unit to normal display.
2.4
VOR
OPERATION
If RNAV installed
1.
SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
If RNAV not installed
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 3 below.
Frequency set up from the memory
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to MEM will step through the memory for choice of
frequency.
(Cont’d)
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CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
2.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency active.
3.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identification signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
6.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for correct indication.
9.
RMI switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
− Check RMI for correct indication.
NOTE
− The possibility of a wrong EHSI/RMI indication with correct call sign and NAV
source flag exists if the receiver is tuned 50 kHz off the ground station frequency. Always make sure the VOR receiver is correctly tuned by checking the frequency display.
CAUTION
Always assure proper ADF/VOR selection on the RMI before using the bearing
pointer information.
2.5
ILS
OPERATION
If RNAV installed
1.
SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
(Cont’d)
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CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
If RNAV not installed
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 3. below.
Frequency set up from the memory
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to MEM will step through the memory.
2.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency active.
3.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identification signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
6.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
8.
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
− Check for correct indication, glideslope and localizer.
NOTE
− If localizer indications differ on the two ILS, a go around shall be made unless
a crosscheck with other facilities definitely reveals the system giving the wrong
indication.
− If glideslope indications differ, always follow the one indicating more flyup until
overhead a fix (e.g. marker) where an altitude check can be made.
(Cont’d)
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CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal Localizer inbound course the LOC symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the Localizer inbound course.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the Localizer indication.
− Do not use the Glideslope indication.
2.6
MARKER
OPERATION
1.
MKR volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to give indication when marker passage.
− 4−8 seconds after start of OM flashing gives the most accurate positioning
overhead the outer marker.
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3.
3.1
3.2
NAVIGATION, VOR/ILS/MARKER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
ACTIONS
1.
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headset audio and circuits . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
INDICATIONS
No VOR indication and VOR flag is displayed in red.
No Localizer/Glideslope indication and LOC/GS flags are displayed in red.
No Marker Beacon indication at marker passage.
NO INDICATION
WHEN WITHIN
THE RANGE OF
SELECTED
STATION
ACTIONS
1.
NAV1 NAV2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
2.
26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
2.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
3.3
3.
CB’s E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . . CHECK/RESET
4.
End of procedure.
INDICATIONS
The RMI warning flag comes in view.
RMI FAILURE
ACTIONS
1.
26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
1.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
2.
End of procedure.
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3.4
NAVIGATION, VOR/ILS/MARKER
Operation
CONDITIONS
ABNORMAL PROCEDURES
NAV CONTROL
UNIT FAILURE
INDICATIONS
The control unit frequency display goes out.
ACTIONS
1.
CB’s, E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . CHECK/RESET
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NAVIGATION, VOR/ILS/MARKER
Operation
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Aircraft Operations Manual
1.
NAVIGATION, VOR/ILS/MARKER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switch . . . . . . . . . . . . . . . . . . . . . . ON
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
2.2
VOR
OPERATION
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
2.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
3.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4.
Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identification signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
5.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6.
CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check for correct indication.
8.
RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
NOTE
− The possibility of a wrong EHSI/RMI indication with correct call sign and NAV
source flag exists if the receiver is tuned 50 kHz off the ground station frequency. Always make sure the VOR receiver is correctly tuned by checking the frequency display.
CAUTION
Always assure proper ADF/VOR selection on the RMI before using the bearing
pointer information.
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CONDITIONS
2.3
ILS
OPERATION
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
2.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
3.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4.
Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identification signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
5.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6.
CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
7.
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
− Check for correct indication, glideslope and localizer.
NOTE
− If localizer indications differ on the two ILS, a go around shall be made unless
a crosscheck with other facilities definitely reveals the system giving the wrong
indication.
− If glideslope indications differ, always follow the one indicating more flyup until
overhead a fix (e.g. marker) where an altitude check can be made.
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal Localizer inbound course the LOC symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the Localizer inbound course.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the Localizer indication.
− Do not use the Glideslope indication.
2.4
MARKER
OPERATION
1.
MKR volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to give indication when marker passage.
− 4−8 seconds after start of OM flashing gives the most accurate positioning
overhead the outer marker.
15/3.2
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Aircraft Operations Manual
3.
3.1
3.2
NAVIGATION, VOR/ILS/MARKER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
ACTIONS
1.
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headset audio and circuits . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
INDICATIONS
No VOR indication and VOR flag is displayed in red.
No Localizer/Glideslope indication and LOC/GS flags are displayed in red.
No Marker Beacon indication at marker passage.
NO INDICATION
WHEN WITHIN
THE RANGE OF
SELECTED
STATION
ACTIONS
1.
NAV1 NAV2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
2.
26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
2.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
3.3
3.
CB’s E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . . CHECK/RESET
4.
End of procedure.
INDICATIONS
The RMI warning flag comes in view.
RMI FAILURE
ACTIONS
1.
26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
1.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
2.
End of procedure.
15/3.2
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Aircraft Operations Manual
3.4
NAVIGATION, VOR/ILS/MARKER
Operation
CONDITIONS
ABNORMAL PROCEDURES
NAV CONTROL
UNIT FAILURE
INDICATIONS
The control unit frequency display goes out.
ACTIONS
1.
CB’s, E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . CHECK/RESET
15/3.2
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NAVIGATION, VOR/ILS/MARKER
Operation
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Aircraft Operations Manual
1.
NAVIGATION, VOR/ILS/MARKER
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
ESS, L and R AVION switch . . . . . . . . . . . . . . . . . . . . . . ON
− The NAV systems are switched ON/OFF by ESS, L and R AVION switches.
2.2
PROGRAMMING OF THE
FREQUENCY
MEMORY
The Control unit contains nine programmable memorycells.
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
− Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
MEMORY CELL
− Any of the two knobs will control the memorycells.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When momentarily pressed gives frequency selector control over either
upper or lower display.
− Controlled display is flashing.
4.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
To program next frequency
5.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Proceed with item 2 above.
For return of Control unit to normal display
5.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
No activity for 20 seconds will also return Control unit to normal display.
2.3
VOR
OPERATING
If RNAV installed
1.
SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until VOR 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
(Cont’d)
15/3.2
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CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
If RNAV not installed
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 4. below.
Frequency set up from the memory
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press CHAN to enter the frequency memory.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOOSE
MEMORY
FREQUENCY
− Any one of the two knobs will control the memorycells.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press Transfer button to make chosen memory frequency
active.
− Or, no activity for 5 seconds will make chosen memory frequency standby
(STBY).
4.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
5.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6.
Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identification signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
7.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8.
CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9.
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
10.
RMI switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR
− Check RMI for correct indication.
(Cont’d)
15/3.2
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
NOTE
− The possibility of a wrong EHSI/RMI indication with correct call sign and NAV
source flag exists if the receiver is tuned 50 kHz off the ground station frequency. Always make sure the VOR receiver is correctly tuned by checking
the frequency display.
CAUTION
Always assure proper ADF/VOR selection on the RMI before using the bearing
pointer information.
2.4
ILS
OPERATION
If RNAV installed
1.
SELECT knob, DCP . . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until LOC 1 is displayed in the lower left corner of both EHSI.
− Proceed with frequency set up.
If RNAV not installed
Frequency set up
1.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 4. below.
Frequency set up from the memory
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press CHAN to enter the frequency memory.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY
− Any one of the two knobs will control the memorycells.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press Transfer button to make chosen memory frequency
active.
− Or, no activity for 5 seconds will make chosen memory frequency standby
(STBY).
4.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
5.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(Cont’d)
15/3.2
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
(Cont’d)
6.
Identify station.
− When identifying a VOR or ILS, observe that a DME associated with a VOR
or ILS localizer transmits its identification signal at 30 seconds intervals in
synchronization with the identification signal of the VOR or ILS localizer.
Since the DME and the VOR or ILS localizer have the same identity code
letters, the DME signal is recognized by a slight increase in strength during
transmission of the identity signal. In a 30 second period, the DME identification signal is thus transmitted once and the VOR or ILS localizer signal 3
times.
7.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8.
CRS knob, CHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET LOC
INBOUND
COURSE
9.
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND
CROSSCHECK
− Check for correct indication, glideslope and localizer.
NOTE
− If localizer indications differ on the two ILS, a go around shall be made unless a crosscheck with other facilities definitely reveals the system giving the
wrong indication.
− If glideslope indications differ, always follow the one indicating more flyup until
overhead a fix (e.g. marker) where an altitude check can be made.
CAUTION
The back course is automatically corrected for by EFIS and annunciated by a
yellow B/C replacing the GS indication on the EADI/EHSI.
With the CRS selector set for the normal Localizer inbound course the LOC
symbols on the EADI/EHSI are not reversed when flying:
− Inbound on the back course.
− Outbound on the Localizer inbound course.
CAUTION
When flying back course approach:
− The standby VOR/ILS indicator will reverse the Localizer indication.
− Do not use the Glideslope indication.
15/3.2
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Aircraft Operations Manual
CONDITIONS
2.5
MARKER
OPERATION
NAVIGATION, VOR/ILS/MARKER
Operation
NORMAL PROCEDURES
1.
MKR volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to give indication when marker passage.
− 4−8 seconds after start of OM flashing gives the most accurate positioning
overhead the outer marker.
15/3.2
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Aircraft Operations Manual
3.
3.1
3.2
NAVIGATION, VOR/ILS/MARKER
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
ACTIONS
1.
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headset audio and circuits . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
INDICATIONS
No VOR indication and VOR flag is displayed in red.
No Localizer/Glideslope indication and LOC/GS flags are displayed in red.
No Marker Beacon indication at marker passage.
NO INDICATION
WHEN WITHIN
THE RANGE OF
SELECTED
STATION
ACTIONS
1.
NAV1 NAV2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
2.
26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
2.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
3.3
3.
CB’s E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . . CHECK/RESET
4.
End of procedure.
INDICATIONS
The RMI warning flag comes in view.
RMI FAILURE
ACTIONS
1.
26 V inverter switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY INV
If dual Main Inverters installed:
1.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
− Select the other Inverter.
2.
End of procedure.
15/3.2
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Aircraft Operations Manual
3.4
NAVIGATION, VOR/ILS/MARKER
Operation
CONDITIONS
ABNORMAL PROCEDURES
NAV CONTROL
UNIT FAILURE
INDICATIONS
The control unit frequency display goes out.
ACTIONS
1.
CB’s, E−16 (NAV1), L−15 (NAV2) . . . . . . . . . . . . . . . . . CHECK/RESET
15/3.2
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NAVIGATION, VOR/ILS/MARKER
Operation
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Aircraft Operations Manual
1.
NAVIGATION, DME
Description
GENERAL
The Distance Measuring Equipment, DME, provides
slant distance to a ground station. The DME station
does not have to be specially selected if it is paired
with a selected ILS or VOR station. The Distance is
displayed on the EHSI together with Groundspeed
and Time To Go, both calculated from the DME information.
Distance, Groundspeed and Time To Go is also displayed on a DME indicator (if installed).
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Transceiver
The frequency information is received from the
VOR/ILS/Marker control unit as a serial data stream
which is transferred into a frequency control circuitry that tunes both the transmitter and the receiver.
The airborne system interrogates a ground station
by transmitting squitter pulses which are returned
as reply puls pairs by the ground station after a
fixed delay time equal for all stations. The airborne
system can distinguish the replay as its own signals
form other aircraft replays and measure the time
difference between transmitted and received signal
and thus determine the distance. This distance, the
straight line between the aircraft and the ground
station, is the slant range. Time To Go and
Groundspeed are both calculated and based upon
the rate of change of DME distance.
The inhibit circuits of the ATC transponder and
DME systems are interconnected in order to avoid
interference between the DME and the transponder.
The DME is inhibited when the transponder transmits and vice versa.
2.2
Control unit
DME controls is provided by the NAV control unit.
When a VOR/ILS frequency is selected the DME
frequency, if paired to that station, is also selected.
The DME frequency can also be Held in order to
select a new VOR/ILS or DME frequency without
affecting the previous selected DME station.
NAV
control
Sel. frequency
DME
serial
data
DME
receiver
MFD
if installed
DME
Audio
integrating
system
Ident
If no reply is received, the DME readout is replaced
by cyan (DME 1) or green (DME 2) dashes.
If DME system fails, the system generates a warning − the DME display is replaced by red dashes.
The DME 2 display will indicate red dashes if only
DME 1 installed.
EHSI
EFIS
Antenna
Fig. 1
DME System − schematic
The DME ground station also sends an identification signal which can be heard over the audio integrating system.
15/4.1
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PAGE
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Aircraft Operations Manual
3.
NAVIGATION, DME
Description
CONTROLS AND INDICATORS
A
A
A NAV CONTROL UNIT WITH MEMORY
Collins
ALSO SEE AOM 15/3.1 CII.
Function selector.
NORM − DME station or DME paired to active
VOR/ILS frequency in upper display.
HOLD − System holds DME station.
A new VOR/ILS or DME frequency can
be tuned without affecting DME function.
− Standby display will show the frequency of
the held DME station.
− Frequency selector controls active display.
TEST button.
When pressed and held:
− DME Distance, GSP, and TTG readouts
turns to dashes.
− DME audio gives ident AOK if no faults
have been detected.
A26685
Fig. 2
DME − controls
15/4.1
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Aircraft Operations Manual
1.
NAVIGATION, DME
Description
GENERAL
The Distance Measuring Equipment, DME, provides
slant distance to a ground station. The DME station
does not have to be specially selected if it is paired
with a selected ILS or VOR station. The Distance is
displayed on the EHSI together with Groundspeed
and Time To Go, both calculated from the DME information.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Transceiver
The frequency information is received from the
VOR/ILS/Marker control unit as a serial data stream
which is transferred into a frequency control circuitry that tunes both the transmitter and the receiver.
The airborne system interrogates a ground station
by transmitting squitter pulses which are returned
as reply puls pairs by the ground station after a
fixed delay time equal for all stations. The airborne
system can distinguish the replay as its own signals
form other aircraft replays and measure the time
difference between transmitted and received signal
and thus determine the distance. This distance, the
straight line between the aircraft and the ground
station, is the slant range. Time To Go and
Groundspeed are both calculated and based upon
the rate of change of DME distance.
If no reply is received, the DME readout is replaced
by cyan (DME 1) or green (DME 2) dashes.
The inhibit circuits of the ATC transponder and
DME systems are interconnected in order to avoid
interference between the DME and the transponder.
The DME is inhibited when the transponder transmits and vice versa.
2.2
Control unit
DME control is provided by the NAV control unit.
When a VOR/ILS frequency is selected the DME
frequency, if paired to that station, is also selected.
The DME frequency can also be Held in order to
select a new VOR/ILS or DME frequency without
affecting the previous selected DME station.
NAV
control
Sel. frequency
DME
serial
data
DME
receiver
MFD
if installed
DME
Audio
integrating
system
Ident
If DME system fails, the system generates a warning; the DME readouts are replaced by red dashes.
The DME 2 display will indicate red dashes if only
DME 1 installed.
The DME ground station also sends an identification signal which can be heard over the audio integrating system.
EHSI
EFIS
Antenna
Fig. 1
DME System − schematic
15/4.1
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Aircraft Operations Manual
3.
NAVIGATION, DME
Description
CONTROLS AND INDICATORS
DME HOLD
DEM HOLD switch.
OFF
− DME station or DME paired
to active VOR/ILS frequency
in upper display.
OFF
DME HOLD − System holds DME station.
A new VOR/ILS or DME
frequency can be turned
without affecting DME
function.
S
B
Y
NAV
ALSO SEE AOM 15/3.1 K.
A26686
Fig. 2
DME − controls
15/4.1
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PAGE
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Aircraft Operations Manual
1.
NAVIGATION, DME
Description
GENERAL
The Distance Measuring Equipment, DME, provides
slant distance to a ground station. The DME station
does not have to be specially selected if it is paired
with a selected ILS or VOR station. The Distance is
displayed on the EHSI together with Groundspeed
and Time To Go, both calculated from the DME information.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Transceiver
The frequency information is received from the
VOR/ILS/Marker control unit as a serial data stream
which is transferred into a frequency control circuitry that tunes both the transmitter and the receiver.
The airborne system interrogates a ground station
by transmitting squitter pulses which are returned
as reply puls pairs by the ground station after a
fixed delay time equal for all stations. The airborne
system can distinguish the replay as its own signals
form other aircraft replays and measure the time
difference between transmitted and received signal
and thus determine the distance. This Distance, the
straight line between the aircraft and the ground
station, is the slant range. Time To Go and
Groundspeed are both calculated and based upon
the rate of change of DME distance.
If no reply is received, the DME readout is replaced
by cyan (DME 1) or green (DME 2) dashes.
The inhibit circuits of the ATC transponder and
DME systems are interconnected in order to avoid
interference between the DME and the transponder.
The DME is inhibited when the transponder transmits and vice versa.
2.2
Control unit
DME control is provided by the NAV control unit.
When a VOR/ILS frequency is selected the, DME
frequency, if paired to that station, is also selected.
The DME frequency can also be Held in order to
select a new VOR/ILS or DME frequency without
affecting the previous selected DME station.
NAV
control
Sel. frequency
DME
serial
data
DME
receiver
MFD
if installed
DME
Audio
integrating
system
Ident
If DME system fails, the system generates a warning; the DME readouts are replaced by red dashes.
The DME 2 display will indicate red dashes if only
DME 1 installed.
The DME ground station also sends an identification signal which can be heard over the audio integrating system.
EHSI
EFIS
Antenna
Fig. 1
DME System − schematic
15/4.1
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Aircraft Operations Manual
3.
NAVIGATION, DME
Description
CONTROLS AND INDICATORS
ALSO SEE AOM 15/3.1 KO.
A
A
A NAV CONTROL UNIT WITH MEMORY
DME HOLD
DME HOLD switch.
OFF
− DME station or DME paired to active
VOR/ILS frequency in upper display.
DME HOLD − System holds DME station.
A new VOR/ILS or DME frequency
can be tuned without affecting DME
function.
OFF
S
B
Y
NAV
CHAN
A26687
Fig. 2
DME − controls
15/4.1
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NAVIGATION, DME
Description
NOTE: If DME 2 not installed right side DME
displayed will show red dashes.
ALSO SEE AOM 15/1.1 FOR DME PRESENTA−
TION IN MAP MODE.
A
Time To Go display.
− Time To Go display is cyan for left side and green
for right side.
− The time is in minutes.
− If no computed data, the display will be dashes in
normal colour.
− If system fails, the display will be red dashes,
flashing for 10s, then steady.
A EHSI DME DISPLAYS
GSP 134
TTG 5.0
VOR 1
D 37.6
Distance display.
− Distance display is cyan for left and green
for right side.
− Indicates distance in NM to selected DME
station.
− If in DME HOLD mode a yellow H will appear
after the readout and the letter D turns to
yellow.
− If no computed data, the display will be
dashes in normal colour.
− If system fails, the display will be red
dashes, flashing for 10s, then steady.
VOR 2
D 34.5H
Groundspeed display.
− Groundspeed display is cyan for left and
green for right side.
− The speed in knots is only accurate when
the aircraft is flying directly to or from the
selected DME station.
− If no computed data is available, the
display will be dashes in normal color.
− If system fails, the display will be red
dashes, flashing for 10s, then steady.
C0827
Fig. 3
EHSI, DME display − indicators
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Aircraft Operations Manual
NAVIGATION, DME
Description
A
A DISPLAY CONTROL PANEL
DH
INT
SECTOR
SELECT
DTA
ROSE
RA
TST
FD
RR
ET
BRG
DEV
Fig. 4
2ND
CRS
DTA, data button.
− When pushed, GSP, TTG, TAS, crosside
DME and NAV data are removed from
the EHSI.
− Next push restores the data.
Display Control Panel − controls
15/4.1
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Aircraft Operations Manual
A
NAVIGATION, DME
Description
VERTICAL NAVIGATION INDICATOR
DISTANCE display and annunciators
Indicates distance in NM from aircraft to path
capture when TO TRK annunciates NM and
to aimpoint when TO ALT annunciates NM.
Also see AOM 3.1 AUTOFLIGHT.
IF VNI INSTALLED
Fig. 5
VNI Indicator − distance indication
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Description
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NAVIGATION, DME
Description
DME TEST.
When NAV test button is pressed and
held, the DME INDICATOR will enter
and display the self−test diagnostic
mode (for maintenance use).
DME distance display in NM.
1 − DME system wired to channel 1 of
the indicator (maintenance).
A
A DME INDICATOR
1
DME
SELECT
2
DME SELECT switch.
− 1. Indicator displays DME 1
information.
− 2. Indicator displays DME 2
information.
PWR, power button.
− Push in − indicator ON.
− Next push, button out − indicator OFF.
HLD, hold annunciator.
Illuminates when selected DME
in HOLD mode.
SEL mode select button and display.
Sequentially press SEL button will display:
− KT groundspeed in knots.
− MIN time go, in minutes.
− ID station ident code.
Photocell.
Controls light intensity of display.
A26689
IF DME IND. INSTALLED.
Fig. 6
DME indicator − controls and indicators
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NAVIGATION, DME
Description
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4.
NAVIGATION, DME
Description
ELECTRICAL POWER SUPPLY
DME1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L AVIONIC BUS
E−17
DME1
DME2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R AVIONIC BUS
L−16
DME2
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Description
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1.
NAVIGATION, DME
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− The DME systems are switched ON/OFF by L and R AVION switches.
2.2
DME SYSTEM
TEST
1.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
2.
TEST button (NAV control unit) . . . . . . . . . . . . . . . . . . . PRESS AND
HOLD
− DME Distance, GSP and TTG readouts turns to dashes.
3.
TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
− Distance, GSP and TTG readouts turns back to normal.
− DME audio gives ident AOK if no faults have been detected.
2.3
PROGRAMMING OF THE
FREQUENCY
MEMORY
The control unit contains four programmable memorycells.
1.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to select memorycell to be programmed.
2.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to enter program mode.
3.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Set frequency in memorycell.
4.
STO button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press STO to store frequency.
− Control unit will also return to normal.
5.
To set up next memory frequency, proceed with item 1 above.
No activity for 3 seconds will return Control unit to normal display.
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Aircraft Operations Manual
2.4
NAVIGATION, DME
Operation
CONDITIONS
NORMAL PROCEDURES
OPERATION
If RNAV installed
1.
SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI’s.
− Proceed with item 1 below.
If RNAV not installed
1.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Frequency set up
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 3 below.
Frequency set up from the memory
2.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEM PRESS
− Momentarily press switch to MEM will step through the memory for choice
of frequency.
3.
XFR/MEM switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XFR PRESS
− Momentarily press switch to XFR will make chosen memory frequency active.
4.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
5.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6.
Identify station.
− An independent DME transmits its identification signal once every 30 seconds.
− A DME associated with a VOR or ILS localizer transmits its identification
signal at 30 seconds intervals in synchronization with the identification signal of the VOR or ILS localizer. Since the DME and the VOR or ILS localizer
have the same identity code letters, the DME signal is recognized by a
slight increase in strength during transmission of the identity signal. In a 30
second period the DME identification signal is thus transmitted once and
the VOR or ILS localizer signal 3 times.
7.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8.
DME readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, DME
Operation
NORMAL PROCEDURES
(Cont’d)
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations,
erroneous indications may result even if the proper NAV frequency has been
selected. Make sure that the DME station is positively identified before relying
on the DME readouts.
2.5
The selected DME station can be held, if the pilot decides to keep the selected
DME station tuned and select a different NAV frequency.
OPERATION IN
DME HOLD
1.
Function selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− Standby display will show the frequency of the held DME station.
− Frequency selector controls active display.
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Aircraft Operations Manual
3.
3.1
3.2
NAVIGATION, DME
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
ACTIONS
1.
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headsets and audio circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
NO DME
INDICATION
INDICATIONS
DME Distance, GSP and TTG readouts displays red dashes.
ACTIONS
1.
CB’s E−17 (DME 1), L−16 (DME 2) . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
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Aircraft Operations Manual
1.
NAVIGATION, DME
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− The DME systems are switched ON/OFF by L and R AVION switches.
2.2
OPERATION
1.
DME HOLD switch (above NAV control unit) . . . . . . . . OFF
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
3.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
4.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
Identify station.
− An independent DME transmits its identification signal once every 30 seconds.
− A DME associated with a VOR or ILS localizer transmits its identification
signal at 30 seconds intervals in synchronization with the identification signal of the VOR or ILS localizer. Since the DME and the VOR or ILS localizer
have the same identity code letters, the DME signal is recognized by a
slight increase in strength during transmission of the identity signal. In a 30
second period the DME identification signal is thus transmitted once and
the VOR or ILS localizer signal 3 times.
6.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
DME readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations,
erroneous indications may result even if the proper NAV frequency has been
selected. Make sure that the DME station is positively identified before relying
on the DME readouts.
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Aircraft Operations Manual
2.3
NAVIGATION, DME
Operation
CONDITIONS
NORMAL PROCEDURES
OPERATION IN
DME HOLD
The selected DME station can be held, if the pilot decides to keep the selected
DME station tuned and select a different NAV frequency.
1.
DME HOLD switch (above NAV control unit) . . . . . . . . DME HOLD
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− The held DME stations frequency is no longer related to the frequency displayed on the NAV control unit.
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3.
3.1
3.2
NAVIGATION, DME
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
ACTIONS
1.
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headsets and audio circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
NO DME
INDICATION
INDICATIONS
DME Distance, GSP and TTG readouts displays red dashes.
ACTIONS
1.
CB’s E−17 (DME 1), L−16 (DME 2) . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
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NAVIGATION, DME
Operation
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1.
NAVIGATION, DME
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− The DME systems are switched ON/OFF by L and R AVION switches.
2.2
PROGRAMMING OF THE
FREQUENCY
MEMORY
The control unit contains nine programmable memorycells.
1.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 2 SEC
− Momentarily press CHAN button for more than 2 seconds to enter program
mode.
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
MEMORYCELL
− Any one of the two knobs will control the memorycells.
3.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− When momentarily presses gives frequency selector control over either
upper or lower display.
− Controlled display is flashing.
4.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
To program next frequency
5.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Proceed with item 2 above.
For return of Control unit to normal display
5.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
No activity for 20 seconds will also turn Control unit to normal display.
2.3
OPERATION
If RNAV installed
1.
SELECT knob, L DCP . . . . . . . . . . . . . . . . . . . . . . . SET
− Rotate until VOR1 or LOC1 is displayed in the lower left corner of both
EHSI.
− Proceed with item 1 below.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, DME
Operation
NORMAL PROCEDURES
(Cont’d)
If RNAV not installed
1.
DME HOLD switch (above NAV control unit) . . . . . . . . OFF
Frequency set up
2.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . SET FREQUENCY
− Proceed with item 4 below.
Frequency set up from the memory
2.
CHAN button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press CHAN to enter the frequency memory.
3.
Frequency selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHOSE MEMORY
FREQUENCY
− Any one of the two knobs will control the memorycells for choice of frequency.
4.
Transfer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Momentarily press Transfer button to make chosen memory frequency active.
− Or, no activity for 5 seconds will make chosen memory frequency standby
(STBY).
5.
VOICE/IDENT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENT
6.
NAV volume lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
Identify station.
− An independent DME transmits its identification signal once every 30
seconds.
− A DME associated with a VOR or ILS localizer transmits its identification
signal at 30 seconds intervals in synchronization with the identification signal of the VOR or ILS localizer. Since the DME and the VOR or ILS localizer
have the same identity code letters, the DME signal is recognized by a
slight increase in strength during transmission of the identity signal. In a 30
second period the DME identification signal is thus transmitted once and
the VOR or ILS localizer signal 3 times.
8.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9.
DME readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, DME
Operation
NORMAL PROCEDURES
(Cont’d)
NOTE
Due to uncoordinated military (TACAN) and civil DME frequency allocations,
erroneous indications may result even if the proper NAV frequency has been
selected. Make sure that the DME station is positively identified before relying
on the DME readouts.
2.4
The selected DME station can be held, if the pilot decides to keep the selected
DME station tuned and select a different NAV frequency.
OPERATION IN
DME HOLD
1.
DME HOLD switch (above NAV control) . . . . . . . . . . . DME HOLD
− A yellow H will appear after the Distance readout and the letter D turns to
yellow.
− A new NAV frequency can be selected without affecting the DME.
− The held DME stations frequency is no longer related to the frequency displayed on the NAV control unit.
15/4.2
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Aircraft Operations Manual
3.
3.1
3.2
NAVIGATION, DME
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
NO AUDIO
SIGNAL
ACTIONS
1.
Frequency selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
2.
Headsets and audio circuits . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
End of procedure.
NO DME
INDICATION
INDICATIONS
DME Distance, GSP and TTG readouts displays red dashes.
ACTIONS
1.
CB’s E−17 (DME 1), L−16 (DME 2) . . . . . . . . . . . . . . . . CHECK/RESET
2.
End of procedure.
15/4.2
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Aircraft Operations Manual
1.
NAVIGATION, WEATHER RADAR
Description
GENERAL
The aircraft is provided with an airborne radar system which is used mainly for avoidance of severe
weather but can also be used for ground mapping.
The system will detect and present weather conditions in an angle of 90 degrees and to the range of
300 NM in front of the aircraft. Flight hazards due to
weather conditions are primarily the result of turbulence and hail. Wet hail can be detected by radar,
but turbulent air by itself will not provide a radar
echo. (Examples are clear−air turbulence and aircraft vortices.) Areas having high rainfall rates are
ordinarily associated with turbulence, and it is from
this rainfall that radar echoes are reflected and the
accompanying turbulence associated with the rainfall is implied. Small areas with extremely heavy
rainfall rate or large areas of moderate rainfall rate
can reduce the ability of the radar waves to penetrate and present a full picture of the weather area.
This may mask or cause strong targets at a farther
range to appear much less intense than they actually are. Always assume that all weather behind
another is at least one level higher than what’s being presented on the radar picture. Proper use of
the GAIN and TILT controls will aid the user in interpreting the displayed targets.
The receiver transmitter unit generates microwave
energy in the form of pulses. These pulses are then
transferred to the antenna where they are focused
into a beam by the antenna. The radar beam is
much like the beam of a flashlight. The energy is
focused and radiated by the antenna in such a way
that it is most intense in the center of the beam with
decreasing intensity near the edge. The same antenna is used for both transmitting and receiving.
When a pulse intercepts a target, the moisture (rain
drops and ice) present in clouds in front of the airRADAR
antenna
craft, reflects some of this energy to the antenna.
The reflected energy provides a measure of moisture intensity which is converted into a color code.
The radar color picture will therefore represent a
cross section of the cloud situation in front of the
aircraft.
Even though the color code corresponds to a certain amount of moisture, rain and ice, bear in mind
that the radar beam will also be reflected by the
ground surface, mountains etc. Therefore the pilot
must know his position before relying on the radar
picture being just weather.
The Weather Radar is a three color display system
and the picture can be presented on the EHSI and
the MFD (if installed).
The weather radar is not a go/no go signal, it is a
weather analysis instrument and must be used in
conjunction with a knowledge of the atmospheric
conditions. It should never be used to make a decision to fly through a convective weather system, but
as a guide of how far to circumnavigate it.
1.1
Operational Modes
Normal weather detection (NORM−position)
The signals representing echos from targets on different ranges are treated with a Sensitivity Time
Control, STC, which means that the target intensity
remains relatively constant for close−in ranges. The
radar beam power is higher but with lower resolution than for ground mapping.
Detectable weather is color coded with the black
screen representing no detectable moisture, while
detectable weather appears as one of three colors:
green, yellow, or red (least reflective to most reflective).
RADAR
Transceiver
RADAR
control
panel
EHSI
MFD
(if installed)
Fig. 1
WEATHER RADAR − schematic
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NAVIGATION, WEATHER RADAR
Description
The color code for the weather picture is:
WXR 200 COLOR
dbz
VIP−LEVEL
VIP−DEFINITIONS
BLACK
<20
−−
−−
Minimum detectable moisture level (weak).
GREEN
>20
1
YELLOW
>30
2
− Weak rainfall rate.
− Light to moderate turbulence is possible with lightning.
Medium moisture level.
− Moderate rainfall rate.
− Light to moderate turbulence is possible with lightning.
Strong moisture level.
3
>40
− Strong rainfall rate.
− Severe turbulence is possible with lightning.
Very strong moisture level.
4
− Very strong rainfall rate.
− Severe turbulence is likely with lightning.
Intense moisture level.
RED
>50
5
− Intensive rainfall rate.
− Severe turbulence is very likely with lightning, organized
wind gusts and hail.
Extreme moisture level.
>60
6
− Extreme rainfall rate.
− Severe turbulence is certain with large hail, lightning,
and extensive wind gusts.
VIP = Video Integrated Processor (U.S National Weather Service).
The shape of the radar beam is more narrow and
Weather detection with contour (WX−position)
with lower beam power than for weather detection
Normal weather detection with cycling cloud contour
in order to provide better resolution of the ground
(WX−position). Same weather detection as for
echo returns.
NORM mode and with the contouring areas of the
storm cell alternating between red and black at a
one−cycle−per−second rate. This is the core of the
storm cell. The contouring is to highlight the most
hazardous storm cells.
CAUTION
Do not rely on MAP mode only for navigation.
Ground mapping (MAP−position)
The signals representing ground echos are treated
with the Sensitivity Time Controller, STC, in order to
keep constant echo intensity for close−in ranges.
15/5.1
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NAVIGATION, WEATHER RADAR
Description
The colors for the ground picture are somewhat
changed:
that creates and controls the radar picture presented on EHSI and MFD from the digital information
sent by the transceiver.
WXR 200 COLOR DEFINITIONS
CYAN
Ground targets with low reflectivity.
YELLOW
Ground targets with moderate reflectivity.
MAGENTA
Ground targets with most reflectivity.
Target alert
Activated Target alert is indicated by a steady yellow boxed T on EHSI and MFD. When selected, T
is visible also with EHSI in ROSE mode and on the
MFD even if RDR mode is not selected. The T will
start to flash and alert the pilot if the signal strength
of the echo increases up to storm cell level and the
target is detected in a sector within 50 to 150 NM
and 15 of dead ahead regardless of selected
range.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Antenna
The ANT−212 antenna is 12 inch and is installed
inside the nose kevlar radome. It has a scan sector
of 90. The antenna is also stabilized up to 30 in
the pitch axis to compensate for aircraft movement
in order to have a stable scanning. The antenna is
not stabilized in roll, which causes parts of the radar
picture to disappear with roll movements of the aircraft. The antenna can be manually tilted between
15 from horizontal.
2.2
Transceiver
The transceiver operates in the X−band at a frequency of 9,345 GHz. It transmits and receives the
radar beam and transforms the result into digital
information fed to the radar control panel.
2.3
Weather radar control panel − WXP
The control panel is provided with the necessary
controls to select the various modes and functions.
The control panel also contains a microprocessor
15/5.1
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3.
NAVIGATION, WEATHER RADAR
Description
CONTROLS AND INDICATORS
TGT (target) button.
TGT selected, enables Target alert and is
indicated by a yellow steady T on the
EHSI/MFD. The T will start to flash and
alert the pilot if the signal strength of the
echo increases up to Red (VIP−Level 3)
and the target is detected in a sector within
50 to 150 NM and 15 of dead ahead
regardless of selected range.
A
HLD (Hold) button.
The picture is held without any update when
selected (push on/push off button).
Hold is indicated by HOLD flashing alternately
with the radar mode annunciator on EHSI/
MFD.
A WEATHER RADAR CONTROL PANEL
RANGE selector.
Selects operating range in NM.
MODE
TEST
STBY
OFF
NORM
WX
MAP
MIN
GAIN
RANGE
TGT
HLD
MAX
25
10
STB
+5
200
300
+10
0
−5
50 100
−10
STB (Stabilization) button.
Stabilization of the antenna is provided when
the button is pushed in. No stabilization when
the button is pushed a second time (out).
TILT
TILT control.
Adjust the antenna tilt angle.
Range 15.
MODE selector
STBY − Powered (warm up) but no energy
transmitted.
TEST − Internal test performed without any energy
transmission.
NORM − Normal weather detection.
WX
− Normal weather detection with cycling cloud
contour.
MAP − Ground mapping.
GAIN control (5−position switch).
The gain is highest in MAX position, with each
of the other four positions reducing receiver
sensitivity by 6 dbz. By reducing the gain, it is
possible to evaluate the relative severity of
the weather system because the weather
echos will gradually disappear from the radar
picture, leaving only the stronger echos. Reduced gain is indicated by GAIN flashing alternately with the radar mode annunciator on
EHSI/MFD. Do not leave the GAIN control reduced after use, always return to MAX position.
D0668
Fig. 2
Weather radar − controls
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NAVIGATION, WEATHER RADAR
Description
A DISPLAY CONTROL PANEL
DH
SELECT
SECTOR
INT
DTA
ROSE
RA
TST
B
A
A B
B EHSI SECTOR MODE/WEATHER
RADAR DISPLAY
FD
RR
ET
BRG
DEV
2ND
CRS
MODE selector.
Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
A yellow steady T is displayed when TGT button is
selected. The T will start to flash and alert the pilot
if the signal strength of the echo increases up to
Red (VIP−level 3) and the target is detected in a
sector within 50 to150 NM and 15 of dead
ahead regardless of selected range. If selected,
the T is visible also when ROSE mode is selected.
Radar echo display.
Colors depend on selected radar mode and echo
level.
Range arc and range in NM.
Cyan in NORM and WX mode, green in MAP
mode. The arc indicates half of selected range.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26778
Fig. 3
Display control panel and EHSI − controls and indicators
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NAVIGATION, WEATHER RADAR
Description
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Description
A
A
MFD RDR − MODE
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of
the echo increases up to Red (VIP−Level 3)
in a sector within 50 to 150 NM and  15of
dead ahead regardless of selected range. If
selected, the T is visible also when RDR
mode is not selected on the MFD.
Radar echo display.
Colors depend on selected radar mode
and echo level.
Range arc and range in NM.
Cyan in NORM and WX mode, green in
MAP mode. The arc indicates half of
selected range. If in RDR or combined
RDR−NAV mode, range will be controlled
from wx radar control panel. In NAV
mode, range is controlled by the Line
buttons,
, see AOM 15/1.1.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator.
A26692
Fig. 4
Multifunction display, MFD, in radar mode − controls and radar picture
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NAVIGATION, WEATHER RADAR
Description
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4.
NAVIGATION, WEATHER RADAR
Description
ELECTRICAL POWER SUPPLY
Radar power . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS
M−14
WX RADAR PWR
Radar stabilization . . . . . . . . . . . . . . . . . . . . . R INV BUS 115VAC
M−13
WX RADAR STAB
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Description
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1.
NAVIGATION, WEATHER RADAR
Description
GENERAL
The aircraft is provided with an airborne radar system which is used mainly for avoidance of severe
weather but can also be used for ground mapping.
The system will detect and present weather conditions in an angle of 120 degrees and to the range of
300 NM in front of the aircraft. Flight hazards due to
weather conditions are primarily the result of turbulence and hail. Wet hail can be detected by radar,
but turbulent air by itself will not provide a radar
echo. (Examples are clear−air turbulence and aircraft vortices.) Areas having high rainfall rates are
ordinarily associated with turbulence, and it is from
this rainfall that radar echoes are reflected and the
accompanying turbulence associated with the rainfall is implied. Small areas with extremely heavy
rainfall rate or large areas of moderate rainfall rate
can reduce the ability of the radar waves to penetrate and present a full picture of the weather area.
This may mask or cause strong targets at a farther
range to appear much less intense than they actually are. Always assume that all weather behind
another is at least one level higher than whats being
presented on the radar picture. Proper use of the
RANGE, GAIN and TILT controls will aid the user in
interpreting the displayed targets.
The receiver transmitter unit generates microwave
energy in the form of pulses. These pulses are then
transferred to the antenna where they are focused
into a beam by the antenna. The radar beam is
much like the beam of a flashlight. The energy is
focused and radiated by the antenna in such a way
that it is most intense in the center of the beam with
decreasing intensity near the edge. The same antenna is used for both transmitting and receiving.
When a pulse intercepts a target, the moisture (rain
drops and ice) present in clouds in front of the aircraft, reflects some of this energy back to the antenna. The reflected energy provides a measure of
moisture intensity which is converted to a color
code. The radar color picture will therefore represent a cross section of the cloud situation in front of
the aircraft.
Even though the color code corresponds to a certain amount of moisture, rain and ice, bear in mind
that the radar beam will also be reflected by the
ground surface, mountains etc. therefore the pilot
must know his position before relying on the radar
picture being just weather.
The Weather Radar is a four color display system
and the picture can be presented on both EHSI’s
and the MFD (if installed).
The weather radar is not a go/no go signal, it is a
weather analysis instrument and must be used in
conjunction with a knowledge of the atmospheric
conditions. It should not be used to make a decision
to fly through a convective weather system, but as
a guide of how far to circumnavigate it.
1.1
Operational Modes
Normal weather detection (NORM−position)
The signals representing echos from targets on different ranges are treated with a Sensitivity Time
Control, STC, which means that the target intensity
remains relatively constant for close in ranges. The
radar beam power is higher but with lower resolution than for ground mapping.
Detectable weather is color coded with the black
screen representing no detectable moisture, while
detectable weather appears as one of four colors:
green, yellow, red, or magenta (least reflective to
most reflective).
In some weather conditions echoes at a certain distance and density could absorb enough beam energy to cause a very low level, if any, return signal to
the radar (leaving a shadow area beyond the echo).
This will cause the PAC alert (Path Attenuation
Correction) bar to appear on the radar picture extending beyond the absorbing echo which alerts the
pilot about possible hidden severe weather beyond
the displayed echo. However, the pilot is still the
master and should be monitoring the radar picture
as the PAC alert has levels which have to be exceeded before PAC alert bar comes on.
Observe that the PAC function is intended for
weather detection modes only. Using a weather
detection mode and downward tilt to produce a
ground map will probably produce a display which
makes correct interpretation more difficult. The PAC
circuits interprets the return signals from ground
targets as intense storm targets and tries to com-
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NAVIGATION, WEATHER RADAR
Description
pensate for attenuated signal, resulting in the PAC
alert bar to appear. In MAP mode, the PAC alert is
disabled.
RADAR
Transceiver
RADAR
antenna
EHSI
RADAR
control
panel
MFD
(if installed)
Fig. 1 WEATHER RADAR − schematic
The color code for the weather picture is:
WXR 350 COLOR
dbz
VIP−LEVEL
VIP−DEFINITIONS
BLACK
<20
−−
−−
Minimum detectable moisture level (weak).
GREEN
>20
1
YELLOW
>30
2
− Weak rainfall rate.
− Light to moderate turbulence is possible with lightning.
Medium moisture level.
− Moderate rainfall rate.
− Light to moderate turbulence is possible with lightning.
Strong moisture level.
3
RED
>40
− Strong rainfall rate.
− Severe turbulence is possible with lightning.
Very strong moisture level.
4
− Very strong rainfall rate.
− Severe turbulence is likely with lightning.
Intense moisture level.
>50
5
MAGENTA
− Intensive rainfall rate.
− Severe turbulence is very likely with lightning, organized
wind gusts and hail.
Extreme moisture level.
>60
6
− Extreme rainfall rate.
− Severe turbulence is certain with large hail, lightning,
and extensive wind gusts.
VIP = Video Integrated Processor (U.S National Weather Service)
Weather detection with contour (WX−position)
NORM mode and with the contouring areas of the
storm cell alternating between red and black at a
Normal weather detection with cycling cloud contour
one−cycle−per−second rate. This is the core of the
(WX−position). Same weather detection as for
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NAVIGATION, WEATHER RADAR
Description
storm cell. The contouring is to highlight the most
hazardous storm cells.
between 15 from the aircraft’s x−axis or from horizontal with stabilization selected.
Ground mapping (MAP−position)
2.2
The signals representing ground echos are treated
with the Sensitivity Time Controller, STC, in order to
keep constant echo intensity for close−in ranges.
The shape of the radar beam is more narrow and
with lower beam power than for weather detection
in order to provide better resolution of the ground
echo returns.
CAUTION
Do not rely on MAP mode only for navigation.
The colors for the ground picture are somewhat
changed:
Transceiver
The transceiver works in the X−band at a frequency
of 9,345 GHz. It transmits and receives the radar
beam and transforms the result into digital information fed to the radar control panel.
2.3
Weather radar control panel − WXP
The control panel is provided with the necessary
controls to select the various modes and functions.
The control panel also contains the microprocessor
that creates and controls the radar picture presented on EHSI and MFD from the digital information
sent by the transceiver.
WXR 350 COLOR DEFINITIONS
CYAN
Ground targets with low reflectivity.
YELLOW
Ground targets with moderate reflectivity.
MAGENTA
Ground targets with most reflectivity.
Target alert
Activated Target alert is indicated by a steady yellow boxed T on EHSI and MFD. When selected the,
T is visible also with EHSI in ROSE mode and on
the MFD even if RDR mode is not selected. The T
will start to flash and alert the pilot if the signal
strength of the echo increases up to storm cell level
and the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless of selected range.
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Antenna
The ANT−312 or ANT−318 antenna is installed in
the nose of the aircraft and covered with a kevlar
radome. It has a scan sector of 120. The antenna
is also stabilized up to 30 in roll and pitch to compensate for aircraft movement in order to have a
stable scanning. The antenna can be manually tilted
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3.
NAVIGATION, WEATHER RADAR
Description
CONTROLS AND INDICATORS
TGT (target) button.
TGT selected, enables Target alert and is
indicated by a yellow steady “T” on the
EHSI/MFD. The “T” will start to flash and
alert the pilot if the signal strength of the
echo increases up to Red (VIP−Level 3) and
the target is detected in a sector within 50 to
150 NM and 15 of dead ahead regardless
of selected range.
A
HLD (Hold) button.
The picture is held without any update when
selected (push on/push off button).
Hold is indicated by HOLD flashing alternately
with the radar mode annunciator on EHSI/
MFD.
A WEATHER RADAR CONTROL PANEL
RANGE selector.
Selects operating range in NM.
MODE
TEST
STBY
OFF
NORM
WX
MAP
MIN
GAIN
RANGE
TGT
HLD
MAX
25
10
STB
+5
200
300
+10
0
−5
50 100
−10
STB (Stabilization) button.
Stabilization of the antenna is provided when
the button is pushed in. No stabilization when
the button is pushed a second time (out).
TILT
TILT control.
Adjust the antenna tilt angle.
Range 15.
MODE selector
STBY − Powered (warm up) but no energy
transmitted.
TEST − Internal test performed without any energy
transmission.
NORM − Normal weather detection with PAC alert.
WX
− Normal weather detection with PAC alert
and cycling cloud contour.
MAP − Ground mapping.
GAIN control (5−position switch).
The gain is highest in MAX position, with each
of the other four positions reducing receiver
sensitivity by 6 dbz. By reducing the gain, it is
possible to evaluate the relative severity of
the weather system because the weather
echos will gradually disappear from the radar
picture, leaving only the stronger echos. Reduced gain is indicated by GAIN flashing alternately with the radar mode annunciator on
EHSI/MFD. Do not leave the GAIN control reduced after use, always return to MAX position.
D0668
Fig. 2
Weather radar − controls
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NAVIGATION, WEATHER RADAR
Description
A
DISPLAY CONTROL PANEL
DH
SELECT
SECTOR
INT
DTA
ROSE
RA
TST
B
A
B
A
B
EHSI SECTOR MODE/WEATHER
RADAR DISPLAY
FD
RR
ET
BRG
DEV
2ND
CRS
MODE selector.
Weather radar display is added to the EHSI
sector picture when RR position is selected
(and with radar switched on).
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of the
echo increases up to RED (VIP−LEVEL 3)
and the target is detected in a sector within
50 to 150 NM and  15of dead ahead
regardless of selected range. If selected, the
T is visible also when ROSE mode is
selected.
Radar echo display.
Colors depend on selected radar mode
and echo level.
Range arc and range in NM.
Cyan in NORM and WX mode, green in
MAP mode. The arc indicates half of
selected range.
Mode annunciator.
OFF, STBY, TEST, NORM, WX or MAP in white.
GAIN or HOLD can also be displayed alternately
with the Mode annunciator.
A26777
Fig. 3
Display control panel and EHSI − controls and indicators
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NAVIGATION, WEATHER RADAR
Description
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Description
A
A
MFD RDR − MODE
Target mode.
A yellow steady T is displayed when TGT
button is selected. The T will start to flash
and alert the pilot if the signal strength of
the echo increases up to RED (VIP−Level 3)
in a sector within 50 to 150 NM and  15of
dead ahead regardless of selected range. If
selected, the T is visible also when RDR
mode is not selected on the MFD.
Radar echo display.
Colors depend on selected radar mode
and echo level.
Range arc and range in NM.
Cyan in NORM and WX mode, green in
MAP mode. The arc indicates half of
selected range. If in RDR or combined
RDR−NAV mode, range will be controlled
from the radar control panel. In NAV
mode, range is controlled by the Line
buttons,
, see AOM 15/1.1.
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV display, if both RDR
and NAV selected.
RDR annunciated in green when button
depressed. Mode annunciator OFF, STBY,
TEST, NORM, WX or MAP in cyan. GAIN or
HOLD can also be displyed alternatley with
the Mode annunciator.
IF MFD INSTALLED
WXR 200/350
A26692
Fig. 4
Multifunction display, MFD, in radar mode − controls and radar picture
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Apr 01/15
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NAVIGATION, WEATHER RADAR
Description
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NAVIGATION, WEATHER RADAR
Description
Yellow PAC alert bar.
Shadowed area.
Radar beam absorbing
echoes.
A26886
Fig. 5
EHSI/MFD radar picture with PAC alert (MFD shown)
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4.
NAVIGATION, WEATHER RADAR
Description
ELECTRICAL POWER SUPPLY
Radar power . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS
M−14
WX RADAR PWR
Radar stabilization . . . . . . . . . . . . . . . . . . . . . R INV BUS 115VAC
M−13
WX RADAR STAB
15/5.1
COLLINS WXR 350
PAGE
Apr 01/15
10
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Aircraft Operations Manual
1.
NAVIGATION, WEATHER RADAR
Description
GENERAL
The aircraft is provided with an airborne radar system which is used mainly for avoidance of severe
weather but can also be used for ground mapping.
The system will detect and present weather conditions in an angle of 120 degrees and to the range of
300 NM in front of the aircraft. Flight hazards due to
weather conditions are primarily the result of turbulence and hail. Wet hail can be detected by radar,
but turbulent air by itself will not provide a radar
echo. (Examples are clear−air turbulence and aircraft vortices.) Areas having high rainfall rates are
ordinarily associated with turbulence, and it is from
this rainfall that radar echoes are reflected and the
accompanying turbulence associated with the rainfall is implied. Small areas with extremely heavy
rainfall rate or large areas of moderate rainfall rate
can reduce the ability of the radar waves to penetrate and present a full picture of the weather area.
This may mask or cause strong targets at a farther
range to appear much less intense than they actually are. Always assume that all weather behind
another is at least one level higher than whats being
presented on the radar picture. Proper use of the
RANGE, GAIN and TILT controls will aid the user in
interpreting the displayed targets.
The receiver transmitter unit generates microwave
energy in the form of pulses. These pulses are then
transferred to the antenna where they are focused
into a beam by the antenna. The radar beam is
much like the beam of a flashlight. The energy is
focused and radiated by the antenna in such a way
that it is most intense in the center of the beam with
decreasing intensity near the edge. The same antenna is used for both transmitting and receiving.
When a pulse intercepts a target, the moisture (rain
drops and ice) present in clouds in front of the aircraft, reflects some of this energy back to the antenna. The reflected energy provides a measure of
moisture intensity which is converted to a color
code. The radar color picture will therefore represent a cross section of the cloud situation in front of
the aircraft.
The radar also provides turbulence detection in
which the system uses the Doppler principle of frequency shift to detect and display precipitation re-
lated turbulence. The radar cannot detect clear air
turbulence or turbulence not precipitation related.
Even though the color code corresponds to a certain amount of moisture, rain and ice, bear in mind
that the radar beam will also be reflected by the
ground surface, mountains etc. therefore the pilot
must know his position before relying on the radar
picture being just weather.
The Weather Radar is a four color display system
and the picture can be presented on both EHSI’s
and the MFD (if installed).
The weather radar is not a go/no go signal, it is a
weather analysis instrument and must be used in
conjunction with a knowledge of the atmospheric
conditions. It should not be used to make a decision
to fly through a convective weather system, but as
a guide of how far to circumnavigate it.
1.1
Operational Modes
Normal weather detection (WX−position)
The signals representing echos from targets on different ranges are treated with a Sensitivity Time
Control, STC, which means that the target intensity
remains relatively constant for close−in ranges. The
radar beam power is higher but with lower resolution than for ground mapping.
Detectable weather is color coded with the black
screen representing no detectable moisture, while
detectable weather appears as one of four colors:
green, yellow, red, or magenta (least reflective to
most reflective).
In some weather conditions echoes at a certain distance and density could absorb enough beam energy to cause a very low level, if any, return signal to
the radar (leaving a shadow area beyond the echo).
This will cause the PAC alert (Path Attenuation
Correction) bar to appear on the radar picture extending beyond the absorbing echo which alerts the
pilot about possible hidden severe weather beyond
the displayed echo. However, the pilot is still the
master and should be monitoring the radar picture
as the PAC alert has levels which have to be exceeded before PAC alert bar comes on.
15/5.1
COLLINS TWR 850
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Apr 01/15
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NAVIGATION, WEATHER RADAR
Description
Observe that the PAC function is intended for
weather detection modes only. Using a weather
detection mode and downward tilt to produce a
ground map will probably produce a display which
makes correct interpretation more difficult. The PAC
RADAR
antenna
circuit interprets the return signals from ground targets as intense storm targets and tries to compensate for the attenuated signal, resulting in the PAC
alert bar to appear. In MAP mode, the PAC alert is
disabled.
RADAR
Transceiver
RADAR
control
panel
EHSI
MFD
(if installed)
Fig. 1
WEATHER RADAR − schematic
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NAVIGATION, WEATHER RADAR
Description
The color code for the weather picture is:
TWR 850 COLOR
dbz
VIP−LEVEL
VIP−DEFINITIONS
BLACK
<20
−−
−−
Minimum detectable moisture level (weak).
GREEN
>20
1
YELLOW
>30
2
− Weak rainfall rate.
− Light to moderate turbulence is possible with lightning.
Medium moisture level.
− Moderate rainfall rate.
− Light to moderate turbulence is possible with lightning.
Strong moisture level.
3
RED
>40
− Strong rainfall rate.
− Severe turbulence is possible with lightning.
Very strong moisture level.
4
− Very strong rainfall rate.
− Severe turbulence is likely with lightning.
Intense moisture level.
>50
5
MAGENTA
− Intensive rainfall rate.
− Severe turbulence is very likely with lightning, organized
wind gusts and hail.
Extreme moisture level.
>60
6
− Extreme rainfall rate.
− Severe turbulence is certain with large hail, lightning,
and extensive wind gusts.
Turbulence related to precipitation.
MAGENTA
−−
−−
− In WX+T or TURB mode only and for turbulence greater
than 16.4 ft/s (5 m/s) (moderate turbulence).
VIP = Video Integrated Processor (U.S National Weather Service)
Weather with turbulence (WX+T−position)
lence where the wind velocity exceeds 16.4 ft/s (5
m/s).
Same weather detection as for WX mode but also
allows precipitation related turbulence to be detected on the 5, 10, 25 and 50 NM ranges. (Turbulence cannot be detected at ranges greater than 50
NM). Same color code as for normal weather detection except that magenta indicates both most reflective precipitation and precipitation related turbu-
Turbulence detection only (TURB−position)
TURB mode instantly removes all weather echoes
from the display except for areas of detectable precipitation related turbulence, which appears in magenta. The TURB position of the MODE selector is
spring loaded, meaning the selector must be held in
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NAVIGATION, WEATHER RADAR
Description
the TURB position. Releasing the selector returns it
to the WX+T position and restores the full weather
radar display. By removing the green, yellow, red
and magenta precipitation echoes from the display,
the areas of turbulence can be observed alone. As
in the WX+T mode, the turbulence can only be detected in the 5, 10, 25, and 50 NM ranges.
Ground mapping (MAP−position)
The signals representing ground echos are treated
with the Sensitivity Time Controller, STC, in order to
keep constant echo intensity for close−in ranges.
The shape of the radar beam is more narrow and
with lower beam power than for weather detection
in order to provide better resolution of the ground
echo returns. The PAC alert and ground clutter suppression (GCS) functions are disabled in MAP
mode.
CAUTION
Do not rely on MAP mode only for navigation.
The colors for the ground picture are somewhat
changed:
TWR 850 COLOR DEFINITIONS
CYAN
Ground targets with low reflectivity.
GREEN
Ground targets with moderate reflectivity.
YELLOW
Ground targets with strong
reflectivity.
MAGENTA
Ground targets with most reflectivity.
Target alert (TGT−position)
Activated Target alert mode is annunced on the
EHSI and MFD by a yellow box with the letters TGT
inscribed. When selected, the annunciator is visible
also with EHSI in ROSE mode and on the MFD
even if RDR mode is not selected. The target mode
provides an alert sector from 7 to 200 NM and 15
degree of dead ahead regard−less the selected
range. The TGT annunciator will start to flash and
alert the pilot if an echo inside the sector increases
up to Red (VIP−3 level). If the wind velocity also
exceeds 16.4 ft/s (5 m/s) the flashing annunciation
will alternate between TGT and TRB (turbulence).
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
Physical description
The system consists of two separate units, the
Receiver−Transmitter−Antenna and the weather
radar panel. The mechanical feature of the TWR
850 radar is its compact construction, combining
the receiver, transmitter and antenna into a single
unit. The forward part of this unit is the flat−plate
antenna. Directly behind the antenna is the RF assembly, consisting of the transmitter and receiver.
Mating the antenna and receiver−transmitter eliminates the need for waveguide.
2.2
Antenna
The RTA−854 antenna plate is 14 inch and installed
in the nose of the aircraft and covered with a kevlar.
It has a scan sector of 120. The antenna is also
stabilized up to 30 in roll and pitch to compensate
for aircraft movement in order to have a stable
scanning. The antenna can be manually tilted between 15 from the aircraft’s x−axis or from horizontal with stabilization selected.
2.3
Transceiver
The transceiver works in the X−band at a frequency
of 9,345 GHz. It transmits and receives the radar
beam and transforms the result into digital information fed to the radar control panel.
2.4
Weather radar control panel − WXP
The control panel is provided with the necessary
controls to select the various modes and functions.
The control panel also contains the microprocessor
that creates and controls the radar picture presented on EHSI and MFD from the digital information
sent by the transceiver.
15/5.1
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Aircraft Operations Manual
3.
NAVIGATION, WEATHER RADAR
Description
CONTROLS AND INDICATORS
MODE selector.
Rotate this knob to select system operating
modes.
STBY − Turns on the system but does not
allow it to transmit.
TEST − Causes the radar self−test display
to appear.
TGT
− Allows targets to be detected but
not displayed.
MAP
− Use this mode for ground mapping.
WX
− Basic weather detection mode. Targets
may appear in green, yellow, red or
magenta.
WX+T − Same as WX but also allows precipita−
tion related turbulence to be detected
on the 5, 10, 25, and 50 mile ranges.
TURB − Removes all targets except detected
areas of precipitation related turbulence
which appear in magenta.
A
GCS (Ground Clutter Suppression) button.
Press and release the GCS button to reduce the
intensity of ground returns.
STB (Stabilization) button.
Press the STB button to turn on the radar antenna
stabilization circuits.
This makes the precipitation returns easier to see.
The pilot should note that the GCS feature may
also reduce the intensity of, or completely
eliminate weaker precipitation returns. For this
reason, the GCS feature times out after approximately 10 seconds. When selected, GCS is
annunciated on EHSI/MFD.
The STB button is latching and is normally left in
the on (or pushed in) position. Antenna stabilization is turned off in the event of an attitude input
signal failure. When STB is off, USTB is annunciated on EHSI/MFD.
SEC (Sector Scan) button.
Press the SEC button to reduce the normal 120
degree scan (60 degrees either side of center) to a
60 degree scan (30 degrees either side of center).
A WEATHER RADAR CONTROL PANEL
Reducing the sector scan effectively increases the
radar update rate. Press the SEC button again to
return to the full 120 degree scan. Annunciation is
via the reduced size of the range arcs.
RANGE selector.
Rotate this knob to select the maximum display
range.
Note that turbulence can only be detected on the
5, 10, 25, or 50 mile range. Half scale range is
annunciated on EHSI/MFD.
GAIN control.
Rotate this knob to change the gain of the radar
receiver above or below the CAL (calibrated) setting.
Normal system operation is with the knob in the
CAL position. Settings other than CAL are annunciated on EHSI/MFD (e.g. G+2, G−3).
Each step reduces or increases the receiver sensitivity by 6dbz for a total of 18 dbz. By reducing
the gain, it is possible to evaluate the relative severity of the weather system because the weather echos will gradually disappear from the radar
picture leaving only the stronger echos. Do not
leave the GAIN control reduced or increased after
use, always return to CAL position.
HLD (Hold) button.
Press the HLD button to ”freeze” the display for
detailed analysis of targets.
The display remains in the hold mode until the HLD
button is pressed again, or until a change in mode,
range, gain GCS or SEC occurs, or until the
MODE switch is turned OFF. Target updating does
not occur when HLD is selected. Annunciation is
on EHSI/MFD and consists of HOLD alternating
with the selected mode (HOLD−WX−HOLD−WX).
C0799
Fig. 2
Weather Radar − controls
COLLINS TWR 850
AUTO (Autotilt) switch.
Pull out on the AUTO knob to select the autotilt
feature.
15/5.1
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Apr 01/15
5
O2
TILT Control.
Rotate this knob to change the tilt angle of the
stabilized radar antenna.
All tilt settings are annunciated on EHSI/MFD to
the nearest quarter of a degree (e.g. +10.5, −5.2).
Autotilt is designed to reduce pilot workload. First
the pilot uses the TILT control to adjust the antenna to the optimum tilt angle for the present range
and flight altitude. After this is done, select autotilt
by selected, changing ranges or altitudes causes
the antenna to automatically tilt up or down to
maintain the same ratio of tilt angle to range that
were preset prior to selecting autotilt. Annunciation is on EHSI/MFD with an ”A” placed before
the tilt angle (e.g. A +5,6, etc.)
Aircraft Operations Manual
NAVIGATION, WEATHER RADAR
Description
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Aircraft Operations Manual
NAVIGATION, WEATHER RADAR
Description
B
B EHSI SECTOR MODE/WEATHER RADAR DISPLAY
A
Radar echo display.
Colors depend on selected radar mode and echo
level.
A DISPLAY CONTROL PANEL
DH
INT
SECTOR
ROSE
FD
RR
ET
SELECT
GCS (Ground Clutter Suppression) in white.
Indicates that ground clutter suppression is
selected.
TGT
ET 02:23
TTG 5.0
ÇÇÇÇ
ÇÇÇÇÇ
ÇÇÇÇ
ÇÇÇÇÇ
ÇÇÇÇ
ÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇ
DEV
103
082
D 12.3
D 34.5H
VOR 1
BRG
VOR 2
2ND
CRS
MODE selector.
Weather radar display is added to the
EHSI sector picture when RR position is
selected (and with radar switched on).
Mode annunciator in white.
OFF
STBY
TEST
TGT
MAP
WX
WX+T
TURB
If hold selected, HOLD will alternate with the
selected radar mode.
C0847
Fig. 3
−19C
ANG
DTA
RA
TST
GSP 220
Display control panel and EHSI − controls and indicators
15/5.1
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PAGE
Apr 01/15
7
O2
TGT target and TRB turbulence annunciator
in yellow.
The target mode provides an alert sector from
7 to 200 NM and  15 degree of dead ahead
regardless of the selected range. The TGT
annunciator will start to flash and alert creases
up to Red (VIP−level 3). If the wind velocity also
excess 16.4 ft/s (5 m/s) the flashing annunciation will alternate between TGT and TRB
(turbulence).
USTB unstabilized in white.
Indicates that antenna stabilization is turned off.
Range arc and range in NM.
The arc indicates half of selected range. The
color is cyan in modes STBY, TEST, WX,
WX+T and TURB, dashed white lines in TGT
and a white solid line in MAP.
Gain annunciator in white.
Selected gain setting out of CAL position is annunced
by G−1, G−2 or G−3 for reduced gain and G+1, G+2
or G+3 for increased.
Tilt setting annunciator in white.
The tilt settings are annunced to the nearest
quarter of a degree (+10.5, −5.2).If auto−tilt is
selected, an A is placed before the tilt angle
(A+8.5).
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NAVIGATION, WEATHER RADAR
Description
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NAVIGATION, WEATHER RADAR
Description
RDR button.
Enables radar display on MFD. Radar display
can be mixed with NAV displya, if both RDR
and NAV selected.
RDR annunciated in green when
button depressed.
TGT target and TRB turbulence annunciator in yellow.
The target mode provides an alert sector
from 7 to 200 NM and  15 degree of dead
ahead regardless of the selected range.
The TGT annunciator will start to flash and
alert creases up to Red (VIP−Level 3).
If the wind velocity also exceess 16.4 ft/s
(5 m/s) the flashing annunciation will alternate between TGT and TRB (turbulence).
A
USTB unstabilized in white.
Indicates that antenna stabilization is
turned off.
Radar echo display.
Colors depend on selected radar mode and echo
level.
Range arc and range in NM.
The arc indicates half of selected range. If in
RDR or combined RDR−NAV mode, range
will be controlled from the radar control
panel. In NAV mode, range is controlled by
the Line buttons,
, see AOM 15/1.1.
The color is cyan in modes STBY, TEST,
WX, WX−T and TURB, dashes white Lines
in TGT and a white solid Line in MAP.
GCS (Ground Clutter Suppression) in white.
Indicates that ground clutter suppression is
selected.
Mode annunciator in white.
OFF
STBY
TEST
TGT
MAP
WX
WX+T
TURB
If hold selected, HOLD will alternate with the
selected radar mode.
Gain annunciator in white.
Selected gain setting out of CAL position is
annunced by G−1, G−2 or G−3 for reduced
gain and G+1, G+2 or G+3 for increased.
A26888
Fig. 4
Multifunction display, MFD, in radar mode − controls and radar picture
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Tilt setting annunciator in white.
The tilt setting are annunced to the nearest
quarter of degree (+10.5, −5.2). If auto−tilt is
selected, an A is placed before the tilt angle
(A+8.5).
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NAVIGATION, WEATHER RADAR
Description
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NAVIGATION, WEATHER RADAR
Description
Yellow PAC alert bar.
Shadowed area.
Radar beam absorbing echoes.
A26887
Fig. 5
EHSI/MFD radar picture PAC alert (MFD shown)
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Aircraft Operations Manual
4.
NAVIGATION, WEATHER RADAR
Description
ELECTRICAL POWER SUPPLY
Radar power . . . . . . . . . . . . . . . . . . . . . . . . . R AVIONIC BUS
M−14
WX RADAR PWR
Radar stabilization . . . . . . . . . . . . . . . . . . . . . R INV BUS 115VAC
M−13
WX RADAR STAB
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Aircraft Operations Manual
1.
NAVIGATION, WEATHER RADAR
Operation
LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON.
− Power is supplied to the radar by L and R AVION switches.
2.
MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.*
− 115 V AC and 26 V AC via left AHRS (provided the 26 V switch is in MAIN
INV position) are applied for radar antenna stabilization.
3.
MODE selector, weather radar panel . . . . . . . . . . . . . . STBY.
− Radar powerized (warm up) but no energy transmitted.
* If dual main 115 V AC and 26 V AC inverts installed:
2.2
POWER DOWN
2.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
1.
TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET UP MAX.
− Tilt max up is for ground safety reasons.
2.
MODE selector, weather radar panel . . . . . . . . . . . . . . STBY.
− Radar can also be switched off with MODE selector in OFF position.
2.3
TESTING
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR.
2.
RANGE selector (weather radar panel) . . . . . . . . . . . . 10.
3.
MODE selector (weather radar panel) . . . . . . . . . . . . . TEST.
− After approx 30−60 s a test picture will be displayed.
4.
Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− Check to comply with Fig. 1.
(Cont’d)
15/5.2
COLLINS WXR 200
PAGE
Apr 01/15
1
S
Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
5.
Test picture for WXR 200 system.
RED / FLASHING
YELLOW
GREEN
Fig. 1
2.4
OPERATION
If radar picture to be displayed on MFD (if installed)
1.
RDR pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Proceed with item 2 below.
If radar picture to be displayed on EHSI
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2.
Mode selector (weather radar panel) . . . . . . . . . . . . . . AS REQUIRED
− NORM
− WX
− MAP
3.
Mode indication on EHSI/MFD . . . . . . . . . . . . . . . . . . . . CHECK
4.
RANGE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
− Each click reduces the receiver sensitivity by 6 dbz.
(Cont’d)
15/5.2
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PAGE
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2
S
Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
− By reducing GAIN, weather echoes will gradually disappear from the radar
picture, leaving only the stronger echoes.
− Do not leave the GAIN control reduced after use, always return to MAX
position.
6.
TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− +10 to −5 is useful for weather detection (with STB selected).
− 0 to −10 is useful for ground mapping (with STB selected).
7.
TGT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT OR
AS REQUIRED
− Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and  15 degrees ahead of the aircraft regardless of range selected.
− Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).
8.
HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Radar picture is held without any update, if selected
(push−on/push−off button).
9.
STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
− Enables stabilization of radar antenna.
10.
Radar picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Adjust picture with RANGE, GAIN, TILT and display intensity for best results.
15/5.2
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NAVIGATION, WEATHER RADAR
Operation
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Aircraft Operations Manual
1.
NAVIGATION, WEATHER RADAR
Operation
LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON.
− Power is supplied to the radar by L and R AVION switches.
2.
MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.*
− 115 V AC and 26 V AC via left AHRS (provided the 26 V switch is in MAIN
INV position) are applied for radar antenna stabilization.
3.
MODE selector, weather radar panel . . . . . . . . . . . . . . STBY.
− Radar powerized (warm up) but no energy transmitted.
* If dual main 115 V AC and 26 V AC inverts installed:
2.2
POWER DOWN
2.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
1.
TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET UP MAX.
− Tilt max up is for ground safety reasons.
2.
MODE selector, weather radar panel . . . . . . . . . . . . . . STBY.
− Radar can also be switched off with MODE selector in OFF position.
2.3
TESTING
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR.
2.
RANGE selector (weather radar panel) . . . . . . . . . . . . 10.
3.
MODE selector (weather radar panel) . . . . . . . . . . . . . TEST.
− After approx 30−60 s a test picture will be displayed.
4.
Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK.
− Check to comply with Fig. 1.
(Cont’d)
15/5.2
COLLINS WXR 350
PAGE
Apr 01/15
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
5.
Test picture for WXR 350 system.
YELLOW
MAGENTA
RED / FLASHING
YELLOW
GREEN
Fig. 1
2.4
OPERATION
If radar picture to be displayed on MFD (if installed)
1.
RDR pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Proceed with item 2 below.
If radar picture to be displayed on EHSI
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2.
Mode selector (weather radar panel) . . . . . . . . . . . . . . AS REQUIRED
− NORM
− WX
− MAP
3.
Mode indication on EHSI/MFD . . . . . . . . . . . . . . . . . . . . CHECK
4.
RANGE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
− Each click reduces the receiver sensitivity by 6 dbz.
− By reducing GAIN, weather echoes will gradually disappear from the radar
picture, leaving only the stronger echoes.
(Cont’d)
15/5.2
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
− Do not leave the GAIN control reduced after use, always return to MAX
position.
6.
TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− +10 to −5 is useful for weather detection (with STB selected).
− 0 to −10 is useful for ground mapping (with STB selected).
7.
TGT button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT OR
AS REQUIRED
− Gives flashing target alert on EHSI (yellow boxed T), when a storm cell is
detected within 50 to 150 NM and  15 degrees ahead of the aircraft regardless of range selected.
− Helpful if other modes than weather radar has been selected on EFIS (i.e.
compass rose mode).
8.
HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Radar picture is held without any update, if selected
(push−on/push−off button).
9.
STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
− Enables stabilization of radar antenna.
10.
Radar picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Adjust picture with RANGE, GAIN, TILT and display intensity for best results.
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NAVIGATION, WEATHER RADAR
Operation
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Aircraft Operations Manual
1.
NAVIGATION, WEATHER RADAR
Operation
LIMITATIONS
WARNING
Do not operate radar within 60 m / 180 ft of other aircraft being refueled or within 30 m / 90 ft of personnel
in the beam area.
2.
NORMAL OPERATION
CONDITIONS
2.1
POWER UP
NORMAL PROCEDURES
1.
L and R AVION switches . . . . . . . . . . . . . . . . . . . . . . . . . ON
− Power is supplied to the radar by L and R AVION switches.
2.
MAIN INV switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON*
− 115 V AC and 26 V AC via left AHRS (provided the 26 V switch is in MAIN
INV position) are applied for radar antenna stabilization.
3.
MODE selector, weather radar panel . . . . . . . . . . . . . . STBY
− Radar powerized (warm up) but no energy transmitted.
* If dual main 115 V AC and 26 V AC inverts installed:
2.2
POWER DOWN
2.
INVERTER switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
1.
TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET UP MAX
− Tilt max up is for ground safety reasons.
2.
MODE selector, weather radar panel . . . . . . . . . . . . . . STBY
− Radar can also be switched off with MODE selector in OFF position.
2.3
TESTING
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2.
RANGE selector (weather radar panel) . . . . . . . . . . . . ANY POSITION.
3.
MODE selector (weather radar panel) . . . . . . . . . . . . . TEST
− After approx 30−60 s a test picture will be displayed.
4.
Test picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Check to comply with Fig. 1.
(Cont’d)
15/5.2
COLLINS TWR 850
PAGE
Apr 01/15
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
5.
Test picture for TWR 850 system.
B3638
Fig. 1
2.4
OPERATION
If radar picture to be displayed on MFD (if installed)
1.
RDR pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
− Proceed with item 2 below.
If radar picture to be displayed on EHSI
1.
Mode selector, DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
2.
Mode selector (weather radar panel) . . . . . . . . . . . . . . AS REQUIRED
− TGT
− MAP
− WX
− WX+T
− TURB
3.
Mode indication on EHSI/MFD . . . . . . . . . . . . . . . . . . . . CHECK
4.
RANGE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
(Cont’d)
15/5.2
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
5.
SEC button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− 120 degrees scan
− 60 degrees scan
6.
GAIN control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAL
− Each click out of CAL position reduces (−1, −2, −4,) or
increases (+1, +2, +3) the receiver sensitivity by 6 dbz.
− By reducing GAIN, weather echoes will gradually disappear from the radar
picture, leaving only the stronger echoes.
− Do not leave the GAIN control reduced after use, always return to CAL position.
7.
TILT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− +10 to −5 is useful for weather detection (with STB selected).
− 0 to −10 is useful for ground mapping (with STB selected).
8.
AUTO switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Autotilt is selected when switch is pulled out.
9.
HLD button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Radar picture is held without any update, if selected
(push−on/push−off button).
10.
STB button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
− Enables stabilization of radar antenna.
11.
GCS button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
− Ground clutter suppression reduces the intensity of ground returns, if selected (push−on/push−off button).
12.
Radar picture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
− Adjust picture with RANGE, GAIN, TILT and display intensity for best results.
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COLLINS TWR 850
PAGE
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Aircraft Operations Manual
NAVIGATION, WEATHER RADAR
Operation
THIS PAGE INTENTIONALLY LEFT BLANK !
15/5.2
COLLINS TWR 850
PAGE
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Aircraft Operations Manual
2.5
NAVIGATION, WEATHER RADAR
Operation
CONDITIONS
NORMAL PROCEDURES
GAIN
CONTROL
Operators must recognize that reducing the gain of the system reduces the
effective range and the sensitivity of the system. The variable GAIN control
should only be used to reduce the receivers sensitivity to aid in determining
the relative intensity of multiple thunderstorms and locating embedded cells in
a rain front at low altitude and in terminal areas − not to locate a path to penetrate the storm area. As the gain is reduced the red areas of the target will
eventually be displayed as yellow and the yellow areas will turn into green.
The red area that is the last to change to next lower level is the strongest part
of the target. If there is a large area of red displayed and the pilot desires to
know which way to deviate to avoid the strongest part of the cell, he may reduce the gain slowly and note which part of the target remains red longest.
That is the strongest part of the red return and the area to avoid by the greatest distance.
Reducing the gain when ground mapping through light rainfall will clear up the
ground picture. GAIN is flashed on the display whenever a reduced gain
mode is selected. Do not leave the GAIN control reduced after use, always
return to MAX (CAL for TWR 850) position.
WXR 200
How to see the difference between a strong cell and a severe thunderstorm.
Example:
− Red color comes on at a reflectivity over 40 dbz.
− Strong and very strong cells have reflectivities in excess of 40 dbz.
− Severe thunderstorms have reflectivities in excess of 50 dbz.
− Each click on the GAIN control reduces the receiver sensitivity with 6 dbz.
All cells in a weather system that still indicates red after the GAIN has been
reduced two clicks, must be treated as severe thunderstorms.
WXR 350/TWR 850
The WXR 350 weather radar has a fifth color, magenta, which comes on at a
reflectivity exceeding 50 dbz.
2.6
HOLD BUTTON
The (weather) hold function allows the pilot to evaluate storm direction and
rate of movement relative to the aircraft’s present heading. The hold function
will provide the greatest assistance when used on longer ranges. On shorter
ranges, the weather situation can change too rapidly to justify using the hold
function.
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Aircraft Operations Manual
2.7
NAVIGATION, WEATHER RADAR
Operation
CONDITIONS
NORMAL PROCEDURES
TILT SETTINGS
(with STB
selected)
The radar beam is a narrow cone with a beam width of 6 for 18 inch antenna,
7 for 14 antenna and 8 for 12 inch antenna and it sweeps in a plane relative
to earth. The tilt control is used to vary the sweep of the beam up or down with
respect to the plane of the earth. The key to best weather radar effectivity is
precision antenna tilt management for detection, analyzing and avoiding hazardous convective weather handling of the TILT control allows the pilot to
measure precipitation densities, the height of a storm, rain core shapes, rain
gradients or even distinguish between weather and ground echoes. Described further on are some technics to manipulate the TILT control for best
weather detections.
1.
Finding the calibrated 0 tilt
With STB selected the 0 index on the TILT control should normally position
the radar beam in parallel to the surface of the earth. (We can ignore the earth
curvature up to 60 NM distances.) This will be true only if the radar antenna
has been properly aligned with precision instruments like by the aircraft
manufacture. However, experience has shown that the alignment will sometimes deviate after workshop visits and overhauls of the radar system. Therefore the tilt index must be checked and calibrated before the pilot can rely on
the tilt effectivity.
If we bear in mind that everything connected with tilt management is angular,
we will find that when tilt is changed in degrees, the beam is displaced up or
down a certain numbers of feet dependent on the distance from the aircraft.
The numbers of feet at a particular distance can easily be calculated by this
formula:
distance x 100 = feet per degree.
One degree of tilt change moves the beam up or down 100 feet at one NM
from he antenna.
At 5 NM the movement is 5 x 100 = 500 feet. At 12,5 NM; 12,5 x 100 = 1250
feet etc. This formula can now easily be applied to determine the time zero tilt.
On a clear day, start with level off the aircraft and set a normal cruise speed,
over flat terrain.
With STB selected, turn the tilt down until the ground echo is displayed from
the range arc and out. Then identify the altitude AGL and the arc range in the
following table. By adjusting the tilt with the value taken from the table, the
radar beam will be leveled in parallel with the surface of the earth . Now, any
difference between this tilt setting and the 0 TILT index is a result of misalignment.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
12 INCH ANTENNA (WXR 200)
ALTITUDE
AGL
2 000
4 000
6 000
8 000
10 000
12 000
14 000
16 000
18 000
20 000
22 000
25 000
27 000
29 000
31 000
Arc range
5 nm
0
+ 4
+ 8
+ 12
+ 16
−
−
−
−
−
−
−
−
−
−
12,5 nm
− 2.5
− 1
+ 1
+ 2.5
+ 4
+ 5.5
+ 7
+ 9
+ 10.5
+ 12
+ 13.5
+ 16
−
−
−
25 nm
− 3
− 2.5
− 1.5
− 1
0
+ 1
+ 1.5
+ 2.5
+ 3
+
+
+
+
+
+
4
5
6
7
7.5
8.5
50 nm
− 3.5
− 3
− 2.5
− 2.5
− 2
− 1.5
− 1
− 1
− 0.5
0
0.5
1
1.5
2
2.5
+
+
+
+
+
14 INCH ANTENNA (TWR 850)
ALTITUDE
AGL
2 000
4 000
6 000
8 000
10 000
12 000
14 000
16 000
18 000
20 000
22 000
25 000
27 000
29 000
31 000
Arc range
5 nm
+ 0.5
+ 4.5
+ 8.5
+ 12.5
+ 16.5
−
−
−
−
−
−
−
−
−
−
12,5 nm
− 2
− 0.5
+ 1.5
+ 3
+ 4.5
+ 6
+ 7.5
+ 9.5
+ 11
+ 12.5
+ 14
+ 16.5
−
−
−
25 nm
− 2.5
− 2
− 1
− 0.5
+ 0.5
+ 1.5
+ 2
+ 3
+ 3.5
+
+
+
+
+
+
50 nm
− 3
− 2.5
− 2
− 2
− 1.5
− 1
− 0.5
− 0.5
0
4.5
5.5
6.5
7,5
8
9
+
+
+
+
+
+
0.5
1
1.5
2
2.5
3
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
18 INCH ANTENNA (WXR 350)
ALTITUDE
AGL
2 000
4 000
6 000
8 000
10 000
12 000
14 000
16 000
18 000
20 000
22 000
25 000
27 000
29 000
31 000
2.
Arc range
5 nm
+ 1
+ 5
+ 9
+ 13
+ 17
−
−
−
−
−
−
−
−
−
−
12,5 nm
− 1.5
0
+ 2
+ 3.5
+ 5
+ 6.5
+ 8
+ 10
+ 11.5
+ 13
+ 14.5
+ 17
−
−
−
25 nm
− 2
− 1.5
− 0.5
0
+ 1
+ 2
+ 2.5
+ 3.5
+ 4
50 nm
− 2.5
− 2
− 1.5
− 1.5
− 1
− 0.5
0
0
+ 0.5
+
+
+
+
+
+
+
+
+
+
+
+
5
6
7
8
8.5
9.5
1
1.5
2
2.5
3
3.5
The parked position
Any time when not operating the radar RANGE and TILT controls the radar
should be set to the parked position. The idea is to set up the radar so that the
radar beam slightly tilted down to provide ground returns from a certain distance and outwards relative the selected range. With this setting on the radar
the pilot is given a fast and certain mean to insure the radar is functioning and
most important, a possibility to recognize radar shadows.
With ground returns displayed on the indicator;
− any prominent echo that works back inside the ground returns is probable
weather.
− any echo that can not be identified as a city, hill, mountain peak or geological structure is a weather system.
− if black areas start to grow from the outer edge of the ground return on the
indicator and inwards, the aircraft is approaching a radar shadow.
− any echoes that changes rapidly in size, shape or intensity is a dynamic
weather system.
− If the indicator goes totally black, the radar has failed.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
With the parked position selected, the pilot can also easily measure the clearance to an object. Suppose that an echo working back toward the aircraft, is
fading out at the 30 NM range. The echo has faded because it has worked
back under the radar beam. Fading out at 30 NM means that the echo − whatever it is − will be cleared by about 1200−1500 feet (depending on which antenna). If the echo fades out at 2 NM it will be cleared by less than 800−1000
feet, if at all. The formula is: half the beam width + 1 x range x 100. Beam width
is 6 for 18 inch antenna, 7 for 14 inch and 8 for 12 inch.
To find the parked position, set the tilt down one degree. Then adjust the
range control so that the ground is being painted on the outer one−third
to one−half of the indicator. The following table shows range setting versus
altitude and distance from where the ground return is painted.
12 INCH ANTENNA (WXR 200)
ALTITUDE
AGL
Distance from where ground
return is painted in nm.
Radar range
setting
2000
4000
4
8
10
6000
8000
10000
12
16
20
24
28
32
36
12000
14000
16000
18000
20000
22000
25000
27000
29000
31000
25
50
40
44
50
54
58
62
100
(Cont’d)
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CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
14 INCH ANTENNA (TWR 850)
ALTITUDE
AGL
Distance from where ground
return is painted in nm.
2000
4.5
4000
6000
8000
9
13.5
18
22.5
27
10000
12000
14000
16000
18000
20000
22000
25000
27000
29000
31000
31
35.5
40
44.5
49
55.5
60
64.5
69
Radar range
setting
10
25
50
100
18 INCH ANTENNA (WXR 350)
ALTITUDE Distance from where ground
return is painted in nm.
AGL
Radar range
setting
2000
5
10
4000
6000
8000
10
15
20
25
10000
12000
14000
16000
25
30
35
40
50
18000
20000
22000
25000
27000
29000
31000
45
50
55
63
68
73
76
100
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
3.
Tilt up position
If the tilt is precisely positioned so the bottom of the beam sweeps on a plane
parallel to the earth’s surface, the radar will detect and display objects that
intrude through the flight level of the aircraft. This tilt position can be set by
using a simple technique.
Set the tilt so that ground returns are being displayed for example from the 50
NM arc outward. Then drop the thousands from the aircraft height (AGL), divided by 5, and move the tilt up that number of degrees
Example:
Flying at flight level 210, assume that the present ground elevation is 1000
feet, the height AGL will be about 20000 feet, and 20 divided by 5 equals 4.
Then note the tilt setting with the bottom of the beam sweeping on the 50 NM
arc, then increase tilt by the number of degrees equal to the calculation (4 degrees).
The calculation can also be made with other range settings.
NM arc
Divided by
5
12.5
25
50
100
150
0.5
1.25
2.5
5
10
15
If finding the calibrated 0 tilt technique has been conducted. The Tilt up position can also be performed by moving the tilt up one−half beam width from the
calibrated 0 tilt position.
One−half beam width is: 3 for 18 inch antenna, 3.5 for 14 inch antenna and
4 for 12 inch antenna.
4.
Measure the height of a radar target
The tilt can also be used to determine the height of a radar target. Slowly increase the tilt in 1 increments from the setting calculated above until the
echo becomes so weak that it almost disappears from the display. The bottom
of the beam is now barely overscanning the top of the target. Now calculate
the height of the target relative to the aircraft’s altitude with this formula:
Distance to the target multiplied by 100 multiplied by the number of degrees
the tilt was increased equals targets radar height.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
Example:
A target is displayed at 50 NM with the bottom of the beam leveled at the aircraft altitude. After increasing tilt, the echo disappeared at 4. Now calculate
the height of the target like this:
50 x 100 x 4 = 20000 feet
The radar top of the target is 20000 feet above the aircraft.
Observe that this method measures the radar top of the target, it does not
measure total storm height, hazards may exist several thousands feet above
the radar top. The method can also be used to measure radar tops below the
aircraft altitude in the same manner by adjust the tilt downward . The method
will work with airborne radars out to a distance of 60 NM. Beyond that, the
curvature of the earth and some other factors render it unreliable.
A repetition of the height determining method is recommended in 2 to 3 minute intervals when approaching a weather system to monitor whether the
storm is growing in height or dissipating. Rapid growth in radar height of the
weather above 20000 to 30000 feet, indicates a very hazardous weather system. Experience has proven that the hazards associated with a weather system are directly proportional to its radar height. In terminal areas, any storm
with a radar top exceeding 20000 feet AGL is a potential killer.
5.
+ 10 tilt.
Sometimes there is just no time for much knob tweaking and calculating during a busy approach. In those cases the + 10 on the tilt method is to prefer.
Execute the method every 2 minutes for best efficiency. With + 10 on the tilt,
echoes displayed at distances of 25 NM or more have radar tops of at least
25000 feet above the present altitude and echoes at 15 NM or more have radar tops of more than 15000 feet above present aircraft altitude. Never leave
the tilt at + 10 for more than a 5−10 sweeps at most. Always return to the
Parked position.
2.8
PREFLIGHT
AND CLIMB−
OUT TIPS
Make it a part of preflight to check the radar prior to leaving the ramp. Set the
Mode selector to TEST.
While taxiing or when the aircraft is clear of terminal area and other aircraft,
select the shortest range on the radar panel, set the Mode selector to WX, and
then adjust the antenna tilt downward until ground echoes appear at the bottom of the display. This is a confidence check to ensure the radar is operational.
Tilt the antenna upward and use the radar to determine the weather situation
around the airport while taxiing and lined up, especially in darkness (make
sure to be clear of other aircraft).
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
The best radar performance and confidence check is while airborne. The
check is quite simple, if the radar can not display ground returns to a distance
of at least 100 NM it can not be trusted. It is convenient to perform the check at
10000 feet because at 10000 feet the line of sight is just 100 NM. Perform the
check as the aircraft is climbing through 10000 feet AGL. With STB selected,
set RANGE at 200 NM and the TILT control at −1. Now check radar picture
when passing through 10000 feet. There should be ground returns displayed
out to a distance of at least 100 NM.
2.9
AVOIDANCE
PATH
PLANNING
Along squall lines, individual cells are in different stages of development.
Areas between closely spaced, intense echoes may contain developing
clouds not having enough moisture to produce an echo. The lightest level
(green) may or may not be displayed, which would indicate light rainfall rates
or no rainfall; yet, these areas could have strong updrafts or downdrafts. In
penetrating a squall line, fly as far from building cells as possible. Avoid contoured areas of the display (areas of intense turbulence) by at least 10 miles or
more, whenever possible. Targets showing wide areas of green are generally
precipitation without severe turbulence.
Avoid all cells containing magenta and red areas by at least 20 miles, if possible.
Avoid to deviate downwind unless absolutely necessary. The changes of encountering severe turbulence and damaging hail are greatly reduced by selecting the upwind side of a storm.
2.10 TERMINAL
AREAS
There are three Life−and−death rules for terminal area:
− With +10 tilt, any echo that appears on the display at 20 NM or greater
must be avoided regardless if it is contouring or not.
− With +10 tilt, any echo giving contours regardless of distance must be
avoided no matter how high it is.
− With +10 tilt and aircraft in landing configuration, if any contouring echo is
detected within 5 NM and can not be avoided, perform immediate go−
around. If lined up for takeoff, do not go.
Also on an approach, do not hesitate to ask the controller how the weather
looks like from the tower side. Ask questions like the following:
− What does the weather look like from your position?
− How long time ago did the weather develop?
− Does the weather seem to be dissipating or growing?
− Is the weather moving?
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
− At what speed and direction is it moving?
− Is the weather in a line?
2.11 RADAR
SHADOW
Extremely heavy rainfall can reduce the ability of the radar waves to penetrate
and present a full picture of the weather area. This condition is referred to as
“radar attenuation”. It is a case where ground returns can be helpful in analyzing the weather situation. Tilt the antenna down and observe the ground returns around the radar echo. With very heavy intervening rain, the ground returns behind the echo will not be present but rather will appear as a shadow.
This may indicate a larger area of precipitation than appears on the indicator.
Shadowing storms will also contain microbursts, downbursts, larger hail, extreme turbulence and very possibly, tornadoes. Never fly toward a radar shadow, always avoid penetrating a shadowed area. Standing on the ground and
scanning a storm with +5 till +15 tilt. If the storm echo appears bowed or
crescent shaped, arcing away from the radar, opposite to the range arc on the
display, it is a shadow producing severe thunderstorm. Another indication is
also a dip on the backside of the echo pointing toward the radar.
THE ULTIMATE RADAR RULE IS:
NEVER EVER CONTINUE FLIGHT TOWARD A RADAR SHADOW.
2.12 THUNDERSTORMS
The most intense echoes are severe thunderstorms with a reflectivity in excess of 50 dbz. Remember that hail may fall several miles from the cloud. It is
also important to bear in mind that radar detects presence of precipitation.
Storm associated turbulence without precipitation can extend several thousand feet above a storm and outward more than 20 miles. The pilot should
avoid the most intense echoes by at least 20 miles, if possible. Thunderstorm
development is rapid. A course that appears clear may contain cells a short
time later. When viewing the shorter ranges, periodically select one of the longer ranges to observe distant conditions. This permits early planning of necessary avoidance maneuvers. Do not be fooled by the size of an echo. Even
an echo as small as 1500 feet in diameter may produce extreme danger.
Studies have shown that thunderstorms tend to travel in the direction of the
winds around the 10000−foot level. New cells generally form on the side of the
cloud in the direction toward which it is moving, usually an easterly direction.
Newly developing cells often do not contain sufficient water to reflect an echo,
yet, they can cause severe turbulence. In general, detour to the diminishing
side of thunderstorms, especially if passing at close range
See 2.5 GAIN CONTROL for how to identify severe thunderstorms.
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Aircraft Operations Manual
CONDITIONS
2.13 TORNADOES
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
The extreme case of severe turbulence is a tornado. Cumulonimbusmamatus
clouds producing tornadoes have, in a few instances, been related to a characteristic target display. The display is not usually different from that of a regular thunderstorm.
Radar display of clouds, from which tornadoes were confirmed, have, on occasion, shown the formation of a hook pattern in connection with the tornado.
A narrow, fingerlike portion extends from the cloud display and, in a short time,
curls into a hook and closes on itself. Other echoes associated with tornadoes
are V−shaped notches and doughnut shapes. These shapes do not always
indicate tornadoes, nor are tornado echoes limited to these characteristic
patterns. Of the confirmed radar observation of tornadoes from target thunderstorms, most displays have not shown shapes different from those of a
normal thunderstorm display.
Conditions conductive to tornado formation produce severe updrafts and
downdrafts that carry large amounts of water to great heights. Contouring
areas (WX mode) with steep rainfall gradients that produce echoes at high
altitudes (TILT control up more than usual) are indicative of tornado−forming
conditions. In no case should these areas be penetrated. Avoid them by a
margin of at least 20 miles, since turbulence extends outward from the echoproducing area for larger distances.
2.14 HAIL
Hail results from updrafts carrying water high enough to freeze. Consequently, the greater height of a thunderstorm echo, the greater the probability that it
contains hail. An estimate of the height can be made by the amount of antenna uptilt required to view the upper part of the target echo. In the upper regions
of a cloud where ice particles are “dry” (no liquid coating on the particle),
echoes will be less intense. Liquid water reflects about 5 times more radar
energy than solid ice particles of the same mass. Since hailstones are considerably larger than water drops and are usually coated with a thin layer of liquid
water, the echo intensity from “wet” hail is greater than that from rainfall. Thunderstorm targets having an intensity greater than that associated with maximum rainfall will most likely contain hail.
It is not always possible to determine from the display, whether the echo is
from hail or rain. Instances have been reported of hail targets producing fingerlike protrusions up to 5 miles long and blunt protuberances up to 3 miles
from the edge of a thunderstorm echoes. In parts of the world were hail occurs
often, contouring extensions (WX mode) from thunderstorms generally indicate the presence of hail. This same type of display is also associated with
new convective cells that may not yet contain hail.
(Cont’d)
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Aircraft Operations Manual
CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
As with tornadoes, there are no uniquely distinctive displays that are, in all
cases, associated with hail. Protruding fingers, hooks, scalloped edges, and
U−shapes are display shapes that have been associated with hail, yet hail
echoes are not limited to these shapes. These displays, however, do indicate
areas of severe turbulence and must be avoided by a wide margin.
Echoes from hail can appear quickly and along any edge of a storm cell.
These echoes can also change in shape and intensity in a vary short period of
time. For this reason, close and careful monitoring of the display is required.
2.15 ORDER OF
REFLECTANCE
Most reflective
− WET HAIL
− RAIN
− ICE CRYSTALS
− WET SNOW
− DRY HAIL
Least reflective
2.16 RADAR ECHO
− DRY SNOW
ROUND OR OVAL
Convective rain shower and general storm cells tend to produce a round or
oval echo. They should never be penetrated, but either one can be
approached to within a couple of miles. The circumnavigation distances
should be greater the more the shape deviates from round to oval.
(Cont’d)
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CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
STEEP GRADIENT
Gradient is the distance from the outer edge of the echo to the red color which
is the core of the cell. The rain gradient depicted in an echo is directly proportional to vertical shear potential. The steeper the gradient, the greater the potential for severe vertical shears and also horizontal shears near the ground.
SCALLOPED EDGES
Echoes with a wavy scalloped edge is quite typical for a hail producing storm.
Presence of extreme hail shafts exist if the echo also shows protrusions, protuberances, U−shapes, hooks and fingers.
HOOKS, FINGERS AND NOTCHES
V−shaped or U−shaped notches indicate extreme vertical shear. A finger that
appears to curl into a hook or closes into a loop is an indication of suspected
tornadoes. Be aware of large hooks protruding from the echo.
(Cont’d)
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CONDITIONS
NAVIGATION, WEATHER RADAR
Operation
NORMAL PROCEDURES
(Cont’d)
PENDANT
An echo shaped like a pendant is a sign of a tornado producing storm. Most
major tornado producing storms have had this shape. A notch in the large end
indicates a strong wind aloft blowing towards the large end from the small end.
Variations of the pendant shape can also be echoes looking like a frying pan, a
heart or a spearpoint. The echo normally moves towards the notched end.
HOURGLASS
A two cell connected together relationship should be carefully avoided. In
such a complex combination, one cell will frequently become dominant and
suching the energy and moisture from the weaker cell. This kind of development can result in an weather explosion producing extreme microbursts with
surface gusts above 70 knots. Also expect extreme rain. This entire event is
very rapid and may occur as fast as five minutes.
BUILDING AND DISSIPATING ECHOES
A storm which has passed through mature stage and has begun to dissipate
shows an echo with an indistinct and fuzzy appearance along the outer periphery. It will still be dangerous but with some patients, it will dissipate into a
non dangerous area of heavy rain. Small echoes with a hard crisp look is a
characteristic shape of a growing storm. Be very carefully about about over
flying any growing storms, seems the development very rapid and well in excess of 6000 feet per minute.
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Operation
NORMAL PROCEDURES
APPENDICES.
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Operation
NORMAL PROCEDURES
APPENDICES.
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Operation
NORMAL PROCEDURES
APPENDICES.
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Operation
NORMAL PROCEDURES
APPENDICES.
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Operation
NORMAL PROCEDURES
APPENDICES.
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Operation
NORMAL PROCEDURES
APPENDICES.
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APPENDICES.
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3.
3.1
3.2
3.3
NAVIGATION, WEATHER RADAR
Operation
ABNORMAL OPERATION
CONDITIONS
ABNORMAL PROCEDURES
POWER
SUPPLY
FAILURE
INDICATIONS
No radar picture and the weather radar m