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
THIS PAGE INTENTIONALLY LEFT BLANK !
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
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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
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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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INTRO
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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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3
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Dec 01/16
Dec 01/16
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15/5.2 Cont’d
8
9
10
11
12
13
14
15
16
17
18
19
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PREFIX
15/9.1
O
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Dec 01/16
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O
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O3
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2
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2
Apr 01/15
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Apr 01/15
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15/9.2
TAB DIV. 16
DATE
7
8
Apr 01/15
Apr 01/15
1
2
3
4
Apr 01/15
Apr 01/15
Apr 01/15
Apr 01/15
17
1
2
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17.0
1
2
Apr 01/15
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17.1
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Jun 30/15
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Jun 30/15
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15/9.1 Cont’d
O
O
CO
CO
KO
KO
O
O
O2
O2
O2
O2
O2
O2
O2
O2
O2
O2
O3
O3
O3
O3
O3
O3
O3
O3
O3
O3
PAGE
16.2
TAB DIV. 17
S1
S1
S2
S2
S1
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R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
29
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32
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34
Jun 30/15
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3
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Dec 01/17
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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
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
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PREFIX
R
R
N
N
PAGE
DATE
37
38
39
40
Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
18
1
2
Apr 01/15
Apr 01/15
18.1
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
19
1
2
Apr 01/15
Apr 01/15
19/1.1
1
2
3
4
5
6
7
8
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
Jun 30/15
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19/1.2
1
2
Apr 01/15
Apr 01/15
19/2.1
1
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3
4
5
6
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12
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
TAB DIV. 18
TAB DIV. 19
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19/4.2
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19/6.1
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Jun30/15
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AOM PART 2
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PAGE
DATE
SECT/SUB
PREFIX
Dec 01/17
Dec 01/17
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1
2
Apr 01/15
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23/1
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Apr 01/15
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00
00
10
10
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
22/1
22/2
00
00
10
00
00
10
00
10
00
00
10
00
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
1
2
Apr 01/15
Apr 01/15
N1
N2
N2
N3
N4
N4
N5
N5
N6
N7
N7
N8
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
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
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Dec 01/17
Dec 01/17
Dec 01/17
Dec 01/17
DATE
17
18
19
20
19
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22
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26
TAB DIV. 20
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TAB DIV. 23
23/2
00
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10
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10
10
00
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10
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00
00
00
00
A0−0
A0−1
A0−1
A0−1
A0−1
A0−1
A0−1
A0−1
A0−1
A0−2
A0−2
A0−2
A0−2
A0−3
A0−3
A0−3
A0−3
A1−0
A1−1
A1−1
A1−2
A1−2
A1−3
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
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
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/16
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10
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00
A1−3
A1−4
A1−4
A1−5
A1−5
A1−6
A1−6
A2−0
A2−1
A2−1
A2−2
A2−2
A2−3
A2−3
A2−3
A2−3
A2−3
A2−3
A2−3
A2−3
A2−4
A2−4
A2−4
A2−4
A2−4
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A2−4
A2−5
A2−5
A2−5
A2−5
A2−5
A2−5
A2−5
A2−5
A2−6
A2−6
A2−6
A2−6
A2−7
A2−7
A2−7
A2−7
A2−8
A2−8
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
DATE
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/16
Jun 01/17
Jun 01/17
Jun 01/17
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Jun 01/17
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Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
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Jun 01/17
Jun 01/17
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Jun 01/17
Jun 01/17
Jun 01/17
Jun 01/17
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Jun 01/17
Jun 01/17
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Jun 01/17
Jun 01/17
Jun 01/17
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SECT/SUB
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PAGE
DATE
A2−8 exp
Jun 01/17
A2−8
Jun 01/17
A2−9 exp
Jun 01/17
A2−9
Jun 01/17
A2−9 exp
Jun 01/17
A2−9
Jun 01/17
A2−9 exp
Jun 01/17
A2−9
Jun 01/17
A2−9 exp
Jun 01/17
A2−9
Jun 01/17
A2−10 exp Jun 01/17
A2−10
Jun 01/17
A2−10 exp Jun 01/17
A2−10
Jun 01/17
A2−10 exp Jun 01/17
A2−10
Jun 01/17
A2−10 exp Jun 01/17
A2−10
Jun 01/17
A2−11 exp Jun 01/17
A2−11
Jun 01/17
A2−12 exp Jun 01/17
A2−12
Jun 01/17
A2−13 exp Jun 01/17
A2−13
Jun 01/17
A2−14 exp Jun 01/17
A2−14
Jun 01/17
A2−15 exp Jun 01/17
A2−15
Jun 01/17
A2−16 exp Jun 01/17
A2−16
Jun 01/17
A2−17 exp Jun 01/17
A2−17
Jun 01/17
A2−18 exp Jun 01/17
A2−18
Jun 01/17
A3−0
Jun 01/17
A3−1 exp
Jun 01/17
A3−1
Jun 01/17
A3−2 exp
Jun 01/17
A3−2
Jun 01/17
A3−3 exp
Jun 01/17
A3−3
Jun 01/17
A3−4 exp
Jun 01/17
A3−4
Jun 01/17
A3−5 exp
Jun 01/17
A3−5
Jun 01/17
A4−0
Dec 01/16
A4−1 exp
Dec 01/16
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R
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A4−1
A4−2
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A4−3
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A4−4
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A5−0
A5−1
A5−1
A5−2
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A5−6
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A6−0
A6−1
A6−1
A6−2
A6−2
A6−2
A6−2
A6−3
A6−3
A6−3
A6−3
A6−4
A6−4
A6−5
A6−5
A6−6
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A6−7
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
exp
DATE
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 01/16
Dec 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
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
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
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SECT/SUB
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R
10
R
10
R
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R
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R
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R
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10
R
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R
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R
10
R
10
R
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R
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R
00
R
00
R
00
00
00
00
00
00
00
00
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00
10
10
00
00
00
00
00
00
00
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00
10
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R
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DATE
A6−7
Dec 01/17
A6−7 exp
Dec 01/17
A6−7
Dec 01/17
A6−8 exp
Dec 01/17
A6−8
Dec 01/17
A6−9 exp
Dec 01/17
A6−9
Dec 01/17
A6−9 exp
Dec 01/17
A6−9
Dec 01/17
A6−10 exp Dec 01/17
A6−10
Dec 01/17
A6−10 exp Dec 01/17
A6−10
Dec 01/17
A6−11 exp Dec 01/17
A6−11
Dec 01/17
A6−12 exp Dec 01/17
A6−12
Dec 01/17
A7−0
Jun 01/16
A7−1 exp
Jun 01/16
A7−1
Jun 01/16
A7−2 exp
Jun 01/16
A7−2
Jun 01/16
A7−3 exp
Jun 01/16
A7−3
Jun 01/16
A7−4 exp
Jun 01/16
A7−4
Jun 01/16
A7−5 exp
Jun 01/16
A7−5
Jun 01/16
A7−5 exp
Jun 01/16
A7−5
Jun 01/16
A8−0
Dec 01/17
A8−1 exp
Dec 01/17
A8−1
Dec 01/17
A8−2 exp
Dec 01/17
A8−2
Dec 01/17
A8−3 exp
Dec 01/17
A8−3
Dec 01/17
A8−4 exp
Dec 01/17
A8−4
Dec 01/17
A8−5 exp
Dec 01/17
A8−5
Dec 01/17
A8−5 exp
Dec 01/17
A8−5
Dec 01/17
A8−6 exp
Dec 01/17
A8−6
Dec 01/17
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Dec 01/17
A8−7
Dec 01/17
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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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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
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00
00
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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/
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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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CHAPTER/
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DATE
SECT/SUB
PREFIX
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
5
6
7
8
9
10
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
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13
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15
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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
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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
33/4
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
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
Apr 01/15
Apr 01/15
Apr 01/15
36/2.2
36/7.1
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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
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
2354
30−041, 30−079
Windshield wiper low speed
2414
29−010
Hydraulic pump control − change of bus
connection
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 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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−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
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AIRCRAFT GENERAL, AIRCRAFT DATA
Description
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1/1.1
A/C 106−219
PAGE
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S1
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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
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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 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
TAKE−OFF LIMITS
1.5
0
−1
−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.
1/1.2
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AIRCRAFT GENERAL, AIRCRAFT DATA
Operation
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1/1.2
PAGE
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Aircraft Operations Manual
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
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
A9876
Fig. 9
Max option side panels and controls wheels.
(Highest modification standard shown.)
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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
A10729
Fig. 11 Max option overhead panel and pedestal.
Collins avionics shown. (Highest modification standard shown)
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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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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
2
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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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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.
Temperature control system (Fig. 1)
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.
AIR CONDITIONING AND PRESSURIZATION
Description
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.
Typical operating conditions with manual temp control when a temperature below 0 C is created in the
distribution ducting.
− Propeller Brake engaged with:
X−VALVE open.
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
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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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AIR CONDITIONING AND PRESSURIZATION
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.
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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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.
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 IND
L DUCT
1
8
COLD
HOT
TEMP SELECT
AUTO
3
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
7
2
7
2
4
TEMP
6
TEMP IND switch.
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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2.1
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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
TEST 2
PROP OVSP
L
R
L GEN R
OVV
GDN
ENG OVSP AIR DATA EMER PWR L AHRS R
A
L
R
B
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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AIR CONDITIONING AND PRESSURIZATION
Description
A15969
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
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Aircraft Operations Manual
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
2.2
60
80
100
120
FLYING TIME−MINUTES
A10251
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)
2.2
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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
CABIN COOL
DOWN
PROCEDURE
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.
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.
AIR
CONDITIONING
MANUAL
OPERATION
One or both air conditioning packs can be operated manually if respective sides
AUTO mode fails.
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
AUTOFLIGHT, CAT I
Description
A
A
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
R ENG
OIL PRESS
R TAIL P
HOT
CONFIG
PITCH
TRIM
AUTO
COARSEN
R ENG
FIRE
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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AUTOFLIGHT, CAT I
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
Jun 30/15
S
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.
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.)
EADI
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
3.1
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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 I
Description
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Aircraft Operations Manual
AUTOFLIGHT, CAT I
Description
EFIS TEST PANEL
L
DISPLAY CONTROL PANEL (DCP)
DH
TEST 2
PROP OVSP
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
3.1
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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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Aircraft Operations Manual
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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Apr 01/15
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1
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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Apr 01/15
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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.
2.2
FLIGHT
DIRECTOR,
GENERAL
2.3
FD COMMAND
BARS ACTIVATION/DEACTIVATION
1.
AUTOPILOT
ENGAGEMENT
1.
2.4
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.
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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Apr 01/15
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5
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).
3.2
PAGE
Apr 01/15
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6
Aircraft Operations Manual
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.
2.11 V NAV MODE
(Optional)
The vertical Navigation Indicator (VNI), (if installed), computes and displays the
required parameters for Vertical Navigation (V NAV).
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.
2.13 NAV−VOR
MODE
The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
or right navigation source signals to the FD/AP.
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
INDICATIONS
AP WARNING
ON
− 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
INDICATIONS
ABNORMAL
BEHAVIOR
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.
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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.
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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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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
A
AP CONTROL PANEL
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)
B
MODE SELECT PANEL (MSP)
Mode indicator
Lateral modes
HDG
1/2
BANK
NAV
Vertical modes
VS
IAS
CLIMB
APPR
V NAV
ALT
Vertical navigation (Optional)
B
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.
A
NAV SOURCE SELECTORS
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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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.
A
EADI
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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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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Aircraft Operations Manual
AUTOFLIGHT, CAT II
Description
EFIS TEST PANEL
L
DISPLAY CONTROL PANEL (DCP)
DH
TEST 2
PROP OVSP
INT
SECTOR
L GEN R
OVV
R
ROSE
ENG OVSP
A
L
R
B
AIR DATA EMER PWR
1
EFIS
2
MODE SELECT PANEL (MSP)
L
GDN
AHRS R
RA
TST
FD
RR
ET
AP CONTROL PANEL
SELECT
TURN
DTA
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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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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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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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.
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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
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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
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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
FLIGHT
DIRECTOR,
GENERAL
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.
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.
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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
SECOND TO
NOTE: Ensure the aircraft is trimmed
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).
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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)
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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.
2.11 V NAV MODE
(Optional)
The vertical Navigation Indicator (VNI), (if installed), computes and displays the
required parameters for Vertical Navigation (V NAV).
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)
3.2
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Aircraft Operations Manual
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.
2.13 NAV−VOR
MODE
The two NAV SOURCE SELECTOR (NAVS L/R) buttons are used to couple left
or right navigation source signals to the FD/AP.
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
INDICATIONS
AP WARNING
ON
− 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
INDICATIONS
ABNORMAL
BEHAVIOR
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
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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.
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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
Flight data recorder
Jack panel
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
R PROP
BRAKE
MAIN DOOR
HANDLE
CREW
HATCH
A
STATUS
EXT PWR
AVAIL
A
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
BOOM
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
1 NAV 2
MKR
1
ADF 2
PA
SPKR
VOICE
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
GENERAL
There are also mode and squelch controls.
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
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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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4/2.1
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
HF XMIT SELECT button.
MASK
NORM
EMER
1 NAV 2
MKR
1 ADF 2
PA
SPKR
HF Volume control lever.
VOICE
IDENT
PTT
C0675
PTT button.
− Press To Transmit.
Fig. 3
HF COM − controls
4/2.1
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Aircraft Operations Manual
4.
COMMUNICATIONS, HF COM
Description
ELECTRICAL POWER SUPPLY
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L AVIONICS BUS
E−14
COM HF
4/2.1
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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
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
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
USER
CHANNELS
PROGRAMM
ING
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.
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)
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 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
CONDITIONS
3.1
3.2
COMMUNICATIONS, HF COM
Operation
ABNORMAL PROCEDURES
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
Large knob
TEST
− 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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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
Cockpit Voice Recorder
Selected
frequency
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
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.
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
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Aircraft Operations Manual
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
MKR
1 ADF 2
PA
SPKR
VOICE
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
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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
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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
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Aircraft Operations Manual
1.
COMMUNICATIONS, VHF COM
Operation
LIMITATIONS
Not applicable.
2.
NORMAL OPERATION
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
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
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
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
NORMAL PROCEDURES
CONDITIONS
2.1
POWER UP
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
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 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.
4/4.1
A/C 160−379
PAGE
Dec 01/15
1
S1