Professional Documents
Culture Documents
Hydraulics – 2 engine driven systems / redundant and situational – if in doubt take the breaks over
reversers or flaps – operates spoilers, spoilerons and flaps – everything else is mechanical
Brake by wire and Steer by wire systems – Brakes are pretty beefy
Electrical – Generators (no inverters) - components handle conversion of power themselves, Alternators
only used for windshield heat
Glass Cockpit – utilizes 4 MFD’s (info interchangeable) / EICAS normally on MFD #2 – can also be
shifted to RMU in case of failures
Wings – group leading edges – fixed to keep laminar flow and ailerons effective at higher AOA /
vortilons (vertical edges on wings) prevent lateral flow at high AOA / stall strips (sharp triangles) delay
separation at high AOA and allows for better handling at low speeds
Tail – Delta Fins – enhances stability and decreases Dutch roll / also provides static discharge
Doors – 2 piece clam shell – open top first (6 pins) then lower door (4 pins) / CAS messages for Entry
Door Pin –on ground only, Entry Door – Inflight
Top Door is also Emergency exit / Emergency hatch on other side (drop straight to ground 5-6’ – watch
triangles or get cut)
Fuel – gravity fill and single point on fuselage only (no fuel caps on wings)
Aft Baggage can be heated – light is also Hot Bus Item (don’t forget to turn it off)
Anything Magenta means pilot selected – White data refers to FMS – Green data refers to RMU
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Flight Instruments
The Primus 1000 Avionics System (Honeywell) – the IC600 flight guidance computer
Dual IC600’s, dual air data computers (ADC), the Primus Weather Radar system, and the Honeywell
Primus II integrated radio system (RMU).
The Primus 1000 Electronic Flight Instrument System (EFIS) – 4 Display Units (DU’s) driven by two
Signal Generators (SG’s) which reside within the IC’s.
Airspeed Display has several bugs and trend indicators. These make it easy once you figure them out.
Lead them slightly.
Speed Trend – pink bar on right side – shows where airspeed will be in 10 seconds
Overspeed Indicator – red bar left side at top
Low Airspeed Awareness – red bar left side bottom
Mach Indicator – shown at bottom of airspeed tape
Set bugs by using speed knob
Abnormal Conditions – digits amber when overspeed imminent / digits red during overspeed
Comparison Alert – IAS in amber – when speeds ±5 kts, (.1 Mach) – indicates ADC problem
- red X indicates ADC failure
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Automatic Flight Control System (not just an AutoPilot)
1 Auto Pilot and 2 Flight Directors managed through a common control panel (top center)
Automatically: will give red AP flash and clavary charge until silenced
AP monitor detects fault
AP pitch trim detects fault
Loss of power source to AP
Loss of servo power
IC / SG failure
Loss of either AHRS system
Aircraft exceeds 35° Bank, 25°Pitch Up or 15° Pitch Down
Either Stick Shaker activates
Limitations:
Must be off for takeoff and landing, do not physically over power
Minimums use - Climb, enroute, descent 500’ AGL
Approach 200’ AGL
VNAV 400’ AGL or MDA (highest)
Flight Directors
Two independently generated but managed by one control panel
AP will only couple to the “Master” FD as shown on the control panel (shown by green → on
top of PFD)
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Electrical System
Cold Airplane – no power
External Power – shows only when power is coming through GPU (you can’t tell if it is plugged
in once GPU is turned off – can’t see it from cockpit)
Can’t tell if access panel is closed correctly either – need to review with ground personnel before
Maximum GPU limit is 1500 amps – don’t use unregulated power supplies
Split Electrical System – 2 separate because bus tie is normally “OPEN” (Emergency Battery
Bus runs off Right Main Bus)
Fuel System
3 Tanks – Fuselage tank (2708#), L wing (1678#), R wing (1676#) – Total 6062 lbs
Fuel panel on pedestal – fuselage tank feeds the wing tanks via gravity or pumps
Gravity Fill (45 minutes) conventional / top of fuselage tank – hard to get to
Pre Check Valve – should shut off within 20 seconds / if not be very cautious – you’ll
have to shut off truck at 6100 lbs.
Defueling – limited to –10 psi / pulls fuel from wing tanks through same single point nozzle (35
minutes to defuel)
Collector bays – inboard part of wing tanks designed to use “Motive flow principle pumps” to
boost pressure on fuel lines at a variety of locations
Main jet pump is the primary fuel feel to the engines / backed up by DC standby pump
Each side has a High pressure pump to make fuel nozzles work to atomize fuel and a Low
pressure pump to prevent cavitations (release of gas through liquid) and a dedicated Motive
Flow Pump for each engine.
Vent lines from fuselage to wing tanks to prevent over pressurization of fuselage tank is vented
through the surge tanks which separates air from fuel.
Fuel Imbalance Limits – Within 500 lbs with Flaps up / within 200 lbs with Flaps down
Transfer 50 lbs/minute – XFLOW w/ pump – keep finger on button or you’ll go to far
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Engines
Allied Signal TFE 731-20R-1B or –20AR-1B (can be mixed on aircraft)
DEEC (Digital Electrical Engine Control) controls surge valve to control engine speeds
- electrical leads embedded in epoxy bonds mounted directly on the engine
- electronic brain – auto start, surge free acceleration and deceleration, auto ignition,
engine synch, rotor speed limits, temp limiting, automatic trend monitoring
- controls fuel flow to achieve target N1 based on environmental conditions (it does the
tweaking)
Compressor stall – High pressure compressor is eliminated by venting excess air through the
surge valve (makes a compressor stall almost impossible)
Engine Synchronizer – controlled by engine synch switch / should be off during takeoff and
landings
Thrust reversers
Clamshell (buckets) – redirect exhaust gas forward to provide deceleration
Hydraulically activated – electrically controlled
Wait for click before increasing reverse thrust
Uncommanded unlatch detection will activate autostow and will automatically retard
thrust lever to idle
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Pneumatics
High pressure supplements Low pressure to give enough Bleed air to run the PACK at low
power settings (Idle)
4 tail cone heat sensors – inside skin of fuselage monitors ducts for leaks of bleed air
4 pylon heat sensors – outside skin of fuselage monitors Low and High pressure lines for leaks
Bleed Air Duct Overheat detection consists of 2 bleed air overtemp switches and normally
detects HPSOV failure as power increases
Bleed Leek Detect Loop – senses leaks throughout the environmental ducts where L/R meet/mix
within a loop of sensors to detect leaks
APU
Controlled by the ECU and burns 150 lbs / hour out of right wing tank that will not show on fuel
burn in FMS
Air Conditioning
Bleed air through the PACK valve to the Environmental Control Unit (ECU)
A portion of our pneumatic air from the PACK valve bypasses the ECU and goes to the Air
Cycle Machine (PACK)
Pressurization
Automatic Mode – only requires landing altitude to be entered.
Ground Phase – remains active until power above cruise OR airspeed exceeds 90 KIAS OR
aircraft becomes airborne (WOW)
Takeoff function – pressurizes cabin to takeoff cabin altitude and holds this until the left T?R
retarded below MCR OR airspeed exceeds 150 KIAS
Cabin Alt limit – 13,700’ (EMER DEPRESS – dumps cabin but outflow valve over rides this at
13,700’)
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Ice Protection
Electrically heated – turn ice protection on at least 2 minutes before takeoff
Problems with static ports or pitot can be corrected by Reversion of ADC to the unaffected ADC.
Windshield Anti Ice / Defogger – controller monitors heat through a probe to maintain target
temperature. If it overheats or alternator fails you get NO indication except windshield heat
doesn’t work.
Bleed valve controls every valve EXCEPT NAC – degraded mode of operation leads to CAS
message – amber fail light when temp gets too low, amber OVHT light when temp gets too hot.
NAC valve fails to the open position.
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Engine Fire Detection System
Any element in the system will trigger alert.
Extinguishers – 2 bottles in tail cone which can fire to either side (pressure guage 400-
800 psi on each bottle)
Side of tail cone to see condition – yellow light blows with manual discharge / red
light blows with thermal discharge of bottle out the red vent line
Hydraulics
Gear and Gear doors, Brakes, Spoilerons, Flaps and Thrust Reversers
Preflight – panel is below Right engine (need battery on) shows reservoir levels before flight
L HYD Pump Low – illuminates when pressure drops below 1900 psi
MAIN HYD PRESS – if pressure < 1500 OR >3800psi
AUX HYD PUMP LO – pressure < 1900 psi
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Landing Gear
Dual wheels on main gear – hydraulic/electric
Doors close hydraulic
Brakes activated electrically by wire with hydraulic actuators
Single wheel on nose gear with steering electrically by wire
Gear is anti iced on retraction by wing/stab exhaust for bleed air into wheel wells.
Nose gear has self centering cams after lift off before retraction
Nose gear doors are mechanically closed with a traditional up lock switch
Down lock is built in internally to actuator
Extension – choose gear down which raises main gear off doors first then doors open and
gear moves down followed by inboard door closing
o If doors don’t close then you get a cross hatched position on main gear
indicator
o Cross hatching on Nose gear means in transition (not door problem)
o 10 Sec with Main pump / 30 Sec with Aux pump
Aux Extension – use Aux Hyd Pump and Crossflow Valve to extend using hydraulics
CAS Messages:
EMER/PARK BRK shows brake valve not fully open with thrust application
L INBD BRK FAIL inboard normal system brake has failed (not going to prevent differential braking)
NORM BRK FAIL BCU failure, no normal brake action (wire problem) – Emergency Brake is all
that is left – no other help available
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Flight Controls
Ailerons
- conventional cable and pulley system
- Auto Pilot uses Roll servo
- Jammed ailerons – ROLL DISC lever (red lever pilot yoke) disconnects ailerons from pilot’s
control column (fly using spoileron control – really mushy – easy to over control)
- Trim tab located on left aileron only (electric) / balance tabs on both
Elevator
- Separated control cables for safety with up/down spring
- Auto Pilot uses Pitch servo
- ELEV DISC (red lever on pilot side center pedestal) mechanically disconnects or disengages
control clutch which allows elevators to be operated individually by respective control yoke (left
yoke works left elevator – right yoke works right elevator) Very strange.
Rudder
- Conventional split cable system
- Auto Pilot uses Rudder servo
- Rudder Boost works through pedal pressure sensor to increase rudder torque beyond 30 lbs of
pressure to 90 lbs of pressure
- Over rides Yaw Damp only if Service Bulletin has been complied with
- Rudder Boost and Yaw Damp should not both be on at the same time
Trim
- Trim status is always shown on EICAS
- If outside of limits for Takeoff it will be boxed
- Barrel on yoke with an arm button in center (pain in the butt) / both have to be pressed at same
time to work
- Redundant but doesn’t operate at same speed (SEC Trim much slower)
- Auto Pilot won’t work if in the OFF position
Pitch Trim changes horizontal stabilizer position controlled through 2 systems independent motors
operated by the IC computers. IC 1 is primary, IC 2 is secondary
- Elevator over ride (pitch trim bias) is back up for pitch trim system if horizontal stabilizer jams
in the up position
- Desensitized pitch control (spring absorbs oscillations)
- Augments pitch stability at cruise speeds
- Maintains pitch nose up at slow speeds
- If it breaks then you can over ride the Bias with pedestal switch to facilitate aircraft control at
slower speeds (move it till CAS warning goes out)
Configuration Trim – automatically adjusts trim for changes of flaps, spoilers and gear.
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PIT TRIM MSCP disagreement between IC’s on location of Stabilizer Trim
(white CAS on ground / red CAS if thrust levers are advanced)
PRI TRIM FAULT bypass operation slower than normal based on flap an gear position
SEC TRIM FAULT stabilizer actuator fault detected by self test at power up
Spoiler Panel
- spoileron computer controls hydraulic system for extension and retraction during normal
operations when needed
- spoiler position always shown on EICAS (not spoilerons)
- one hydraulically actuated panel on each wing
- armed / automatic position used for takeoff and landing
- select intermediate positions for deceleration and/or drag increase slowly
- watch out for spoilers extended after descent
Spoiler Modes
- Pure Air Spoiler – Speed Brake Only – limited by airspeed
- Pure Spoileron – Roll augmentation – aids in banking aircraft beyond 5° bank during normal
operations
o Always active and over rides spoilers operation
o With “ROLL DISC” – control bank with spoilers beyond 1° bank
- Mixed Spoiler / Spoileron Ops – computer will use differential spoiler extension to aid in turns
with spoilers extended
- Ground Auto Spoiler – mode activates automatically in the arm position with WOW detected
- Spoiler Jam – mode activates when spoiler not detected to move – automatically retracts –
spoiler function will continue as much as possible
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Stall Warning System
- AOA sensors and indicators are active all the time
- Uses voice alert
- Stick shakers activate at 0.8 AOA (80% lift capability of wing)
- Computer resets above 18,000’ to lower AOA
- Uses low speed awareness
ELT
- Standard installation with cockpit remote
Smoke goggles are mounted in bag (supplement to oxygen mask) – great idea but doesn’t work well
Fire Extinguishers
- Preflight check item, pin, tag and pressure gauge
- Toxic fumes if used (Halon) cabin and cockpit should be vented afterward
- Located under each crew seat and opposite the potty
Life Vests are stowed behind crew seats and under each seat.
Oxygen System
- Provides supplemental oxygen to crew and passengers
- Automatically deploys when cabin pressure > 14,500’
- Manually deployed using button
- Intended to be used during emergency descent
- Capacity varies with temperature (volume shown on EICAS)
- Pressure relief valve will blow green indicator disc on front right side of nose (check on
preflight)
- OXYGEN OFF – CAS message when pressure is low or turned off
- OXYGEN QTY – message when < 554 liters
- Always available to the crew
- PAX OXY FAIL – just what it says
- MIC/MASK button on audio panel for each side
- INPH – intercom between pilots and over cabin ??
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