Introducing the if BAC I @® evinc TRAINING DIVISION =AMERICAN AIRLINES 6-/-66eAMERICAN AIRLINES, INC, LA GUARDIA AIRPORT STATION To: Alj Molders of "Introducing the BAC 1-11" Manual From: Director ~ Flying Training - LGA Subject: "INTRODUCING THE BAC 1=11"' MANUAL The enclosed package consists of a BAC 1-11 Intro~ ductory Training Manual and a set of cockpit panel layouts to be used for student familiarization with the aircraft cockpit switches and controls, A suggested method of using this material, to the great- est advantage for the student, is outlined in the preface and introduction of the manual, The manual is divided into two sections, The first section contains a brief description of the various aircraft systems, The second section contains a description of each instrument and control on the cockpit instrument panel, Issued with this manual are three instrument panel foldaout sheets h show pictorially all the instruments and controls dis~ cussed in Section I1 of the manual, This manual will be revised only when the present upply is exhausted and reprinting becomes necessary. Because of this policy, some of the material will, on occasion, become outdated, It must therefore be understood that the A.A, 1-11 Operating Manual takes precedence over all the material contained in this Introductory Manual, W. P. Moran Sept 15-65BAC 1-11 INTRODUCTION Contents Pol INTRODUCING THE BAC 1-11 CONTENTS PREFACE. 6 6 ee ee we we ee ew ee 1H DEFINITIONS. . 6 ee ee ee ee ee ee 164 SECTION I BAC 1-11 GENERAL FAMILIARIZATION . .. . 1-44 SECTION II COCKPIT PANEL DESCRIPTION Introduction . 6 6 6 1 ee ee ee ee Eb Captain's Instrument Panel... ... 3-11 Fire Control Panel... . . eee. 12 Center Instrument Panel. . 2... 2... 13-29 First Officer's Instrument Panel... 30 Overhead Panel . . 2 6 ee ee ee ee) 31-55 Captain's Console... 2 + se ee +» 56-58 Control Pedestal . 2. 6 0 6 6 1 0 6 6 + 59-73 First Officer's Console... ..... 74-75 Fuel Jettison Panel, . 4... 2 + 4 6 « 76-77 FLYING TRAINING DIVISION AMERICAN AIRLINES, INC. Copyright, 1965 American Airlines, Inc. Sept 15-65Preface PAL 15-65 PREFACE This booklet and cockpit panel drawings are intended to provide a source of introductory information for the Pilot who is scheduled to attend the BAC 1-11 Ground and Flight Training School, These 2 items, the introductory manual and the cockpit panel drawings, are to be used by the student to acquaint himself with the BAC 1-11 cockpit, switches and controls, The material furnished here is to be used as an introductory training aid only, Details, values and lengthy discussion of the aircraft systems and equipment. have been purposely avoided, in order that a basic familiarization only may be obtained before attending the ground school, It is suggested that in order to achieve maximum training value from this material, that it be considered a “package issue", that is, at any time the cockpit description (Section II) is used, the panel layouts will be studied also, In this manner, panel-by-panel and switch-by-switch operation and function may be studied, by referring to each panel and switch discussion in the manual and at the same time studying this same panel, switch or control on the dayout . This material is in no way intended toreplace your formal ground school subject coverage on the air- plane, It is simply an introduction to the airplane which we hope will be of assistance to you when you do attend the formal 1~11 traiming program, and does not take precedence in any way over the American Airlines 1-11 Operating Manual or the FAA Approved Operating Manual,Preface Po2 Sept 15-65 The most accurate information to date is contained in this manual, It must be understood, however, that the airplane is still undergoing modifications that will alter some of this material,Definitions BAC 1-11 INTRODUCTION Pil Sept 15-65 Here are some short definitions of terms and abbreviations, Some of these terms and abbreviations you are, of course, familiar with; others may be new to you, Yo ~ Maximum operating limit speed in terms of airspeed, Mio - Maximum operating limit speed in terms of Mach number, Vy - Critical engine failure speed, YMU - Minimum “unstick" speed, This is the minimum calibrated airspeed at and above which the airplane can be made to lift off the ground and continue the take-off safely. VR - Rotate speed (Velocity - Rotate) VioR~ "Lift Off" speed shall be the calibrated air- speed at which the airplane first becomes airborne (assuming rotation at the correct VR speed), Vz ~ Take-Off safety speed, Vg, = Stakl speed, in a specified configuration. Vc = Minimum control speed with the critical engine inoperative. (Velocity - Minimum Control) Vso - Stall speed, fla in landing position, Vio - Maximum speed for operating the landing gear (Velocity - Landing Gear - Operating) Myo ~ Maximum MACH number for operating landing gear. Vip - Maximum speed while gear is extended. (Velocity ~ Landing Gear ~ Extended) Mpg + Maximum MACH number while gear is extended, REFERENCE SP ~ 1.3 times stall speed in the land~ ing configuration with full flaps, SPOILERS ~ Panels mounted on top of wings which destroy lift. Actuated hydraulically by the Speed Brake Handle or Aileron control wheel, HDI - Horizon Director Indicator ~ Artificial Horizon with radio navigation and glide slope features, (Collins designation ~ FDI (Flight Director Indicator)LIRR Definitions BAC 1-11 INTRODUCTION (fC P42 Sept 15-65 CDI - Course Deviation Indicator ~ Directional instrument with VHF radio navigation features. RMDI ~ Radio Magnetic Direction Indicator, DME - Distance Measuring Equipment, MACH ~ The speed of an airplane relative to the speed of sound indicated in hundredths, E & E COMPARTMENT — Electronics Equipment Compart- ment Area below the floor under the forward cabin area which houses most of the electronic equipment. GENERATOR BREAKER = Controlled by a switch on the Overhead Panel (left side) and is used to connect the engine-driven AC generator to the load bus. TRANSFORMER RECTIFIER UNIT - TRU - A unit which con- verts AC power to DC power, EGT ~ Exhaust Gas Temperature is measured aft of the four-stage turbine, RAT = Ram Air Temperature, SAT ~ Static Air Temperature TOTAL AIR PERATURE ~ True Ram Air Temperature. APU - Auxiliary Power Unit. CSDS ~ Constant~Speed-Drive-Starter - A combination generator CSD and engine starter using bleed air for operation, HP ~ A term for high pressure used with both air and fuel, commonly applied to valves, lights and engine components, LP ~ A term for low pressure used with both air and fuel, commonly applied to valves, lights and engine components, D AIR ~ Low pressure air bled from the engine low pressure compressor, LP COMPRESSOR ~ Engine low pressure compressor (Ny). LP FUEL PUMP ~ Engine-driven centrifugal fuel pump (low pressure), LP TURBINE ~ Two-stage turbine which drives the LP compressor, HP COMPRESSOR - Engine high pressure compressor (Ny). LP BLEEDefinitions BAC 1-11 INTRODUCTION P43 Sept 15-65 HP FUEL VALVE - Mechanically operated fuel shut-off valve just before the fuel enters the engine fuel distribution manifold, Controlled by the Start Lever, iP BLEED AIR = High pressure air bled from the HP Compressor —~ used for most all aircraft bleed air services, P FUEL PUMP = The variable-displacement piston fuel pump wiich supplies and controls the fuel to the engine, lip TURBINE - The two-stage turbine which drives the HP Compressor, P, ~ Engine station designation for the engine inlet. Py = Engine station designation for the area just aft of the turbines, SSB~ Split System Breaker - Automatically controlled relay which joins the two AC buses together. COLD AIR UNIT ~ Air cycle machine which includes expansion turbine, two heat exchangers, secondary compressor and associated valves, R VALVE - A valve which controls the bleed air to the air conditioning packs and cabin pressurization, PACK ~ Air conditioning package - All units associated with conditioning the air tempera- ture before delivery to the cabin and cockpit, PRV- Pressure reducing valve - Reduces HP bleed air to the desired pressure for aircraft use ~ must be opened for starting. ISOLATION VALVE ~ Controls the delivery of HP bleed air tothe aircraft, AUX HYD PUMPS ~ Two AC motor-driven pumps, one in each system, LIFT DUMPERS - The inboard spoilers which operate only on the ground, TAILPLANE = The movable horizontal stabilizer, KLAXON = A loud aural warning associated with the Stick Pusher, STALL IDENTIFICATION ~ The warning system which actuates the Stick Pusher, ¥Definitions BAC 1-11 INFRODUCTION (a 4 XS Sept 1565 STALL WARNING - The separate warning system which actuates the Stick Shaker, Stick Knocker, and engine ignition, STALL SENSOR or TRANSDUCER ~ Airfoil-shaped sensor which is used to sense aircraft angle to actuate the warning systems, STICK KNOCKER - Aural warning associated with the stick Shaker, SUAKER - Device which vibrates the control column, PUSHER - Device which pushes the control column forward when angle of attack becomes excessive, ~ END «SECTION I Pol Sept 15-65 BAC J=11 INTRODUCTION The BAC l-ll is a twin-engine jet aircraft designed for short to medium stage lengths and to operate out of small airports, American Airlines* version of this aircraft is the "400 Series" powered by the Rolls-Royce Spey 510 engine developing approximately 11,000 pounds of thrust, Designed for an operating crew of two, the BAC 1-11 will have a maximum gross weight of 85,000 pounds, The seating configuration will accommodate 69 passengers, seated five abreast, This aircraft is a modern, well-designed jet trans~ port incorporating all of the latest engineering features, making it one of the most structurally sound aircraft in use today, Since the BAC 1-11 is designed for short haul work, accent has been placed on building a rugged structure which will withstand the loads of the subsequent great number of flight cycles, give a long service life and provide ease of maintenance, Distinctive features are the high "T" tail and two aft mounted engines, This design reduces engine noise in the cabin considerably, Another feature is the use of "Airstairs" at the forward and rear entrance doors and the use of an auxiliary power unit which can be operated in flight as a reserve supply of electrical and pneumatic power. These facilities make the BAC 1-11 self-sufficient on the ground which makes it most attractive for airline operations, Ground handling will be reduced considerably and passenger loading and unloading will be expedited.SECTION I BAC 1-11 INTRODUCTION ails P.2 4 Sept 15-65 FIGURE |P.3 SECTION I Feb 25-606 BAC 1-11 INTRODUCTION $u3x207 AINSHgINOS ANOAVT AWaS 69 4x3 40N39¥3N oNid704 savoo aBONASS¥d 1y3s 9NIOTO4 1x2 AON3OWIW3, AaTIv9 3oWMmOAs “a0r1S 2 1BV LV TANI S1V3S LOT BAC ONE - ELEVEN FURNISHINGS & EQUIPMENT FIGURE 2SECTION I BAC 1-11 INTRODUCTION P.4 As Feb 25-66 Large forward and rear cargo compartments are pro= vided,and due to the aircraft sitting lower to the ground, baggage and cargo can be handled easily and quickly without the need for support equipment, The systems designed for this aircraft are based on the "Belts and Braces" principle. Redundancy is provided for in all major areas which will provide the flight crew with maximum operating flexibility and safety, Flight crews will also enjoy the nose steering system which allows either pilot to steer the aircraft utilizing hand steering wheels or rudder pedals from both positions, The following pages describe the individual systems briefly and Section II will describe the instrument panels with emphasis on switch and light function and operation, The BAC 1-11 is 93'6" in length, has a wing span of 88'6" and is 24'6" high, The wing area is 980 sq. feet, dihedral 2 degrees,and the sweepback measured at the } chord is 20 degrees, The maximum take-off weight is 85,000 lbs., empty operating weight approximately 47,500 lbs,, landing weight 78,000 lbs,, and the zero fuel weight 68,500 lbs, The fuselage compartments consist of a cockpit, a cabin without lounge, buffet area, two rear lavatories and two baggage compartments, All doors and windows are plug-type which seal themselves when the aircraft is pressurized, Doors are provided for forward loading, galley service and rear loading, Integral airstairs are located at the forward and rear loading doors,als BAC 1-11 INTRODUCTION aaa ; yy i Feb_ 25-66 24F TON. @ FOUND LINE 32% ne 83F 110ml NOTE GROUND LINE 18, APPROXIMATE FOR FULLY-LCADED AIRCRAFT, AT Adid. CG. RANGE LIFT DUMPERS B8FT GIN L209 6m ——+ | art ane GENERAL ARRANGEMENT FIGURE 3SECTION I BAC 1-11 INTRODUCTION (a) P.6 ak Feb 25-66 Communications equipment is housed in an air cooled radio rack on the flight deck,and an electrical and electronics compartment below the cockpit floor con~ tains the oxygen bottles, control units, aircraft batteries and other airborne equipment, This com- partment is not accessible in flight. The wings incorporate two integral fuel tanks, An integral center section fuel tank is also used to increase the 400 Series aircraft fuel capacity to 24,800 lbs. The Auxiliary Power Unit (APU) is housed in a specially designed fireproof nacelle in the tail cone of the airplane and is utilized for both flight and ground operations. The APU provides air for starting and air conditioning, plus the necessary electrical power, A self-contained fire protection system is provided for automatic or manual shutdown and discharge in case of a malfunction in the APU, B-727 L188 BAC 1a11 Max, Ramp Wt, 161,000 1b, 113,000 1b, 85, 500 Ib. Max. T.O, Wt, 160,200 1b, 113,000 Ib, 85,000 Ib, Max, Ldg. Wt, 137,500 1b, 95,650 1b, 78,000 1b, Max, Zero Fuel Wt, 117,200 1b, 86,000 lb. 68,500 1b. Max, Length 13474" 104'6,5" 9376" Wing Span 108° oor 386" Wing Area 1650 Sq.Ft. 1300 Sq.Ft, 980 Sq.Ft. Wing Dihedral 3° 6° 2° Max, Height 34° 33'0" 246" Fuel Capacity 51,456 lb. 36,500 lb, 24,800 Ib, Engine Model P&W JTSD-1 Allison R=R Spey 501-D13 510-14 Engine Thrust S.Le 14,000 Ib, 3,750 ESHP 11,000 1b,ZA SECTION I ala BAC 1-11 INTRODUCTION P.7 — Sept 15-65 pepe 8 { rT t LTA ‘ —_| | g | 1 pa] t | et | € ry ae a) ° STEERING ANGLE OF NOSE WHEEL-DEGREES TURNING CIRCLE FIGURE 4SECTION I BAC 1-11 INTRODUCTION i P.8 Ay Feb 25-66 Length (Overall) Height (Overall) Span Sweepback (4 Chord) Dihedral Forward Cargo Volume Aft Cargo Volume Wing Area (Overall) 9376" 2476" gerer 20 Degrees 2 Degrees 354 Cubic Ft. 180 Cubic Ft, 980 Sq. Ft. Horizontal Stabilizer Area 258 Sq. Ft. Fuel Capacity (Gross) 24,800 Pounds Nose Wheel Steering 78° Hither Side Nose Wheel to Main Wheels 331" Main Gear Track 14'3" Height of Nacelles 67" Turning Radius Sito" The BAC 1-11 airplane structure is based on the "fail-safe" concept of construction and considerable use of new metallurgy and technology has been used, A considerable number of components are manufactured from solid aluminum alloy billets by a milling process,and honeycomb material is used where necessary to increase strength and reduce weight, The metal itself is protected by anti-corrosive treatments and special anti-corrosive paints to give long trouble- free service, Joints are made with interlaying com= pounds to prevent leakage and corrosion, Special bolt and riveting processes are used for strength and where necessary, to provide aerodynamically clean surfaces, The fuselage is of semi-monocoque light alloy skin stressed for strength, All openings are reinforced and machined skin is widely used, The entire fuselage is pressurized with the exception of: (1) The radome (2) The nose gear wellSECTION I Po Sept 15-65 ‘ale BAC 1-11 INTRODUCTION sow avi onan x08 NOISIOL wa9 gnaw mn sie NODES 3504 (oavmsos) a0vlas INOW ae sows INO BAG I-l FIGURE 5SECTION TI BAC 1-11 INTRODUCTION ®) P,10 aw June 1-66 (3) Fuselage center section (4) The main gear well (5) The tail compartment Pressure bulkheads seal the fuselage from the unpressurized areas, A center section torque box forms the attachment for the wings and is in turn attached to the fuselage by heavy duty machined frames, The torque box,which is sealed,is used as the center fuel tank and also transmits all wing loads to the fuselage, At the rear pressure bulkhead, two double frames support the tail section and also provide anchorage for the engine mounts. The rear passenger loading door is an integral part of the pressure bulkhead, The wings are of three spar construction and are joined to the center section by multiple joints, The fuel is carried between the forward and rear spars and the center spar is ported to allow free flow, The landing gear is supported by the center and rear spars, The wing skin is primarily machined skin panels incorporating integral stringers, The leading edge, which is anti-iced, is attached to the front spar while the rear spar supports the flap tracks and drives, The entire trailing edge is comprised of three flap sections and an aileron, The stabilizers are of two spar construction and the skin is primarily machined skin panels,and the primary members are of machined frames, The leading edges, which are anti-iced, are attached to their respective front spar, The rear spars support the elevator and rudder hinge points. The horizontal stabilizer incidence can be adjusted hydraulically through a range of approximately 13° for airplane pitch trim,BAC 1-11 INTRODUCTION ees Sept 15-65 The vertical fin is supported by the fuselage rear frames through a horizontal shear deck, which pro~ vides the attachment for the forward and aft spars, The nacelles are comprised of a fixed cowling with integral engine mounting beams, Hinged cowlings completely surround the engines and provide quick access for servicing, The mounting beams are attached to the fuselage rear double frames. A short engine strut between the engine and fuselage houses the necessary ducts, valves and wiring for engine operation, POWER PLANT The aircraft is powered by two Rolls-Royce Spey 510-14 engines, each having a static rating of approximately 11,000 lbs, thrust at sea level, Each power plant, comprising basic engine, accessories and exhaust section, is housed in a nacelle and suspended from two beams on either side of the rear fuselage; the left hand installation being No, 1 and the right hand No, 2. The engine is an axial flow, by-pass (turbo-fan) engine that is only slightly different in funda- mental design concept from our present turbofan engines, The by-pass principle does, however, achieve an improved power/weight ratio and specific fuel consumption, The engine incorporates a twin spool compressor system that consists of a 5-stage low pressure unit (Ny) and a 12-stage high pressure unit (Nz) each being coupled to its respective a—stage turbine by concentric driving shafts, (The turbines provide the motive power for driving the compressors and accessory gear boxes.) Thus, each compressor/turbine assembly rotates independently of the other in the same direction but not at the same speed,Airflow leaving the low pressure compressor (S5th-stage) splits into two, approximately equal, flow paths, One flow is further compressed by the high pressure com- pressor before passing through the combustion section, the two 2-stage turbines, and into the exhaust section, The secon flow is directed through an annular by-pass duct which is formed by two cylindrical casings in the rear half of the engine, In the exhaust section, the relatively cool by-pass air mixes with the hot gas stream leaving the turbines,and the total mass airflow is then expanded to atmosphere through a common exhaust nozzle. Intermixing of the two flows reduces the exit velocity and thereby reduces the jet noise level, Fitted in the exhaust collector are clam=shell-type doors that, when operated to their closed position, reverse the direction of the gas stream to create reverse thrust that is available to assist in stopping the airplane during the landing roll-out, To insure stability of airflow during ali ranges of engine operation, the high pressure compressor incorporates an automatically operated airflow control system that consists of variable inlet guide vanes and a bleed air valve, All of the air leaving the high pressure compressor, except for a small amount that is bled off to operate certain engine and aircraft services, is then passed into the combustion section, The combustion section is of can~annular design with 10 interconnected combustion liners, ach liner contains a fuel spray nozzle and two of the liners are equipped with ignitor plugs. The compressed air, in passing through the combustion section acquires, through the combustion process, its maximum usable energy; it then passes through the high pressure and low pressure turbines which extract the necessary shaft power to drive their respective compressors and engine accessory gear boxes. On leaving the turbine assemblies and entering the exhaust section the gas mixes with the by~pass air which is then expanded to atmosphere to produce thrust.SECTION I Feb 25-66 (a) BAC 1-11 INTRODUCTION RY ny DNIHVaE Nigwn< (ew ou ONMVIa = NBM SMH igen eH SLVHS ¢H NIV INOW yy ONIIVad ISN ¥HA SLIVHS €'1 FIGURE 6SECTION 1 BAC 111 INTRODUCTION P14 Sept 15-65 Primary control of engine power output is through the throttle which indirectly regulates the fuel delivery to the combustion liners, While the throttle selects the basic datum, there are other automatic devices that correct for ambient conditions, provide acceleration and deceleration control and insure that engine limitations are not exceeded, A jet pipe pressure gage is provided in the cockpit that provides a positive indication of the thrust being developed, Additional cockpit controls provide for selection of reverse thrust and positive cut-off of fuel to the engine, Engine accessory units that require driving are mounted on two gear boxes, one driven by the low pressure compressor and one driven by the high pressure compressor, These accessories include those units that are essential to engine operation, such as: fuel pumps, oil pumps,tachometers, etc, For aircraft services a hydraulic pump is driven by each engine,and a constant speed drive starter unit (CSDS) whose dual function is to drive a 40 KVA generator at constant speed and, when provided with an outside air source, to provide the necessary torque for engine starting, Each engine is equipped with conventional vibration detection, engine anti~icing, fuel heating and overheat and fire protection systems, ENGINE OIL SYSTEM A1l gears, bearings, shaft splines, etc, are insured adequate lubrication by a complete oil system that is housed within the engine structure, Major com- ponents of the system are: an oil tank, a pressure pump, scavenge pumps, an oil cooler, pressure and scavenge filters, relief and by-pass valves and a breather systemsSECTION I BAC 1-11 INTRODUCTION Pw15 Feb 25-66 ANT I-ICING Engine bleed air is used for anti~icing the leading edge surfaces of the wing, vertical fin, horizontal tabilizer and engine inlets, Electric heating is used for anti-icing, defrosting and defogging the cockpit windshields and for anti-icing pitot heads, stall warning sensors, visual ice detector, forward static vents and waste water drains, The passenger cabin windows are de-misted by venting the inner panels to atmosphere through a desiccant, Thermal anti-icing for the wing and stabilizer may be provided by either engine in flight. Engine bleed air is delivered to a common manifold from which it'is distributed to all leading edge surfaces, A higher flow of hot air is provided for the inner ten feet of wing (forward of engines) to prevent ice formations from shedding into the engine inlets. Control of the various systems is accomplished by switches on the overhead panel, A wing and tail temperature gage is provided on the anti-icing panel, Engine inlet guide vanes, the nose dome and the nose cowl are also antisiced by engine bleed air. A separate switch for each engine controls all anti-ice system shut-off vaives for that engine, parated gages on the overhead panel register air pressure in each engine antimicing system,SECTION I P.16 Feb 25-66 AUTOPILOT The BAC 1-11 autopilot provides for conventional automatic flight control of the aircraft. It can be used for: (1) Manual control which allows flying the airplane through the turn and pitch controls, (2) Automatically turning to and holding a pre- selected heading, (3) Tracking either VOR or localizer courses, (4) Automatic ILS approach which aut omatically tracks the localizer and flies the glide slope. An altitude hold feature will maintain a desired pressure altitude when selected, The autopilot controls the airplane through three electric motor servos connected to the flight control cables, The autopilot trims the aircraft pitch attitude by automatically controlling the tailplane (horizontal stabilizer), A separate computer constantly monitors autopilot elevator control and will automatically disconnect the autopilot if a fault would tend to overcontrol the aircraft in pitch, An air data sensor provides air speed and altitude information for autopilot control, A switch allows use of only the rudder portion of the autopilot for yaw damping purposes, Normally, a separate, independent series yaw damper provides full-time yaw damping. A Mach trim system, independent of the autopilot, will automatically trim the horizontal stabilizer to provide proper stick forces at high Mach numbers, The system uses its own computer and servo motor which moves the tailplane, The system is operative only at high Mach numbers above 9600 ft. and if the autopilot is "off",SECTION T al BAC 1~11 INTRODUCTION P17 Feb 25-66 FLIGHT INSTRUMENTS & FLIGHT DIRECTOR The BAC 1-11 flight instruments incorporate the latest design features known in the industry. One new feature is a combination airspeed/ Machmeter which incorporates these two instruments in one case, There are three altimeters - two drum type and one three pointer, Three pitot tubes and seven static sources supply pressure to necessary flight instruments and auxiliary units. The Flight Director system is the Collins FD-108 which displays radio deviation and computed steer information in a 3-D presentation, There are two flight director steering computers which enable both the Captain and First Officer independent use of steer information, The system can be used as: (1) An artificial horizon only. (2) It will provide computed steer information to: (a) Turn to and hold a heading, (b) Capture and track on a VOR or localizer course, (c) Fly a complete Steer ILS approach includ- ing capture and tracking the localizer and computed glide slope steer information, Each system uses a combination compass and radio navigation instrument (CDI) which always shows aircraft position in relation to VOR or localizer course, An annunciator on each panel shows the flight director computer mode during an ILS approach,SECTION I BAC 1-11 INPRODUCTION AA \\ P,18 al) Sept 15-65 ECTRICAL SYSTEM Aircraft electrical power is supplied from three separate, non-paralleled, 40 KVA generators, Two of the generators, one driven by each engine through a constant speed drive unit, supply the normal AC power to two separate AC buses, The aircraft electrical loads are divided between these two buses, Should an engine-driven generator fail, the two AC buses will automatically become connected and be powered from the remaining generator. The third generator, mounted on the constant speed auxiliary power unit (APU) located in the tail cone, serves aS a standby power source should either or both engine-driven generators fail, The APU generator is also used to supply electrical power when no external ground power unit is available, In the event of a double generator failure, the remaining generator will maintain both AC buses; however, an automatic "load shedding" circuit will now limit the aircraft load to within the capacity of a single generator, Hach generator produces 200/115 Volt, three-phase, alternating current at 400 cycles per second, A transformer rectifier unit (TRU) is connected to each of the AC buses, These two TRU‘s convert part of the AC power to 28 Volt DC which supplies power to the DC distribution system, Normally, each TRU feeds power to both DC buses, Should one of the TRU's fail, the remaining unit is capable of supplying the entire DC load, Each of the units is vated at 28 Volt DC, 150 amps, Two 24 Volt lead-acid batteries located in the electrical and electronic compartment, provide an emergency source of power, In the event of total generator failure, the batteries will power the Essential DC bus and a static inverter,SECTION I als BAC 1-11 INTRODUCTION P19 Sept 15-65 EXTERNAL 0¢_sUPPLY pu _sTaeT FOR APU STARTING FROW BATTERY aUS BAR esos ENERATOR ecreRval ac Nol SURLY e 7 sont. conrRal. CONTROL es Heal fae mee — / 9) NOL MAIN AG BUS BAR oT NO. @ WAIN AE_BUS BAR AC _cuange over Te mee HEY : 7 -—__{ Y ! 1e ESSENTIAL Lis oan TRANSFORWER TRANSF ORWER RECTIFIER RECTIFIER ‘UNIT UNIT mo inven Sar meus 16 ESSENTIAL SHAR he MAW OG BUS BAR é DC BUS, ISOLATION sarteny——» | RELAY ISOLATION RELAY BATTERY BUS BAR] 5 APU sTART 2 24vOLr, BATTERIES =| Tr x £ ELECTRICAL SYSTEM SCHEMATIC DIAGRAM FIGURE 7SECTION I BAC 1-11 INTRODUCTION P,20 Sept 15-65 THIS PAGE INTENTIONALLY LI BLANK,SECTION I Po2n Sept 15-65 } BAC 1-11 INTRODUCTION The static inverter will convert the 28 Volt DC sunoply to 115 Voit AC and supply the Essential AC bus should its normal source (#1 AC bus) fail, The electrical system provides automatic protective features for isolation of faulty generators, AC and DC buses, round power receptacle is located on the left side of the aircraft nose, CTION Fire and overheat detection is provided for the engines and the APU compartment, For the purpose fire and overheat detection, the engines are divided into two zonesz zone 1 consisting of the compressor section and zone 2 the combustion section, Zone 1 ~ which contains fuel, oil and hydraulic fluid, is considered a potential fire zone; thus, it is equipped with a single "firewire" sensing loop that, in the event of a fire, gives visual warning (light in fire handle) and aural warning (firebell) in the cockpit. Zone 2 is monitored by both a sensing element loop and a fenwall switch in the engine's internal cooling air exhaust duct; if an overtemperature is sensed by either the loop or the switch, an ENGINE O/HEAT warning light is illuminated in the cockpit. A single sensing element loop encircles the APU compartment which will sense fire or overheat and cause both visual warning (light in APU fire handle) and aural warning (firebell) in the cockpit and a single warning light on the APU external control panel,SECTION I BAC 1-11 INTRODUCTION alle P.22 A Sept 15-65 Fire protection is provided for Zone 1 of each engine and for the APU compartment, A "two shot" system is provided for the engines; that is, the contents of one or both extinguishers can be dis- charged to either engine, The APU employs a "single shot" system, The three extinguisher bottles are located in the aft stair area; the engine bottles are each charged with 6 pounds of extinguishing agent} the APU bottle is charged with 2 pounds of extinguish~ ing agent. Three fire handles, one for each engine and one for the APU, are located in the cockpit directly above the center instrument panel, Pulling the handles accomplishes certain "cut-off" functions of fuel, air, etc.; turning the handle after it has been pulled causes the extinguishant to be discharged, Turning the engine fire handle clockwise discharges "shot 1"; turning it counterclockwise discharges “shot 2"; turning the APU fire handle in either direction discharges the single shot extinguisher to the APU compartment, Visual indicators are pro= vided to confirm that discharge has occurred, Conventional COg and HgO portable extinguishers are provided for the cockpit and cabin. Underfloor compartments and wheel wells are not equipped with fire detection or fire protection systems,7 \ SECTION T ) BAC 1-11 INTRODUCTION P23 7 Sept 15-65 ELI CONTROLS, The BAC 1-11 is provided with conventional primary controls consisting of ailerons, elevators and rudder, These controls are augmented by wing spoilers, adjustable horizontal stabilizer and trailing edge wing flaps, The lateral system is operated by conventional control wheel to a control tab for aerodynamic operation of the ailerons, augmented by bydraulically powered inboard and outboard flight spoilers, The flight spoilers can be used as speed brakes, Yaw control is provided by a single rudder, hydraulically powered from both hydraulic systems, Reversion to manual operation of the rudder will automatically take place with loss of both normal power systems, Pitch control is provided by conventional elevators hydraulically powered by both hydraulic systems, An emergency power system is provided in the event of loss of both normal hydraulic systems, Reversion to manual operation will take place automatically if all hydraulic power is lost to the elevator system, Artificial feel is provided for the rudder and elevator systems during powered modes of operation, Lateral trim is provided by a handwheel operated cable system to the aileron control tab while directional trim is accomplished by a handwheel operated cable system to the rudder power unit through the feel system, Pitch trim is accomplished by varying the incidence of the horizontal stabilizer, Powered by both hydraulic systems, the stabilizer is actuated by a handwheel operated cable system to the dual control unit in the vertical fin, In the event af complete loss of hydraulic power and during manual operation of the elevators, an emergency electric operated elevator trim tab is available for pitch trim, The three axis autopilot system, when utilized, will operate the aileron, elevator, rudder and horizontal stabilizer systems in a conventional manner,SECTION I BAC 1-11 INTRODUCTION P.24 alls Sept 15-65 z. WING FENCE FLIGHT SPOILERS —— FLIGHT CONTROLS FIGURE 8LR as) BAC 1-11 INTRODUCTION SECTION I ay P.25 ct Feb 25-66 A series, full time, yaw damper is utilized by the rudder system to provide effective control when not on autopilot. The series danper control provides full time protection without feedback to the rudder pedals, thus preventing an increase in pedal forces, Three sections of trailing edge wing flaps are mounted on each wing. These Fowler type flaps provide maximum lift during the take-off range and the necessary drag for landing, Powered by both hydraulic systems, the wing flaps incorporate two separate drive systems for redundancy, In the event of normal hydraulic power loss, a standby system is provided to allow limited flap operation for landing. To provide maximum braking after landing, a lift dumper system is utilized, A single spoiler panel on each wing, not associated with the flight spoilers, will extend when on the ground and the speed brake handle is actuated, The lift dumpers are locked out in flight by gear actuated control valves. An audible take-off warning system is provided should an attempt be made to take-off with the wing flaps, spoilers, horizontal stabilizer or emergency elevator trim in an incorrect position, A stall warning system is provided to give audible warning and subsequent forward push on the elevator control column as the aircraft approaches the stall condition and no correction is attempted, A Mach trim system,fitted to the horizontal stabilizer control,will automatically adjust the stabilizerto maintain aircraft attitude at high speeds when the autopilot is not operating,SECTION I BAC 1~11 INTRODUCTION P.26 Sept 15-65 Automatic warning systems are provided to inform the flight crew of a fault in the respective control system, A manually operated hydraulic shuteoff valve is located in each main hydraulic system pressure line to ail the flight controls with the exception of the lift dumpers, Actuation of either the system #1 or system #2 cut-off levers will shut off all pressure to the respective flight control systems, A red warning light in the head of each cut-off lever will indicate a fault in the power units of the rudder, elevator or wing flaps. Additional protection is provided by an automatic electrical shut-off system for the rudder and elevator power units, These take the form of an electric isolation of the respective system if a fault develops. The horizontal stabilizer system incorporates a mechanical shut-off system which, in the event of a stabilizer control fauit, will mechanically auto-reject the faulty system, Additional warning lights and isolation switches are provided for the stabilizer control system and the inboard and outboard flight spoiler systems. A speedbrake control lever on the pedestal, when actuated, will raise the flight spoilers on both wings simultaneously in proportion to lever move= ment, A "blow down" feature is provided to preclude damage when deflected at high speeds, The inter= connection between the roll control system and the spoiler/speedbrake systems permits simultaneous operation of the spoilers for both lateral control and speed braking.SECTION I BAC 1-11 INTRODUCTION P27 Sept 15-65 STALL WARNING The BAC 1-11, like all high T-tailed aircraft, is susceptible to a "deep stall" which is inherent in its design, To prevent approaching this condition, the aircraft is fitted with devices which will provide warning (stick shaker) when the normal stall hed and will automatically apply forward ck pusher) if the aircraft is allowed to enter a normal stall, In all cases, the warning and corrective action occur before the aircraft enters the "deep stall" ~ which occurs at an extremely high angle of attack and slow speed, For instance, the aircraft will normaily stall at an angle of attack of approximately 17~19° at which time the "stick pusher" is actuated - the "deep stall" condition is not reached until an angle of attack of approximately 23 to 25°, All these devices are required by certification to prevent stalling the aircraft if the pilot does not initiate normal stall recovery control on recognition of approach to the normal stall, is approai stick (st The stall warning system operates in three separate steps, each one being actuated at a successively higher angle of attack, (1) It automatically turns on engine ignition, (2) Next, it actuates the stall warning system. (3) The stick pusher is actuated, The system consists of two identical, indépendent systems, either one of which can operate if the other fails, The angle of attack of the aircraft is measured by four airfoil-shaped sensors mouated on the fuselage, At appropriate angles of attack, computers automatically operate the ignition, stick shaker and stick pusher, Electrical interlocks and mechanical design minimize inadventent or faulty operation of the system,SECTION IT P,28 Sept 15~65 The "stick shaker" consists of an electric motor- driven, unbalanced weight, one on each control column, which shakes the stick, indicating the approach to the stall, The "stick pusher" system is operated by a nitrogen powered actuator attached to the Captain's control column, When the angle of attack for "stick pusher" is sensed, two valves, in series, are both electric- ally actuated by the system's computers which meter nitrogen to the "pusher" actuator. The mechanical design of the actuator causes a momentary "push" force ~ not a sustained hold ~ on the stick, At the same time as the pusher is actuated, a loud horn sounds as an aural indication, The amount of force is determined by the mechanical design of the actuator and stick position, The "pusher" has been actuated during aircraft tests under the most adverse conditions and in all cases, the pilot is able to maintain full control, Switches, gages, and lights in the cockpit monitor and control the system's anti-icing, nitrogen supply, system operation and testing, A handle in the cockpit allows the pilot at any time to mechanically deactivate the "pusher" system and render it inoperative until reset,P,29 SECTION I June 1-66 BAC 1-11 INFRODUCTION ails a ASPENS 7 Seaton aaa amme 011s 2 20H Bares Hous NE Sabon ha Rot STALL WARNING AND PROTECTION SYSTEM FIGURE 9SECTION I BAC 1-11 INTRODUCTION Un) P30 AS ey Feb 25-66 The total useable fuel quantity is 24,800 ibs,, carried in three separate tanks, Tanks #1 and #2 are integral-type located in the wing spar area, Each tank has a useable quantity of about 9,000 lbs. The center tank is also integral-type located in the wing center section and has a useable capacity of 6,840 lbs, All tanks are appropriately sealed and vented to a vent-surge box located in each wing tip. Fach tank contains two AC~powered boost pumps, termed LP (low pressure) pumps, plus the necessary valves, filters, float operated switches, etc,, for fuel system management, The fuel system plumbing is designed so that fuel from each wing tank is fed through a shrouded fuel line, running through the pressurized fuselage, to each tail mounted engine. A crossfeed line and valve allows crossfeed operation to maintain lateral fuel balance, To use the fuel in the center tank, it must first be pumped, by means of transfer pumps, into either or both wing tanks and then through the normal plumbing to the engines. Controls for normal system operation are located on the overhead panel and are laid out in a schematic form, Refueling Mefue Ling Single point pressure refueling is accomplished at a maximum rate of approximately 3100 1bs./minute using a pressure of 50 psi, The fuel adapter and fuel control panel are located on the right-hand side of the fuselage just forward of the wing leading edge,SECTION I ake BAC leLL INfRODUCT ION P.3L = Sept 15-65 Float operated electrical tank switches automatically terminate fueling to prevent pressurizing the tanks when the tanks are full. If the airplane is to be fueled with less than full tanks, a selector at the fuel panel is set to the desired amount, When the quantity in the tank reaches this pre-set value, fueling will again automatically terminate, A filler cap is provided for each tank for overwing fueling, Defueling is accomplished throush the same adapter that is used for fueling, The maximum defueling vate is approximately 1050 tbs, per minute at a suction pressure of 11 psie Three fuel contents gages, one for each tank, are located on the upper left side of the center instrument el, Adjacent to each gage test switch, used toc ysten, Located at various points under the tanks are fuel level indicators which are used to measure tank quantity whenever the noral quantity indicating system is inoperative, There are no quantity gag the external fueling panel, ek Dumping lished from any tank, or aly, Fuel dumping can be accon all three tanks simultanco A jettison nozvJe is located on the aft mid~span section of each wing, The center tank fuel can be ed through either or both nozzles, The wing tank fuel is dumped through its respective left (#1 tank) or right (#2 tank) nozzle only, The out put pressure of the tank boost pumps is used to dump fuel, A pressure maintaining valve will assure proper fuel nressure to the engines during Fuel dumping.A Sep aN : co rT BAC 1-11 INTRODUCTION Ce) June 1-66 Should fuel dumping to minimum quantity be required, float operated electrical switches in the wing tanks will automatically terminate fuel dumping at approximately 2500 lbs. of fuel in each tank. The center tank can be completely emptied if desired. The fuel dumping rate is about 1350 1bs./minute total. e controls for fuel dumping are located aft of the t hand (F/O's) console, The pneumatic system supplies air primarily for air conditioning, pressurization, airfoil anti-icing and engine starting, The source of air supply may be from one or both engines, the auxiliary power unit (APU) or from an external ground supply. This system is designed as a split system, where any one or a combination of air sources is capable of supplying the aircraft needs both on the ground and in flight. In the ground case, the APU also eliminates the need for an external air cart for starting. The controls and indicators associated with th air supply system are located on the Air System and APi! sections of the overhead panel in the cockpit. The primary sour of air are blecds from #1 and engines, ach engine delivers unregulated air tapped off the last stage of the high pressure compressor (17th-stage), This l?thestage air is utilized primarily for pressuriza~ tion, air conditioning and airfoil anti~icing; but in addition, high pressure bleed air is used for engine anti-icing, the constant speed drive air motor, fuel heating, hydraulic tank pressurization and to power the thrust reverser actuation, An additional bleed, tapped off the final stage of the low pressure compressor (Sth~stage) is used for internal engineSECTION I P,33 Sept 15-65 BAC 1-11 INTRODUCTION cooling, as a cooling air source for the heat exchanger in the pneumatic supply duct, and by a jet pump used in ventilating the engine strut area. The high pressure (17thestage) air utilized for air conditioning, pressurization and airfoil anti~icing is delivered to an electro-pneumatic actuated isolation valve in the stub wing, It is unregulated in pressure, temperature and mass flow at this point, Prom here bleed air is passed through an electro~ pneumatic pressure reducing valve (PRV) and then through a heat exchanger, The air is now regulated in both temperature and pressure and is ready to be delivered to the various units which will regulate the m airflow to suit specific requirements, In ducting in the ventral stair area of the fuselage bleed air passes by a series of sensors for monitor- ing temperature and pressure, In this area, each duct is split - one part leading forward underfloor to its associated systems, and the second part across the fuselage through a crossover duct and crossfeed valve to join the system from the other engine. It s this crossfeed system which gives us operating flexibility. Normal operation calls for Air Crossfeed Valve closed with each engine supplying its own system. The APU air source is ducted directly into the crossover duct on the #1 engine side of the crossfeed valve, The location of the APU air input al lows it to always supply the #1 system but the crossfeed must be open for it to supply #2 systems, It is normally used for ground air conditioning when the engines are shut down, for starting air supply and as desired in flight, For starting, the pneumatic system supplies air from the APU or external source through the PRV and isolation valves in a reverse direction to the constant speed drive and start (CSDS) unit on each engine,SECTION 1 BAC 1-11 INTRODUCTION P34 ala Sept 15-65 The external ground start connection is on the aft underside of the #2 stub wing and will utilize standard start air carts. The engine air supply systems are both similarly controlled and monitored, Auto shut-down is provided for overheat and overpressure conditions in the ducts, stub wing and fuselage areas, The fire control handle shuts down the affected engine isolation valve, One engine is capable of supolying sufficient air for full pressurization control up to 30,000 feet and 70% of aircraft anti-icing requirements at the same time, In the above circumstances, though mass airflow in the cabin is reduced, it will be at least 4 Xb, /minute per passenger and temperature control will also be adequate, ALR CONDITIONING & AIR DISTRIBUTION Two separate air conditioning and distribution systems are provided, They are arranged in such a manner that failure of one system will still provide adequate temperature, ventilation and pressurization control, The system normally supplies double the minimum airflow requirements. Each air conditioning system is mechanically identical, The only difference being the source and distribution of the conditioned air to and from these units, Control of the two air conditioning systems; the left (#1) and right (#2) is accomplished through electrical switches and indicators located on the Air Systems section of the overhead panel,SECTION T P35 Sept 15-65 oe BAC 1-11 INTRODUCTION SE The source of air for the left system is through the left pneumatic supply ducting; the right system is supplied from the right pneumatic ducts, which are normally supplied by their corresponding engines, Each supply feeds into air conditioning units located in the air conlitioning bay forward of the main landing gear wheel wells through a MASTER VALVE, This valve performs a dual function - system on, off, and mass flow regulation, The air conditioning unit incorporates a hot air bypass and an air cycle refrigeration unit (CAU), The CAU consists of a compressor and expansion turbine and its associated heat exchangers which are cooled by ram air in flight and a cooling fan under low airflow conditions, Additionally, a water separator with automatic de-icing provisions is a part of the CAU, Cold air is supplied directly from each CAU through a common duct to eyeball units in the passenger service units, the cockpit and lavatories, Downstream of the CAU the required amounts of hot and cold air are mixed to form a conditioned air supply, Automatic CAU and duct overheat protection is incorporated in each system, Two main supply ducts pass conditioned air to the main distribution ducts, The left system supplies the flight deck and the right system supplies the passenger compartment, These two systems are joined by a crossfeed duct which allows one air conditioning unit to serve both the flight deck and passenger compartment requirements in the event one system fails, Normally, the air from the left system in excess of cockpit needs spills into the cabin distribution system through this crossfeed duct, Each system has completely independent temperature controls (both automatic and manual); thus flight deck temperature is entirely divorced from cabin requirements,BAC 1lw11 INTRODUCTION Ground conditioning, while engines are stopped, is accomplished through the use of APU or external air source through either one or both air conditioning units, In this case, the heat exchangers in the CAU's are supplied cooling air by the electric cooling fan, For unpressurized flight, a ram air valve located in the air conditioning bay will supply adequate ventilating air to the passenger cabin and flight deck, There is no provision for heating or cooling this supply, The Ram Air Valve switch is located on the surization control panel. Air from the main distribution supply enters the passenger cabin through underfloor ducts, tubing around the windows and into the cabin through grills below the hat racks, In the flight deck, conditioned air is fed to the pilots’ foot warmers, an overhead diffuser and sidewall outlets, lxhaust air from the passenger cabin is passed through grills along the sides of the fuselage into the underfloor space, forward around the cargo compartments and underwing bays and exhausted overboard by the pressurization discharge valve located in the left lower nose area. Flight deck air and forward vestibule air is dis- charged umterfloor through the radio rack cooling system, The entire fuselage from the radome pressure bulk- head aft to the rear pressure bulkhead and door are pressurized with the exception of the nose gear well, air conditioning bay, main gear wheel wells and the wing center section, The cargo compartments are in the pressurized area but do not receive any direct ventilating airflow. The source of air to pressurize the fuselage is from one or both engines or the APU,When pressurized to a maximum differential of 7.5 psi an 8,000 foot cabin altitude results with an aircraft altitude of 35,000 feet. Rate of change of cabin altitude may be controlied between 150 and 1,000 ft, per minute within a cabin altitude range from minus 2,000 ft, to plus 9,000 ft, Negative pressure differential is automatically limited to 0.5 psi. Safety features of this system incorporate (1) A cable actuated dump control on the cabin pressure out flow valve (2) An emergency pressure controller which Limits maximum cabin altitude of 9,000 ft. in the event normal pressure controls fail to regulate cabin pressure (3) A dual regulated safety valve to prevent excessive differential pressure - limits cabin to 8,0 psi maximum (4) Warning horn indicating excessive cabin altitude ~ horn sounds at a cabin altitude of 10,000 ft, and above, The pressurization controls and indicators are located on the cockpit center instrument panel, These controls make possible the selection of cabin s and the rate of cabin pressure change. altitud The normal pressure controls are electro=pneumatic in operation, with electrical signaling between sensing elements and a pneumatically-operated cabin pressure outflow valve, The sensing elements posi-~ tion the pneumatic control, which in turn, positions the outflow valve, This system is extremely sensitive and will hold the cabin to within thirty feet of desired level, also giving instantaneous response to changes, This excellent response to the pressure control system is due to the electronic signaling of pressure changes and an electrically~ driven vacuum pump which provides pneumatic muscle at low pressure differential,SECTION [ BAC LeJ1 ENTRODUCTION ae P38 ny Sept 15-65 Back-up for the automatic pressure control system is provided by a cable-operated dump handle controlling the pressure control valve and an automatic safety valve set to 8,0psi. In addition, the safety valve can be opened at any time electrical power is available by moving the “safety valve” switch on the pressurization control panel to the OPEN position, IYDRAULIC SYSTEM The BAC 1-11 has two completely independent systems designed to operate with a oressure of 3,000 psi. No, 1 system is powered by a variable displacement type pump driven by #1 engine and No, 2 system is powered by a similar type pump on #2 engine, Each system is also equipped with an auxiliary (AC) electrically-driven pum», These can be individually selected to power #1 and #2 systems for ground checks or as a reserve source of power in the event of failure of an engine-driven pump. An additional DC operated pump is provided in the #2 system to provide emergency pressure to lower flaps for Landing if all hydraulic fluid is lost in both main hydraulic systems, The DC hydraulic pump may be utilized on the ground to raise the forward and rear entrance (VENTRAL) stairs, charge the brake accumulator and provide hydraulic pressure to operate the Captain's windshield wiper during ground towing.SECTION I ai June 1-66_ The hydraulically~actuated units are divided between the separate hydraulic power supply systems as follows: #1 SYSTEM (#1 SNG, PUMP) Wing Flaps Spoilers /Speedbrakes (Outer ) Rudder Rudder Artificial Feel Elevator evator Artificial Feel Windshield Wiper (F/O) Landing Gear Nose Wheel Steering Lift Pumpers Wing Flaps Spoilers/Speedbrakes (inner) Rudder Rudder Artificial Feel Elevator Elevator Artificial Feel Windshield Wiper (Capt,) Series Yaw Damper Boot Brakes Hand Brakes Rear (Ventral Door) Stairs Forward Entrance Stairs Skydrol 500A hydraulic fluid is used for maximum protection against fire, Ground main gear well, service panels are provided for independent rvicing of each system,immediately aft of each The majority of the system components are located in the main landing gear bay, The main hydraulic panel is located on the center instrument panel in the cockpit. Gages and lights are provided for fluid quantity, system pressure, fluid overheat, low reservoir air pressure, One provides indication of brake brake gages, auxiliary pump motor overheat and Also included are three accumulator pressure; a second actual pressure apolied to the brakes, right and left; and the Last hand brake pressure being applied to the brakes,SECTION T BAC 1-11 INTRODUCTION « AVA P40 Feb 25-66 COCKPIT CONTROLS All cockpit instruments, controls and switches are described in Section II cf this manual, along with cockpit panel layouts, which have been issued for use while this section of the manual is being studied, Radio, Radar and Electronic Equipment controls installed on the airplane are arranged in a conventional manner on the pedestal, EMERGENCY EQUIPMENT Emergency exits include the two cockpit sliding windows, forward main door, galley service door and the two overwing exits, Emergency ropes are located at each of these exits, The rear cabin door isalso an emergency exit, One evacuation slide is provided at the galley service door, Cockpit emergency equipment consists of a COg fire extinguisher, fire axe and a portable oxygen bottle with full face mask, Cabin emergency equipment consists of three water type fire extinguishers, two portable oxygen bottles and one first aid kit, An emergency lighting system is provided to identify and illuminate the emergency exits during those conditions where normal electrical power is lost,SECTION I BAC 1-11 INTRODUCTION P41 Feb 25-66 OXYGEN SYSTEM The BAC 1-11 has two independent, high pressure oxygen systems ~ one for the crew and the other for passengers. The flight crew oxygen system is a diluter demand-type with provisions for pressure breathing. A 66 cubic foot cylinder is provided to meet cockpit requirements, The passenger oxygen system consists of one 113 cubic foot cylinder, double pressure regulator valves, manifold assemblies and distribution tubing. The automatic control of the passenger oxygen system operates at a cabin pressure equivalent to 14,000' altitude, An aneroid operated device, senses this value of cabin pressure and automatically provides oxygen to the passenger service units, illuminates a warning light on the control panel and lights the "Fasten Seat Belt" ~ "No Smoking" signs, Two control knobs on the overhead panel provide a manual means of supplying therapeutic or emergency oxygen flow to the cabin, Both oxygen supply bottles are located on the left side of the Electrical and Klectronics Compartment. RADIO AND RADAR The navigation and communication radios on the BAC 1-11 are similar to standard equipment used on latest jet aircraft, Most of the units use istors and miniaturization providing low cooling requirements in the electronic compartment, The equipment consists of dual VHF navigation, communica~ tion and glide slope receiver equipment. tran.P42 SECTION BAC 1-11 INTRODUCTION Feb 25-66 at Single ADF, marker beacon, DME and ATC transponder are provided, although PME read out is provided on both instrument panels, Each VHF COMM receiver is monitored by a Selcal system which gives visual and aural indication when the aircraft is signaled by a ground unit, A special feature allows testing the VOR and ILS indications in the flight instruments, The radar is a Bendix "X" band set with two scopes; one for each pilot, In addition to conventional radar weather mapping features,special ground mapping and test facilities are provided, FLIGHT RECORDER A flight recorder is installed in the airplane to automatically record airspeed, acceleration, altitude and heading. To control and monitor system operation, a switch and an amber light are provided on the overhead panel, WATER AND WASTE Potable water is supplied to the lavatories and the buffet from a 20 gallon tank located inthe E& E compartment, System delivery pressure is obtained by applying aircraft pneumatic system pressure to the water tank, A water system servicing panel is provided on the forward right-hand side of the fuselage, Waste water from the lavatory basins and the galley is discharged overboard through two electrically heated discharge drains mounted on the underside of the fuselage.SECTION T P43 als) BAC 1-11 INTRODUCTION = Sept 15-65 A toilet waste disposal system is provided for each lavatory, Air from the aircraft pneumatic system is used to pressurize the toilet flushing system, Each toilet has its own external servicing panel, located on the underside of the fuselage, PUBLIC ADDRESS SYSTEM A conventional P,A, System is provided that includes provisions for a music reproducer, P,A, trans— missions can be made from either of the two stewardess control panels, from the cockpit P,A, handset, or, when selected, from either the Capt's. or F/O's mask microphone. A priority system insures that stewardess announcements override music and cockpit announcements override both, A P,A, monitor speaker and control switch are provided in the cockpit, SERVICE INTERPHONE AND CALL SYSTEM The service interphone system provides inter~ communication between the cabin, cockpit and ground crew, Used in conjunction with the interphone is a call system, comprising chime, lights and mechanic call horn,SECTION I BAC 1-11 INTRODUCTION Ge) AYA P44 \ Sept 15-65 LANDING GEAR SYSTEM The landing gear consists of two dual wheel main gear assemblies and a steerable dual wheel nose gear, The main gear retracts inward and is housed partly in the wing and partly in the umpressurized main gear bay in the fuselage, whereas the nose gear retracts forward into the nose wheel well, A two-position (UP and DOWN) landing gear selector lever is located on the main instrument panel, An alternate method of lowering the landing gear is provided should the normal method fail, The free~ fall lever is located on the floor to the right of the F/O's seat, The UP position of the gear handle automatically directs hydraulic pressure to the main gear brakes after take-off to stop wheel rotation, Nose wheel rotation is stopped after retraction by a friction brake pad attached to structure, Two independent brake systems are provided, One is a conventional pedal operated brake incorporating an anti-skid device. The other system is a hand operated hydraulic brake controlled by handbrake levers on either side of the pedestal. This system does not include an anti-skid system, Each pilot is provided with a nose wheel steering control located adjacent to each pilot's console, The nose gear is steerable through 78° either side of center, A standby steering system is available for use when the #1 hydraulic system has failed or when the landing gear has been lowered by the free- fall control, Limited nose wheel steering is possible on the ground through rudder pedal operation,SECTION II P.1 Sept 15-65 INTRODUCTION This chapter provides an introduction to the various controls and instruments in the BAC 1-11 cockpit, Each control/instrument is Listed and is followed by a brief description of its function, The description of each panel begins in the upper left corner and progresses according to panel Layout (precise directions are given at each panel introduction), All lights are presented in the color they would appear if illuminated, As outlined in the Preface of this booklet, maximum study value will be obtained if the cockpit panel layouts are used simultaneously with the appropriate descriptions which follow, (Page 2 Intentionally Left Biank)SECTION II BAC 1-11 INTRODUCTION Pye Sept 15-65 THES PAGE INTENTIONALLY LEFT BLANK,SECTION II BAC 1-11 INTRODUCTION P,3 June 1-66 CAPTAIN'S INSTRUMENT PANEL. Instrument/Switch identification on this panel begins on the upper left corner moving horizontally from left to right and progressing down the panel, MASTER WARNING LIGHT (RED) This light provides immediate indication of malfunctions in any of the following systems: #1 or #2 AC bus failure, left or right tank boost pump pressure low, Emergency elevator failure, #1 or #2 engine oil pressure low, #1 or #2 engine overheat, #1 or #2 flight control system failure, DC bus failure NoOWhUNE The master warning system operates as follows: Should any of the above listed system warning lights come on, it will trigger the master system and cause both master warning lights to flash, Each light incorporates a pushepull switch, When either light is pulled that light will remain on steady; the other light will continue to flash, This light too can be pulled and will remain on steady, The light for the system which caused the master warning should be pulled out; then the master warning system can be restored to normal by pushing the master warning lights in to the normal position, The system can be tested by pushing to test any one of the associated system warning lights,SECTION IT all, Po4 BAC 1-11 INTRODUCTION June 1-66 CAPTAIN'S INSTRUMENT. L (CONT'D) AUTOPTLOT GLIDY. SLOPE ANNUNCTATOR The AUTOPTLOT GLIDE SLOPE annunciator indicates the phase of glide slope mode operation, OFF - Indicates that autopilot mode selector is not in GS AUTO. ARM - Indicates in GS AUTO mode and system armed to engage glide slope. ENG - Is shown when glide slope is engaged with GS AUTO selected. EXT - Is shown as airplane passes over the middle marker. AUTOPILOT DISENGAGE LIGHT CRED) Blinking - Indicates autopilot has been dis- engaged by some reason other than either pilots’ disconnect wheel buttons. Steady - Indicates loss of alternate source of DC power required for engagement. SUB-BUS TRANSEER LIGHT CAMBER) Light “on" indicates the Captain's flight instrument compass power supply has been transferred to #1 Radio Bus - Autonilot can be used in "Man" mode only. STICK PUSHER LIGHT (CAMBER) The light "on" shows that the stick pusher actuator attached to the Captain's control column has ex- tended, The Light will be "out" only if the actuator is fully retracted,SECTION II BAC 1+11 INTRODUCTION PS Sept 15-65 CAPTAIN'S INSTRUMENT PANEL (CONT'D) PUSHER FAIL LIGHT (RED) The light "on" indicates a failure which would render the “stick pusher" inoperative, FLIGHT DIRECTOR GLIDE SLOPE ANNUNCIATOR Indicates the flight director computer status for "GS" ILS approaches, The following indications are incorporated: “OFF" = GS mode has not been switched by the flight director computer, "ARM" = Computer has switched to AUTO glide slope mode providing localizer steer informa~ tion and is armed to compute glide slope steer signals on interception of glide slope. "ON" « Computer has switched to provide localizer and glide slope steer signals, "EXT" = Computer has switched to modify glide slope signals after passing middle marker for optimum close-in maneuvering. BACK LIGHT (AMBER) Light “on" indicates the ILS Back~Front Switch is in "Back" position, thereby reversing localizer signals, thus allowing the Vebar in the HDI to be used to fly the localizer when flying opposite to the inbound front course, MARKER BEACON LIGHTS Conventional marker beacon lights as used on all AwA, aircraft.SECTION II hn) P.6 BAC 1-11 INTRODUCTION all Feb 25-66 CAPTAIN'S INSTRUMENT PANEL (CONT'D) AIRSPEED /MACHMETER The dual instrument shows indicated airspeed and Mach number above .5 Mach, An index on the outer face of the dial can be set with a knob on the lower left hand corner of the instrument, HORIZON DIRECTOR INDICATOR (HDI) The HDI is primarily an artificial horizon display- ing aircraft pitch and bank attitude by reference to a fixed delta-shaped aircraft, Pitch and bank angles are read from index marks on the instrument; extremely high pitch angles are identified as "up" or "down" on the instrument face, A pitch trim knob allows adjusting the horizon line 10° up to 5° down in reference to the "delta", The V-bar displays computed steer commands, The flight director mode selector switch in the lower right hand side determines the flight director computer operation, OFF = The V-bar and computer flag are held out of view and the instrument is used as an artificial horizon, HDG = The V-bar shows angle of bank to turn to and hold a selected heading, V/L ~ The V-bar shows angle of bank to track on VOR or Localizer courses. G/S ~ The V-bar shows bank and pitch information to fly an ILS course - the pitch signals are actuated only after interception of the glide slope (see flight director annunciator on Captain's panel),SECTION IZ P.7 Sept 15-65 Nts INSTRUMENT PANBL (CONT'D) ON DIR ‘OR INDICATOR (HDI) (CONT'D) A conventional glide slope indicator in the left-hand side of the instrument shows deviation above or below the glide slope, The needle and GS flag are out of view when the Captain's VHF/NAV is not tuned to an ILS frequency. bar in the bottom of the instrument face indicates io deviation signals for VOR or localizer = full scale deflection of this bar is equal to only one dot deflection on the CDI, A conventional ball is in the bottom of the instrument case, Four large’ warning flags warn of component failure: GYRO - Captain's Vertical Gyro fault. COMPL - Captain's flight director computer failure, VOR-LOC = Faulty or insufficient radio signals, GS - Faulty or insufficient glide slope signals, The drum type altimeter displays indicated altitude. It has a range of minus 1,000 feet to plus 50,000 feet, The pointer indicates hundreds of feet while thousands of feet are indicated on the drum visible through the slot in the face of the instrument, The barometric scale is adjusted by a knob on the lower left corner of the instrument,SECTION II BAC 1-11 INTRODUCTION A P.s AYA a Sept 15-65 CAPTAIN'S INSTRUMENT PANEL (CONT'D) VERTICAL SPEED INDICATOR This instrument indicates vertical velocity from 0 to 6,000 feet per minute, An accelerometer incorporated in the instrument provides instantaneous (lag free) response, TURN AND BANK INDICATOR The bank portion of the indicator is a conventional ball-type inclinometer, The turn needle is operated by an electrically-driven gyro. Loss of electrical power to this gyro is indicated by the appearance of an OFF flag in tHe upper right portion of the instrument. COURSE DEVIATION INDICATOR (CDI) The CDI displays VHF radio navigation information and compass heading, The compass card normally receives heading information from the F/O's RMDI, The course deviation bar displays airplane deviation from a selected VOR radial or Llocalizer course, A To-From dm flag indicates whether the selected course is a bearing to,or a radial from,a VOR. The COURSE knob on the lower left edge of the instrument is used to select the desired VOR radial or localizer course for radio navigation and to supply course information to the flight director and autopilot (from Captain's CDI only) for computed course steering and coupled approaches, The course selected by the COURSE knob is indicated by a course arrow on the compass card and by the COURSE counter window on the upper left edge of the instrument,SECTION II P.9 Sept 15-65 (CONT 'D) COURS! The HDG knob on the lower right edge of the instrument positions the orange /X cursor on the compass card to the heading desired for flight director steering and autopilot HDG SELECT mode (from Captain's CDI only). A glide slope needle on the left side of the instrus ment operates in conjunction with the glide slope indicator on the Captain's HDI, The MILES counter on the upper right corner of the instrument indicates nautical miles to a selected VOR or localizer station, The counter has a maximum range of 199 nautical miles, A blank flag covers the numerals when the instrument is computing or when there is insufficient signal strength, (The MILES counter in the F/O's CDI is not operative.) Several warning flags incorporated in the instrument warn of the following when in view: HDG CARD = Indicates failure in associated compass system, VOR-LOC ~~ Faulty or insufficient radio signal, G/S - Faulty or insufficient glide slope signal,SECTION II BAC 1-11 INTRODUCTION alle) P.10 wah Sept 15~65 CAPTAIN'S I STRUMENT PANEL (CONT'D) The RMDI displays airplane magnetic heading on its rotating compass card, The annunciator on the upper left corner of the instrument indicates alignment (synchronization) of the compass card with the magnetic reference, A means for manual synchroniza- tion is provided by the SYNC knob on the instrument upper right corner, An OFF flag in the lower left corner of the instrument indicates a power failure. The “single” and "doublet needles on the instrument face provide radio bearing information as selected by the two VOR/ADF knobs at the bottom of the instrument. CLOCK The 8-day clock has conventional hour and minute hands, a sweep second hand, a small minute dial, and an elapsed time dial, The WIND knob at the lower Jeft edge of the clock is used to wind the clock, and set the main indicating hands, The PUSH knob on the lower right edge controls the MINute recording dial, The STOP.GO lever at the upper right edge controls the ELAPSE TIME (hours) dial. STATIC SELECTOR SWITCHES Select static air source for Captain’s instruments « normal or alternate, ASI ~ Affects only the Capt's, airspeed/mach- meter, AIR DATA ~ Affects Capt's, altimeter, vertical speed indicator, and "third" altimeter,&® BAC im11 INTRODUCTION Pore a Sept 15-65 CAPTAIN'S INSTRUMENT PANEL (CONT'D) In "Back" position, reverses signals to V-bar in Captain's HDI, allowing normal use when fiying on IIS localizer course in a direction opnosite to inbound front course, Operating the switch to "Back" causes the autopilot to revert to MAN mode and can be used only in this mode, The red guarded RMI MODE switch, with SLAVED HDG ~ FREE GYRO positions, controls the two operating modes of the Captain's RMDI, In SLAVED HDG, the Captain's’RMDI operates as a slaved compass indica- tor (the normal mode of operation), In FREE GYRO, all slaving signals are cut off and the RMDI compass card operates as a straight directional gyro indicator, THRE ~AXIS TRIM INDICATOR Indicates autopilot servo condition with power available to the aircraft: Autopilot Disengaged - Moveable bar in relation to fixed index bar shows servo position in relation to control surface - when they are aligned, the autopilot is synchronized with the control surface, Autopilot Engaged ~ Shown control surface move~ ment - a sustained deflection indicates the auto pilot is holding a surface deflected for out~of-~ trim condition,SHCTION IT BAC 1-11 INTRODUCTION ¥\ P,12 A Gy Sept 15-65 7 FIRE CONTROL PANEL (Above Center Instrument Panel) ENGINE (2) These two handles, labeled 1 and 2 corresponding to the associated engine, incorporate red warning lights that provide visual indication of a fire warning in Zone 1 of the respective engine, Illumination of the warning light will also cause the fire warning bell to ring, Pulling an engine fire handle out causes the following to be accomplished electrically on the respective engine: ~ The low pressure fuel valve closes cutting off the fuel supoly to the engine, - The hydraulic isolation valve closes de- pressurizing the engine-driven pump, ~ The bleed air isolation valve closes cutting off the flow of bleed air from the engine, After the handle is pulled fully out, rotating it clockwise causes the first bottle of the fire extinguishing system to discharge, Rotating it counterclockwise discharges the remaining bottle to the same engine, APU This single handle, labeled APU, incorporates a red warning lamp that provides visual indication of a fire warning in the APU compartment, Illumination of the warning light also causes the fire warning bell to ring, Pulling the APU fire handle out closes the APU low pressure fuel valve which cuts off the fuel supply to the APU and isolates the APU electrical control circuit to stop the APU, After the handle is pulled out it can be rotated either clockwise or counterclockwise to discharge the single extinguisher bottle to the APU compartment,GE \ SECTION. ol(s) BAC 1-11 INTRODUCTION ie Pp i aoe Feb 25-66 CENTER INSTRUMENT PANEL The instruments, switches and controls on this panel are located in three major vertical areas outlined with a stripe. The following description moves down these panel areas beginning with the left side, HOTS) CT SWITCH Normal ~ Capt's HDI is connected to #1 Vertical Gyro, ~ F/O's HDI is connected to #2 Vertical Gyro, Capt on Alt — Capt's HDI connected to F/O HDI, F/O on Alt ~ F/O's HDI connected toe Capt HDI, “THIRD'' ALTIMETER Conventional 3-pointer altimeter - uses same static source as Captain's altimeter, CDI_SELECT SWITCH Normal - Capt's CDI repeats F/O's RMDI, ~ F/O's CDI repeats Capt’s RMDI, Capt on Ait ~ Capt's CDI repeats Capt*s RMDI, F/O on Alt - F/O's CDI repeats F/O's RMDI, BOTTLE DISCHARGE INDICATORS (3) These three indicators, one for each of the engine extinguishers and one for the APU, under normal conditions, show a blank amber display, Dis- charging either of the two engine bottles or the APU bottle completes an electrical circuit that will cause the word FIRED to appear on the respective indicator,SECTION IT BAC 1-11 rNrRopucTion AAR Pid aia) iH \S Feb 25-66 CENTER INSTRUMENT PANEL (CONT'D) FUEL QUANTITY GAGES Three fuel quantity gages, one for each tank, indicate the weight of the fuel in the respective tank, A test switch below each indicator will check the system for proper operation, HYDRAULIC FLUID OVERHEAT WARNING LIGHTS (2) The illumination of the amber overheat light above the engine pump switches indicates an overheat condition of System #1 or #2 hydraulic fluid, AUXILIARY HYDRAULIC PUMP OVERHEAT WARNING LIGHTS (2) The illumination of the amber Aux, Pump Overheat light above the Auxiliary pump switch indicates a motor overheat condition, HYDRAULIC SYSTEM FLUID QUANTITY INDICATOR The fluid quantity gage is a dual unit providing indication of the amount of hydraulic fluid in System #1 and System #2 reservoirs, The gages are calibrated from 0 to 2.6 gallons with red, amber and green range marks denoting normal, cautionary and emergency fluid levels,SECTION II P.15 Sept 15-65 BAC 1-11 IN) RODUCT ION aL (CONT'D) The Engine #1 hydraulic pumo and Mngine 42 hydraulic pump control switches have “ON - "OFF" positions, When the switch is ", the pump continues to operate but output pressure is reduced to zero, AUXILE € ARY HYDRA' >UM? SWITCI > System #1 and #2 Auxiliary hydraulic pump switches have "ON" = "OFE" positions, They can be operated on the ground for pre-flight checks and in the air in the event of failure of an engine-driven hydraulic pump for either system, The illumination of an amber engine pump FAIL light below each engine pump switch indicates either reservoir air pressure or respective hydraulic system pressure is below a pre-set value, RY PUMP (PALL) HARNINC LIGUTS (2) The illumination of an auxiliary pump amber FAIL light indicates auxiliary pump pressure output below a pre-set value, HYDR, SURE _TND LCATOR The dual pressure gage indicates hydraulic system pressure in #1 and #2 systems or accumulator air eload, whichever is greater, prSECTION If BAC 1-11 INTRODUCTION «) Pel6 June 1-66 CENTER INSTRUMENT PANEL (CONT'D) PLIGHT CONTROL HYDRAULIC CUT-OFF VALVE ANNUNCIATORS (2) Two flight control hydraulic cut-off valve levers are located on the Captain's side of the pedestal. Operation of a cutoff lever to the OFF position closes a valve which shuts off either system 1 or system 2 hydraulic pressure to the Flying Control Components only. A magnetic indicator on the hydraulic panel in the cockpit displays a vaive open (in line) condition or a valve closed (cross~line) condition, DC_ PUM? ELECTOR. SWITCH The DC pump tch has BRAKE ACC ~ OFF - EMER FLAPS positions, BRAKE ACC position actuates a DC electrical ly-driven hydraulic pump and routes pressurized fluid to both brake systems, Captain's windshield wipers, forward and rear entrance stairs systems, Moving the pump switch to EMER FL position energizes the DC pump and operates a valve which blocks off hydraulic pressure to the main brakes, etc., and routes pressurized fluid to the flap drive unit enabling the flaps, on selection, to be lowered, TAIL? R (TPL) FAIL WARNING LIGHTS The amber stabilizer fail warning lights will illuminate with a failure of the respective system control valve, The left hand light is associated with the #1 hydraulic system supply to the *1 drive motor, The right hand light is associated with the #2 hydraulic system supply to the #2 drive motor,SECTION IT P17 Sept 15-65 L iNTRODUCTION iL (CONT'D) Controlling the supply of hydraulic pressure to the r drive motors, the cut-off switch is normally in the ON position, When positioned to OFF, the supply valve is closed, isolating the affected control system. The respective TPI FAIL light will be out with the switch in the OFF position, respective stabili TLURE INDICATOR LIGHTS Illumination of the amber spoiler fail lights indicates a malfunction in the respective inboard or outboard ‘flight spoiler control valves, The left hand light is associated with the #1 hydraulic system and is identified OINTROARD SPOILERS. The right hand light is associated with the #2 hydraulic system and is identified INBOARD SPOILERS, SPOT CUT-OFF SWITCHES (2) Controlling the supply of hydraulic pressure to the respective pair of flight spoilers, the cut-off switches are normally in the ON position, When ositioned to OFF, the supply valve is closed solating the affected pair of spoilers from their respective supply system, The respective warning light will be out with the switch in the OFF position, Operation of the Lift dumpers is not affected by operation of these switches,SECTION IT BAC 1-11 INTRODUCTION P18 Sept 15-65 CENTER INSTRUMENT PANEL (CONT'D) ELEVATOR GUST DAMPER ENGAGED LIGHT With the aircraft on the ground and both hydraulic systems inactive, elevator gust damping is auto- matically provided through the action of the main gear switches, Confirmation is provided by illumination of the green "Damper Engaged" Light and the damping facility is through the #1 system elevator hydraulic power units, Should the elevator #1 hydraulic system have failed prior to landing, gust damping will not auto~ matically engage when the aircraft is parked, FOOT BRAKE PRESSURE GAGE The foot brake pressure gage has two needles that indicate pressure applied to the individual left and right brakes,\ SECTION II ale BAC 1-11 INTRODUCTION eis a Feb 25-66 INSTRUMENT PANEL (CONT'D) BRAKE ACCUMULATOR PRESSURE GAGE The brake accumulator pressure gage has two needles and indicates the pressure available in the foot and hand braking system accumulators, HAND BRAKE PRESSURE GAGE GAC The hand brake pressure gage has a single needle and indicates pressure applied to ali four brake units when the hand brake is used, It will also indicate auto braking pressure which is being applied during gear retraction, ENGINE ViB REL AMP INDICATORS (2) A vibration indicator, containing a dial presentation in relative amplitude and a test button is provided for each engine, The dial is scaled from 0 to 5 with half divisions, The test button, when depressed, checks full scale deflection of the indicator. ENGINE O/HEAT WARNING LIGHTS (2) A red warning light, one for each engine, illuminates if an overtemperature is sensed in either Zone 2 or the low pressure cooling air outlet duct of the respective engine, Jilumination of either of these lights will cause the master warning light to come on,SECTION If BAC 1-11 INTRODUCTION P,20 Sept 15-65 CENTER INSTRUM ZONE 2 T: SWITCH Moving this single switch to the TEST position checks the Zone 2 overheat warning systems in both engines. When the switch is held to TEST, both ENGINE O/HEAT warning lights should come on indicating satisfactory system operation, LP COOLING R Moving switch to RESET position extinguishes the respective ENGINE O/HEAT light when the light has been illuminated because of an overheat in the low pressure cooling air duct, This specific warning is locked in to make possible identification of overheat location, The locksin feature requires a reset switch, REVERSER UNLOCKED LIGHTS (2) Amber lights, one for each engine, that illuminate when the respective reverser's clamshell doors are unlocked, ENGINE PRE P7 IN HG = GAGES (2) A gage presentation in inches of mercury that provides a direct continuous reading of jet pipe pressure as compared to static pressure, For any specific ambient condition, the exhaust pressure is directly related to the thrust being devel oped,als SECTION II BAC 1-11 INTRODUCTION P.2i Sept 15-65 CENTER INSTRUMENT PANEL (CONT 'D) PERCENT RPM (HIGH PRESSURE COMPRESSOR ~ N2) INDICATORS” C2). Rotation speed of the high pressure compressor (N2) is expressed on the indicator as a percentage of RPM, The indicator provides two scales, a large pointer scale reading from 0 to 110% and a small pointer scale reading from 0 to 10%, EXHAUST GAS TEMP! ‘URE (EGT) (2) A continuous direct reading gage calibrated in degrees centigrade indicating the temperature that exists in the engine exhaust outlet just aft of the turbines, PUBL FLOW INDICATORS One for each engine, Indicate mass fuel flow, in pounds per hour, to each engine and are calibrated from 0 to 10,000 pph, Note difference in calibraw tion at the low end of the scale, FUEL TEI ATURE INDICAT This dual indicator will show the temperature of each engine fuel supply as it leaves the fuel heater, It is calibrated from -60°C to +120°C. OIL TEMPERATURE GAGES (2) The engine oil temperature gages are calibrated in degrees centigrade and indicate the temperature of the oil at the oil cooler outlet,SECTION IT P22 BAC 1-11 INTRODUCTION 25~66 CENTER INSTRUMENT PANEL (CONT'D) OIL PRESSURE GAGES (2) The engine oil pressure gages are calibrated in psi and indicate system delivery pressure sensed at the pressure filter outlet. OIL LOW PRESSURE WARNING LIGHTS (2) Red warning lights, one for each engine, that illuminate if system pressure falls below 15 psi. When either of these lights illuminate, the master warning light will also come on. LIET DUMPER INDICATORS (2) One magnetic annunciator for each litt dumper will indicate the operating condition of the lift dumper system, The annunciator will display OUT-Blank-PWR OFF for the different modes of operation. OUT indicates the lift dumpers are extended, speed- brake handle puiled and aircraft on the ground. Blank indicates the lift dumpers are retracted and gear operated shut-off valves are closed. PWR OFF indicates circuit breaker tripped or no electrical power.BAC 1-11 INERODUCTION SECTION II P23 Sept 15-65 (CONT'D) AKE MD} RATURE GAG Ss @ Two dual BRAKE temperature gages sense the tempera ture which exists at the brake assembly support area, These gages are calibrated from 0 to 800°C with range marks at 200°C and 400°C, ANTI-SKID_ INDICATORS These four indicators placarded OUTBOARD - INBOARD display either a blank or REL indication. The appearance of the letters REL indicates that the specific wheel brake has released to prevent a skid condition. The anti-skid test switch is used to test the system on the ground or in flight, System operation is noted on the brake release indicators, This two position switch serves as a master switch for the ANTI. KID system, When in the ON position, the system is armed to automatically release hydraulic braking pressure to prevent excessive skidding or a locked wheel condition at any of the main gear wheels, In the OFF position, the anti- skid feature of the brake system is deactivated and "standard" type braking is available.SECTION IL BAC 1-11 INTRODUCTION als) P24 aa Sept 15-65 CENTER INSTRUMENT PA. (CONT'D) FIRE HANDLE TEST SWITCHES (3) Three switches, one for each engine and one for the APU, permit testing of the respective fire detection system, including its warning lights and bell, Faults in the systems are indicated if the warning lights and bell are not energized when the switches are held to TEST, FIRE ELL ISOLATION S wITC H/LIGHT A combination switch and light - pulling the light out will silence the firebeli and, at the same time, turn on an amber ‘light (built into the assembly), The bell is reconnected and the light gocs out when the light is pushed in, TOTAL AIR TEMP GAGE Shows total air temperature, that is, static air temperature plus "ram rise", HORN CUT-OFF AND TEST SWITCH This switch provides a means of testing the landing gear warning horn and cutting off operation of the warning horn if desired, This is a three-position switch, spring-loaded to the center OFF position, The horn may be tested by momentarily moving switch to the Test position whenever either throttle is positioned to less than 83% No RPM approximately, The cut-off feature functions by momentarily moving switch to cut-off position whenever desired, Warning horn circuit will automatically re-arm whenever throttles are advanced beyond the 83% RPM value.SECTION IT P25 Sept 15-65 () BAC 1-11 INTRODUCTION A CENTER INSTRUMENT PANEL (CONT'D) FLAP SHAFT FAIL LIGHT Tliumination of the amber FLAP SHAFT FAIL light indicates that the wing flap primary drive shaft has failed and a secondary drive has taken over, Indicating lights, showing whether the landing gear is locked up or down, or is unsafe, are provided as follows: The red GEAR UNSAFE warning light illuminates when~ ever any landing gear is not locked in the position corresponding to the position of the landing gear handle, It will also remain illuminated if the main gear inner doors are not locked closed after the main gears are locked down or fully retracted, The green LEFT, NOSE & RIGHT gear lights illuminate when the respective gear is down and locked, A Bright-Dim switch is mounted just below these lights to control light intensity.SECTION IT BAC 1-11 INTRODUCTION alle P26 June 1-66 o CENTER ENSTRUMENT. PANEL (CONT'D ) LANDING GEAR HANDLE The landing gear selector lever has two positions - UP and DOWN, In the DOWN position, hydraulic pressure is applied to unlock and extend the gear. In the UP position, the gear will retract, After retraction and ail doors are closed, the gear hydraulic system is depressurized, A spring-loaded knob at the end of the selector lever must be pulled to release a latch mechanism before a selection is made, A gear safety solenoid prevents movement of the selector lever to UP until the aircraft is airborne, Retraction cannot take place in flight unless the nose gear is centered and both main gear struts are fully extended, These safety features may be overridden by depressing an override lever under the gear selector handle, FLAP SETION INDICATOR The dual flap position indicator receives its signals from a position transmitter located and driven by each outboard flap jackscrew. The gage is graduated at 0°, 3°, 8°, 18°, 26° and 45° corresponding to the flap control lever detent positions, A warning horn will sound on take-off if the flap control is not positioned at 8° or 18° for take-off, Another warning is provided if flaps and speedbrakes are used simultaneously or if flaps are selected past 18° with any gear not down and locked,P.27 Sept 15-65 ae) BAC 1-11 INTRODUCTION Seer TOE CENTER INSTRUMENT PANEL (CONT'D) TAIL TRIM (STABILIZ POSITION INDICATOR) Position indications in degrees of airplane nose up or nose down are displayed on the gage identified “tail trim’, Signals are received from a position transmitter operated by the stabilizer surface and will indicate position for all modes of stabilizer operation, A warning horn will sound if a take-off is attempted with the stabilizer not within the 34° to 54° airplane nose up position, VATOR TR IM POSITION INDICATOR Used for emergency elevator trim indication dur ing manual elevator operation only following loss of both hydraulic systems, The trim tab on the left elevator can be electrically displaced, A tab operated transmitter will display on the gage actual tab position, A warning horn will sound if a take off is attempted with the tab not in the 1° nose down to 2° nose up trim position, Normally, trim tab will be set to the zero position, RAM AIR VALVE A two position toggle switch labeled "CLOSE" = "OPEN" which controls the position of the ram air valve located in the cooling air intake for the right system heat exchanger, This switch makes possible opening of the ram air valve to get ventilating air during unpressurized flight,SECTION If BAC 1-11 INrRopucTion (AN ala} P,28 \ Sept 15-65 PANEL (CONT'D) A two position toggle switch labeled "OPEN" — "CLOSE": normally closed in flight, opened on the ground, This switch permits the safety valve to be opened by the normal pressurization controls and minimizes pressure surges during initial pressurization, ‘TOR Knob A - Used to select desired cabin altitude between ~2000 and 9000 ft, Knob R = Used to select a rate of change datum between 150 and 1000 ft/minute, Has a reference white dot which will give an approximate 400 ft/min, rate, Center Knob ~ This is a barometric correction adjustment for the pressurization controller, CABIN ALTIN E GAGE The A pointer of this gage indicates cabin altitude, The narrow (not labeled) pointer indicates differen- tial pressure in psi, Whenever cabin altitude exceeds 10,000 feet, a cabin warning horn sounds and an amber warning light comes on, The horn can be silenced by pressing in on the warning light cap,SECTION II P29 i) BAC 1-11 INTRODUCTION CENTER INSTRUMENT PANEL (CONT'D) CABIN VERTICAL SPEED INDICATOR Indicates rate of change of cabin altitude and is used as a reference in operating the pressurization system,SECTION II BAC 1-11 INTRODUCTION alle P.30 A Sept 15-65 FIRST OFFICER'S INSTRUMENT PANEL All of the instruments and switches on the First Officer's panel are identical to the same instru- ments and switches on the Capatain’s panel with the exception of the following: MECHANICAL CHECK LIST & LIGHT CONTROL A conventional AA Mechanical check list is installed, A knob, placarded CHECK LIST and located to the right of the Marker lights, controls the intensity of the check list lighting. STATIC SELECTOR SWITCHES These two switches are the same as the Captain's switches except: - ASI affects only the First Officer's Airspeed/ Machmeter static source, - AIR DATA affects only the First Officer's altimeter and vertical speed indicator. DISTANCE MEASURING INDICATOR (DME) The MILES indicator located below the RMI is a repeater from the miles counter in the Captain's CDI, The MILES counter in the First Officer’s CDI is not operative.e) BAC 1-11 INTRODUCTION S OVERHEAD PANEL Instrument/switch identification on the Overhead Panel begins on the upper left (aft) corner moving from top to bottom and progressing across the panel, ARNIN TE HIGH SP. ‘T SWITCH This switch with NO, 1 and NO, 2 positions tests the respective speed warning bells. Stall Warning Pane ‘tT SWITCHES The three TEST switches permit testing STICK SHAKE, K PUSH and AUTO IGN (ignition) on hoth system 1 and No, 2, ATL LIGHTS These amber lights illuminate to indicate loss of electrical power for anti-icing the respective angle~of-airflow sensors, The sensor heaters are controlled by the Pitot and "Q" heater switches, VALVE OPEN LIGHTS Valve A and B red lights illuminate to indicate a signal to open the respective stick pusher valve, LOW PI SLIGHT When on, this red light indicates low nitrogen pressure in the low pressure part of the stick pusher system,Ir BAC 1-11 INTRCDUCTION Sept 15-65 OVERH AD DAN (CONT'D) IG This red light indicates that one of several possible failures has occurred which renders the stick pusher system inoperative, ROC PAN) This contro] varies the intensity of the white panel edge lights in the overhead panel, FLOOD This three-posi th ion switch controls the intensity of he fluorescent lights under the Captain's and First icer's glare shields, The BRIGHT position also turns on an individual light to illuminate the tain's airspeed indicator, This ON-OFF switch controls the light in the magnetic compass. RED FLOOD This control varies the intensity of the red flood lights which illuminate the Captain's, Center and First Officer's instrument panels.‘alls BAC 1-11 INTRODUCTION Perea a Sept 15-65 OVERHEAD PANEL (CONT'D) PANELS CENTER This control varies the intensity of the electro- luminescent lighting of the various subpanels in the center instrument panel, INSTRUMENTS LEFT This control varies the intensity of the integral instrument lights and panel edge lights on the Captain's instrument panel, INSTRUMENTS CENTER This control varies the intensity of the integral instrument lights on the center instrument panel, ROOF LIGHTS This ON-OFF switch controls a white floodlight on the overhead panel which provides general illumination of the cockpit, RUNVAY TURNOFF An ON-OFF switch is provided for the respective LEFT and RIGHT lights which are mounted in the leading edge wing root and project a beam forward at about 45° to the airplane centerline,SECTION LE BAC 1-11 INTRODUCTION alla Py34 Sept 15-65 OVERHEAD PANEL (CONT'D) Electrical System Panel STATIC INVERTER TEST SWETCH This switch, when held to the TEST position, will simulate complete AC power failure and power the static inverter from the essential DC bus, The out- put of the static inverter will now supply AC power to the essential AC bus, Its output can be checked on the AC voltmeter with the selector switch in the ESS position, STATIC INVERTER INDICATOR This magnetic-type indicator, located to the right of the test switch shows the source of power supplying the essential AC bus, When the essential AC bus is receiving power from its normal source, the indicator reads MAIN, When the static inverter is powering the essential AC bus, the indicator wili read INVERT, With no power available to the indicator, an amber indication is shown, GROUND POWER CONNECT LIGHT This white light will be illuminated any time a "live" ground power unit is connected to the air- plane, regardless of whether the aircraft is using the power or not, GROUND POWER SWITCH This spring-loaded center "Off" switch controls the ground power relay, It is used to connect or dis- connect output of the ground power unit to the air- plane,als BAC 1-11 INTRODUCTION SECTION IT #35 June 1-66 PANEL (CONT'D) These amber lights, one for each constant speed drive unit, will illuminate when the oil pressure in the respective constant speed drive falls below 15 psi. R FRPQUENCY ME The meter, placarded CYCLES, indicates the frequency of the power source selected with the FREQ/VOLT SELECT switch, AC VOLTMETER This meter indicates the voltage of the power source selected with the FREQ/VOLT SELECT switch, CSD DISCONNECT SWITCHES These two-position switches, one for each constant speed drive, are guarded to the normal position, When the switch is operated to the DISCON position, the CSD will be disconnected from the engine drive rendering the respective generator and engine starter inoperative, Once disconnected, the CSD can only be reconnected on the ground by Maintenance, TFREQ/VOLT § CT SWITCH This five~position switch is used to select the power source (RXTernal power, No, 1 GENerator, APE GENerator, No, 2 GENerator or ESSential AC) to be monitored on both the frequency meter (CYCLES) and the voltmeter (AC VOLTS),KVA MBTERS There is a KVA meter for each engine-driven genera- tor and one for the APU generator, The meters indicate, in Kilo Volt Amps, the apparent power being supplied by the respective generator. BUS BATL LIGHTS A red light, for each AC bus (#1 and #2) will illuminate when the respective bus voltage drops below normal limits, GENERATOR FAIL LIGHTS There is an amber GEN FAIL light for each generator, No, 1, APU and No, 2, A light will illuminate when- ever the respective generator control breaker (GCB) is open, An exception is the API) GEN FAIL light which will be off whenever both engine driven generator control breakers are closed - under these conditions the APU generator control breaker is open. GENERATOR CONTROL SWITCHES There is a three-position GEN CONTROL switch for each of the three generators, The switches, which are spring-loaded to NORM control generator output as follows: NORMAL - Allows generator output to power its respective AC bus or buses providing generator voltage and frequency are normal,FE Sn 7 (le) BAC 1-11 INTRODUCTION pera = Sept 15-65 GENERATOR - CONTROL SWITCH (CONT'D) TRIP = Will trip the respective generator control breaker open, breaking generator output to its respective bus or buses and opening the genera- tor field circuit which drops generator output to zero, RESET = Will reset the generator control circuits after a manual or automatic trip has occurred, thus permitting normal generator operation again, TRU AMMETERS A transformer rectifier unit (TRU) ammeter is provided for each TRU to indicate the current out- put of the respective TRU. BATTERY INDICATOR A magnetic type indicator shows the position of the battery isolation relay, With the battery switch on (isolation relay closed) the indicator will read ON, With the battery switch off (isolation relay open) the indicator will read OFF, BATTERY s WITCH This OFF-~ON switch connects or disconnects the batteries from the essential DC bus,SECTION 11 BAC 1-11 INTRODUCTION ALVA P.38 Sept 15-65 ‘AD PANEL (CONT'D) When the batteries are being charged, the ammeter will indicate on the plus side, when the battery is being discharged (connected to essential DC bus), the ammeter will indicate on the minus side, DC FAIL LIGHT This red light will illuminate whenever the voltage of the Essential DC bus or the Main DC bus falls below its normal value, BATTERY VOLTS SWITCH When this switch is pushed, the DC voltmeter will read battery voltage. However, since the batteries power the essential DC bus, the voltage reading will actually be that of the Essential DC bus, DC _VOLTMETER This voltmeter indicates Main DC bus voltage unless the adjacent PUSH FOR BAIT VOLTS switch is depressed, Pitot Heaters Panel PITOr HEAT AMMETER & SWITCHES The DC ammeter on the left side of the panel is placarded LOWER and willmad the amperage draw of the pitot heater for the Mach trim system pitot head located on the lower right side of the nose, The three position switch adjacent to this ammeter controls this heater and also the forward static vent heaters,BAC 1-11 INTRODUCTION SECTION II P39 Feb 25-66 OVERHEAD PANEL (CONT 'D) PITOT HEAT AMMBTERS & SWITCHES (CONT'D) The STATIC TEST position of the switch provides a means of checking operation of the static vent heaters, The AC ammeters, placarded "Q", provide a means of monitoring the respective "Q" heaters, The adjacent switches control the respective "Q" heaters and the two forward (stick push) stall warning sensor heaters. The two DC ammeters, placarded LEFT and RIGHT, provide a means of monitoring the respective pitot heaters for the Captain's and First Officer's pitot systems. The adjacent switches control the respective pitot systems and the two aft (stick shake) stall warning sensor heaters, Landing Lamps Panel LANDING LIGHTS SWITCHES The retractable landing lights in the wing are provided with standard RETRACT-OFF~EXTEND switches for positioning the lights to the desired position, The light control switches have three positions: TAXI-OFF<€LAND, In the TAXI position, only the 400 W filament of the sealed beam lamp receives power while the 600 W filament is not powered, In the LAND position, both filaments are powered, NOSE LIGHT SWITCHES A retractable sealed beam lamp is located forward of the nose gear, Retraction and extension are controlled by the left switch while the right switch controls illumination of the light.SECTION If BAC 1-11 INTRODUCTION P40 Feb 25-66 OVERHEAD PANEL (CONT'D) Fuel System Panel CENTER TANK TRANSFER PUMP SWITCHES These ON-OFF switches control operation of the respective, left and right, AC powered center tank fuel transfer pumps. TRANSFER LP (LOW PRESSURE) WARNING LIGHT This amber light is operated by a pressure switch, in the fuel transfer manifold, set to illuminate the light when the pressure drops to 2% psi. The light is wired through both transfer pump switches; therefore, the light will be on only when the trans~ fer manifold pressure is below 2% psi and either transfer pump switch is on, TRANSFER VALVE SWITCHES These OPEN-CLOSE switches control the position of the respective, left and right, AC powered transfer valves, TRANSFER VALVE INDICATORS These magnetic-type indicators show the position of the respective left and right transfer valves. Indication is a function of actual valve position rather than switch position, The three indications are: in-line (valve open), cross~line (valve closed), amber (no electrical power to indicator), The indicators show amber when the pressure refueling master switch is on,alts BAC 1-11 INTRODUCTION SECTION II a P.40A Sept 15-65 OVERHEAD PANEL (CONT'D) BOOSTER PUMP SWITCHES These four, ON-OFF, switches control the operation of the AC powered tank boost pumps, There are two pumps in the #1 tank and the #2 tank, physically mounted in a forward and rear position, BOOSTER PUMP_LP (LOW PRESSURE) WARNING LIGHTS One red light for each tank-to-engine system will illuminate if the pressure in the respective tank~to-engine line drops to 24 psi. CROSSFEED VALVE POSITION INDICATOR This magnetic type indicator shows position of the crossfeed valve and has three positions: IN-LINE (valve open); CROSS-LINE (valve closed); AMBER (no electrical power to the indicator), CROSSFEED VALVE SWITCH This switch opens or closes the AC powered cross- feed valve,SECTION IT P.40B Sept 15-65 (THIS PAGE INTENTIONALLY LEFT BLANK.)“Mn SECTION II . BAC 1-11 INTRODUCTION P.4. Feb 25-66 OVERHEAD PANEL (CONT'D) LPC LOW PRI SURE) VALVE POSITION INDICATORS These indicators show the position of the respective LP valve in the tank-to-engine system, The three positions are; IN-LINE (valve open); CROSS-LINE (vaive closed}; AMBER (no electrical power to indicator), The indicators show amber if the cockpit switch is in OPEN and the Start lever is in SHUT, ES. Le (CLOW PRE URE) VALVE SWITC These switches control the respective tank-to-engine LP valve provided the Start lever is in the OPEN position, This valve can be compared to the tank shut-off valve used on other A.A, airplanes, ENGINE LOW PRESSUI E WARNING LIGHTS An amber light, one for each engine, will illuminate when the respective engine-driven boost pump output pressure drops below 20 psi, APU Panel SL VALVE INDICATOR This magnetic type indicator shows the position of the APU fuel valve, OPEN or CLOSED, When no power is available, the indicator will show white diagonal stripes, APU CONTROL SWITCH This On-Off switch controls power to the APU fuel valve and starting circuit.SECTION II RAC 1-11 INTRODUCTION P.42 Sept 15-65 OVERHEAD PANEL (CONT'D) START INDICATOR This magnetic indicator displays the operating condition of the APU, The indicator is blank with the APU shut down, During the start cycle, the indicator reads START until the APU reaches 35% RPM, when the indicator changes to blank, It re- mains blank until the APU reaches 95% RPM when the indicator reads RUN, PUSH TO START SWITCH When depressed, this switch energizes the APU starter and supplies power for automatic operation of the APU fuel and ignition systems. FIRE AUTO/MANUAL SELECTOR SWITCH In the AUTO position, this switch provides auto~ matic shutdown and fire extinguishant discharge to the APU, should a fire occur, In the manual position, APU shutdown and extinguishant discharge will have to be accomplished manually - either from the cockpit or the external APU panel, AIR DELIVERY VALVE SWITCH This switch controls the position of the air delivery valve and in the OPEN position, permits the APU to supply air to the aircraft pneumatic system,a V SECTION II AYA) = BAC 1-11 INTRODUCTION P.43 Sept 15-65 OVERI HEAD PANEL (CONT'D) This switch controls the position of the air cross= feed valve, With the switch in the OPEN position, both pneumatic systems are interconnected for engine starting, and the APU can supply air to both air conditioning systems, 'D VALVE ATOR This magnetic indicator displays the position of the air crossfeed vaive: OPEN-CLOSED, When no power is available to the indicator, white diagonal stripes are visible, LP SHAFT ROTATION LIGHT During an engine start, this green light will illuminate to advise that the low pressure compressor (Nyon the engine being started has commenced to rotate, The light incorporates a "Press-to-Test” feature, PERCENT RPM (LOW PRESSURE MPRESSOR - Ny} INDICATORS The LP (Ny) PERCENT RPM gages indicate the speed of the low pressure compressor in percent RPM, The large pointer scale is calibrated from 0 to 110% RPM, The small pointer scale, calibrated from 0 to 10% RPM, is read concurrently with the large scale.ee It BAC 1-11 INTRODUCTION Ge) PANEL (CONT'D) serch When engine ignition is scheduled, the position of this two-position (HIGH & LOW ~ LOW) switch determines whether both the high and low energy systems operate simultaneously or only the low energy system operates, HIGH & LOW IGNITER ON LIGHTS Two amber lights, one labeled HIGH and one Labeled LOW, are provided for each engine, The light(s) illuminateswhen the respective high and/or low ignition system(s) are operating, TART MASTE SWITCH This three-posit ion (MOTOR-OFF-START) selector switch arms the start circuit when placed in cither the START or the MOTOR position; however, ignition is only available in the START position, ENG INE STARTER SWITCHES A three-position (START & MOTOR~OFF is provided for each engine, ELIGHT) switch START & MOTOR = Momentary position used to initiate engine rotation or engine start depending on START MASTER switch position, RELIGHT ~ Provides continuous ignition regardless of START MASTER switch position, The position of the IGNITION selector switch determines which ignition system/s will zeinnsnbasanents#ntsesnssasasananensnta*, 1-1 <- 1-2 aSssasasONGnEEESEOS:alle BAC 1-11 INTRODUCTION = Feb 25-66 OVERHEAD PANEL (CONT'D) Anti-Ice System Panel WINDSHIELD MAIN OVERHEAT & UNDERHEAT LIGHTS Two amber warning lights are provided for each (LEFT. RIGHT) main windshield, Tllumination of the OVER- HEAT light indicates that the windshield temperature has risen too high, The light will go out when the temperature drops to normal, The UNDERHEAT light indicates insufficient heat on the windshield and can illuminate even when the windshield heat switch is off. WINDSHIELD MAIN SWITCH One three~position CHIGH-OFF~LOW) switch selects the voltage to be applied to heat both windshields, LOW position selects low voitage and HIGH selects high voltage, SL WINDOW SWITCH One ON-OFF switch controls the heating of all cock- pit side windows. SYSTEM 1 & SYSTEM 2 WING & TAIL ANTI-ICING SWITCHES Four switches, two for wing and two for tail anti- icing, control four pneumatic shut-off valves for airfoil anti-icing, Selection of SYSTEM 1 WING switch and SYSTEM 1 TAIL switch to ON opens two shut-off valves to connect the No. 1 pneumatic system air supply to the wings and tail in flight. The SYSTEM 2 WING and TAIL switches operate in a similar manner connecting the No. 2 pneumatic system to the wings and tail, The TEST position provides a means of testing operation of wing and tail anti- icing on the ground,SECTION IT P,46 Feb 25-66 BAC 1-11 INTRODUCTION als OVERHEAD PANEL (CONT'D) WING AND TALL TEMPERATURE GAGE This dual temperature gage, calibrated in degrees C, indicates the air temperature in the supply duct to the wings and the supply duct to the tail, L_Ichk IND The visual (hot rod) ice detector consists of an airfoil shaped rod mounted on the side of the fuselage just below the Captain's DV window, Heating and/or lighting are selected with the VISUAL ICE DETECTOR Switch. - HEAT is a momentary position which operates the heating element in the rod and also illuminates the light in the base of the rod, ~ LIGHT position turns on the light to illuminate the rod, engi icing valve: antinicing switch controls two anti- on the respective engine. In the ON position both valves open allowing hot air to flow tothe engine nose cone, inlet guide vanes, engine nose cowl and leading edge of the engine strut.&) BAC 1-11 INTRODUCTION SECTION IL P47 Sept 15-65 OVERHEAD PANEL (CONT'D) A gage, placarded AIR PSI, for each engine's anti-+ icing system indicates the air pressure in the duct downstream of the two anti-icing control valves, Air System Panel SYSTEM FALL LIGHTS Two amber lights, one for each pneumatic system, indicate system faults. Automatic shutdown provisions are incorporated for the majority of failures, DUCT FALL TEST BUTTON A push-to-test button is used to check the integrity of the fuselage overheat thermostats, When the button is depressed, both SYSTEM FAIL lights should illuminate, When the button is released, both lights should go out, ISOLATION VALVE SWITCHE These two-position switches, labeled ISOLN VALVE control both the isolation and pressure reducing valves in the respective pneumatic systems, With an ISOLN VALVE switch in the OPEN position, the respective pneumatic system will automatically shut down for various faults, The CLOSE position provides a manual means of shutting down a pneumatic system,SECTION II BAC 1-11 INTRODUCTION a P.48 iG 7 Sept 15-65 SYSTEM F, Le A reset button is provided for each pneumatic system, It is used to extinguish the SYSTEM FAIL light after testing the STUB DUCT FAIL TEST circuit and also to reinstate the respective system after an automatic shutdown caused by a system malfunction (if procedures require this). STUB DUCT FAIL TEST SWITCHES A push-to-test button, one for each system, is used to check the integrity of the stub wing (engine strut) bay thermostats, Depressing a button should result in illumination of the respective SYSTEM FAIL light, The light will remain on when the button is released, The respective System Fail Press-To-Reset switch must be depressed to extinguish the light, Air Conditioning Panel MASTER VALVE LIGHTS MASTER VALVE warning light, for each air comlitioning system, will illuminate to indicate that the respective master valve has been auto- matically closed by operation of an air conditioning system override: Cold Air Unit Overheat or duct overheat,BAC 1-11 INTRODUCTION SECTION II OVERHEAD PANEL (CONT'D) R VALVE SWITCt A three-position (CLOSE-APU-OPEN) switch controls each master valve, Each switch functions as an on-off switch for the respective (left or right) air conditioning system, ~ CLOSE position closes the master valve thus shutting off the air supply to that system, - APU and OPEN positions open the master valve allowing it to perform its mass flow regulating funetion, Temp Selection Panel VAL’ OSITION INDICATORS Two temperature control valve position indicstors are provided, one labeled FLIGHT DECK and one labeled CABIN, Both indicators have scales to show the relative position (COLD-INTER-HOT) of the temperature control valves, TEMPERATURE SEL ON SWITCHES The CABIN and FLIGHT DECK temperature selection switches have four positions: DEC (Decrease), INC (Increase), AUTO and a center off position, The AUTO position permits automatic control through the temperature selectors, The switches are spring- loaded to the center off position to permit manual temperature control,SECTION II BAC 1-11 INPRODUCTION P.50 Sept 15~65 TEMPERATURE The FLIGHT DECK and CABEN temperature selectors provide a means of selecting the desired temperature for the respective area, With the temperature selection switches in AUTO, the selected temperature will be maintained automatically, The rotary switches are infinitely variable over the range from COOLER through NORMAL to WARMER, CABIN TEMP GAGE This gage, calibrated from +40° to +120°F, is connected to a temperature bulb located on the right side of the cabin near the wing leading edge. MAINS SYSTEM DUCT PRESSURE GAGE This dual indicator is labeled MAINS PSI 1 and 2, The left scale indicates the pressure in the #1 pneumatic system, and the right scale indicates the pressure in the #2 pneumatic system. AIR INLET TEMP GAGE This is a dual indicator with the left scale labeled F/DK (Flight Deck) and the right scale labeled CABIN, The scales have a center green band to show the normal temperature range,and a red band above and below the green band to show abnormal temperatures, The temperature bulbs for the indicator are located in the air ducts downstream of the air conditioning systems to indicate the temperature of the air prior to its entering the cockpit and cabin,Lae Gs) BAC 1-11 INTRODUCTION SECTION II \ P.SL Sept 15-65 OVERHEAD PANEL (CONT'D) STEWARD CALL LIGHT/SWITCH This is a push-type switch incorporating a blue light. Pressing the light/switch rings a chime in the cabin and illuminates a CREW CALL light on the stewardess panel, The blue light in this switch will illuminate when the CREW CALL switch in the cabin is actuated. GROUND CALL LIGHT/SWITCH This is a push-type switch incorporating a blue light. Pressing the light/switch sounds a mechanic call horn in the nose wheel well. The blue light in the switch is illuminated when the mechanic's external CREW CALL switch is actuated. NO_SMOKING/FASTEN SEAT BELTS SWITCHES These two switches provide ON-OFF control of the respective passenger warning lights. EMERGENCY LIGHTS SWITCH This switch controls the operation of the eight emergency exit lights. ~- ARMED position allows the emergency exit lights to illuminate automatically if the ESS DC bus should lose power, - OFF position renders the system inoperative. ~ ON position switches on the emergency exit lights (powered by their own batteries). If the ESS DC bus is powered, certain lights in the flight deck and cabin (forward entrance area, roof lights and rear exit) will also illuminate,SECTION II BAC 1-11 INTRODUCTION alle P52 Feb 25-66 OVERHEAD PANEL (CONT'D) MONITOR SPEAKER SWITCH This two-position ON-OFF switch controls operation of a PA system speaker located in the cockpit, DOOR WARNING LIGHTS & TEST SWITCH Red door warning lights are provided to indicate when any of the following doors is not locked: Pront Passenger, Rear Passenger, Front Cargo, Rear Cargo, Galley, Electric Bay (E&E Compartment). A PRESS TO TEST button is provided for checking the warning lights. NAVIGATION LIGHTS SWITCH An ON-OFF switch controls operation of the left and right wing tip lights and the two white lights mounted in the aft tip of the tailplane bullet. BEACONS SWITCH This switch controls operation of the upper and lower rotating beacons. WING LIGHTS SWITCH This switch controls four ice inspection lights which illuminate each wing leading edge and each engine inlet cowl, WHEBL WELL LIGHTS SWITCH This switch controls operation of the three wheel well lights,BAC 1-11 INTRODUCTION SECTION IE P.53 Sept 15-65 OVERHEAD PANEL (CONT'D) ANTI-COLLISION LIGHTS SWITCH This switch controls operation of the four high intensity (ATKINS) lights mounted one in each wing tip and at each outer flap track. The switch provides for either RED or WHITE illumination. OVERHEAT LIGHT The amber light, placarded O/HEAT, will illuminate if the high intensity lights’ control box overheats. Oxygen System Panel THERAPEUTIC _ SUPPLY CONTROL KNOB With the passenger oxygen system turned on, both at the bottle and on the right hand console, pulling the green kneb supplies low pressure oxygen to the therapeutic outlets in the passenger service units, Depressing the green knob and holding it in for a short period will shut off the supply to the therapeutic outlets, OXYGEN VALVE MANUAL OVERRIDE KNOB With the passenger oxygen system turned on, pulling the red knob supplies high pressure oxygen to each passenger service unit causing the masks to drop and providing a constant flow of oxygen to the masks. Pushing the red knob in reverts the system to low pressure which can be shut off by holding the green knob in,SECTION II BAC 1-11 INTRODUCTION ale P.S4 ay Sept 15-65 fe OVERHEAD PANEL (CONT'D) PASSENGER OXYGEN WARNING LIGHT This amber light and the NO SMOKING and FASTEN SEAT BELT signs will illuminate whenever high pressure oxygen has been available in the passenger system to drop the masks, OXYGEN RING PRESSURE GAGE This gage indicates either EMERGENCY (High Pressure) or NORMAL (Low Pressure) oxygen pressure in the passenger oxygen ring (manifold) whicn supplies all passenger service units, PEDESTAL FLOOD LIGHT CONTROLS The WHITE and RED controls vary the intensity of the respective flood light mounted in the overhead panel which illuminate the pedestal. RADIO CONSOLE LIGHT CONTROLS The PANELS control varies the intensity of the panel lighting for the pedestal panels, the Captain's and First Officer's audio selector and oxygen regulator panels and the stabilizer trim wheel lights. The DIALS control varies the intensity of the dial lights in the VHF, ADF and ATC (Transponder) control panels, INSTRUMENTS RIGHT LIGHT CONTROL This control varies the intensity of the integral instrument lights and the background lights on the First Officer's instrument panel.a ae) BAC 1-11 INTRODUCTION SECTION II Cy P55 Feb_ 25-66 OVERHEAD PANEL (CONT'D) FLIGHT DECK RED FLOOD LIGHT CONTROL This control varies the intensity of a red flood light mounted in the overhead panel to provide general illumination of the cockpit. FLIGHT RECORDER TEST SWITCH This ON-OFF switch provides control of the flight recorder on the ground. In flight the recorder operates continuously regardless of switch position. FLIGHT RECORDER FAIL LIGHT The amber FAIL light illuminates in the event of certain failures (power failure, broken tape, etc.) in the recorder unit.P56 Sept 15-65 a SECTION If BAC 1-11 INTRODUCTION Ce) CAPTAIN'S CONSOLE The left hand console is located to the left of the Captain. Switch, control and instrument des- cription starts at the forward left portion of the panel and progresses from left to right and then aft. NOSE STEERING WHEEL The nose steering wheel permits movement of the nose wheel to a maximum angle of 78 degrees either side of center. RADAR Around the radar scope are located the controls for adjusting the scope presentation. ~ DIMMER controls the panel lighting. ~ ERASE RATE control determines the length of time the target will be displayed on the scope. ~ PILTER ADJUST LEVER on the right side of the scope permits rotation of a polaroid filter to compensate for changes in cockpit lighting. - TRACE ADJUST control permits adjustment of the brightness of the sweep line. ~- RANGE & MARKS control selects the range of the scope display in nautical miles, Two numbers appear in each selected position; the upper number is the maximum range, and the lower number is the distance between range marks, RUDDER PEDAL ADJUSTMENT Pedal adjustment is controlled by a knob placarded PEDAL ADJ, When pulled, the Captain's rudder pedals will move aft under spring pressure until adjustment knob is released. It is ad- visable to keep both feet on the pedals when adjusting to counteract spring tension,BAC 1-11 INTRODUCTION SECTION IT \ P.S7 Feb 25-66 CAPTAIN'S CONSOLE (CONT'D) STICK PUSH HORN SWITCH This switch permits turning off of the horns which sound whenever the stick pusher operates. STANDBY STEERING SWITCH & LIGHT This switch, in the ON position, allows approximately 220 degrees total movement of the nesewheels by the normal cockpit steering wheels if the #1 hydraulic system is inoperative. The amber warning light illuminates when the pressure in the standby steer- ing system hydraulic accumulator drops below about 2,000 psi. OXYGEN MASK MIKE SWITCH & LIGHT With the switch in NORMAL, the Captain's mask mike is not connected to the PA system. In the PA position the PA light illuminates to indicate that the Captain's oxygen mask mike is connected only to the PA system and that the mask mike is "hot". Oxygen Regulator Diluter Demand Panel EMERGENCY LEVER With this lever in the ON position, 100% oxygen is supplied to the Captain's oxygen mask under positive pressure, OXYGEN LEVER This lever has 100% and NORMAL positions, In NORMAL, the oxygen supplied on demand is mixed with cockpit air, In 100%, pure oxygen is supplied to the mask.SECTION II BAC 1-11 INTRODUCTION P58 Sept 15-65 _ CAPTAIN'S CONSOLE (CONT'D) FLOW SUPPLY LEVER When this lever is ON, oxygen can flow into the regulator. The OFF position prevents oxygen flow into the regulator. FLOW INDICATOR The blinker type flow indicator, located above the FLOW SUPPLY lever, provides a visual indication when oxygen flows through the regulator,BAC 1-11 INTRODUCTION SECTION II P59 CONTROL PEDESTAL Description of the controls, indicators and lights on the pedestal begins on the forward left corner and moves from left to right and aft. BRAKES HANDLES The hand brake system is operated by the BRAKES handles mounted on the forward sides of the pedestal. Pulling a handle applies equal pressure to the four wheel brakes. The left (Captain's) handle can be locked in the "brake applied” condition for parking. STABILIZER TRIM HAND WHEELS Located on either side of the pedestal, the hand wheels are interconnected and operate the horizontal stabilizer (tailplane) control valve through a cable system, A wheel clutch inside the pedestal operates a load limiting device to prevent abnormal loads being transmitted to the control system, Position indicator placards adjacent to each hand wheel provide manual position indication. A white band on each indicator shows the normal take- off range of %° to 5%° airplane nose up. A warning horn will sound if a take-off is attempted when when the stabilizer is set out of this range, The autopilot and Mach trim system motors operate the stabilizer through the hand wheels; therefore, the wheels will rotate with all movements of the stabilizer.SECTION IL BAC 1-11 INTRODUCTION als) P60 & Sept 15-65 CONTROL PEDESTAL (CONT'D) FLYING CONTROLS HYDRAULIC CUT-OFF LEVERS A pair of control levers, incorporating red warning lights, cable operate the respective hydraulic shut- off valves to isolate all the associated system flight controls except the lift dumpers, The left lever controls the #1 hydraulic system and the right lever the #2 hydraulic system, Annunciators located on the hydraulic portion of the center instrument panel indicate position of the respective valves. The red warning light in the head of each lever is electrically triggered by failure switches associated with the selector valves of the elevator, rudder and flap power control units. A seizure or malfunction of a selector valve will operate the switch to illuminate the light on the appropriate hydraulic cut-off lever. Simultaneously the master warning lights will flash, The warning light in the lever will extinguish‘when the shut. off valve is moved to OFF, The PUSH TO TEST FILAMENTS button to the right of the cut-off levers is used to test the warning lights in the levers,ARS Ce) BAC 1-11 INTROLUCTION SECTION If Ly P,61 Sept 15-65 CONTROL PEDESTAL (CONT'D) EMERGENCY ELEVATOR LIGHTS & SWITCH An emergency elevator system is provided to insure power operation of the elevators and artificial feel if both hydraulic systems should fail. Two warning lights are associated with this system, The amber LP (Low Pressure) light indicates that auxiliary pump pressure has dropped below 2,000 psi. The red FAIL light indicates seizure or malfunction of a selector valve in the elevator control unit, The emergency selector valve closes when the red FAIL light illuminates, Operation of the Emergency Elevator switch from OFF to the EMERG position starts the #2 auxiliary AC hydraulic pump and repositions an emergency selector valve to direct fluid from a small emergency re- servoir under pressure to the 42 section of each elevator power control unit and to an emergency feel unit. Under this condition powered operation can be maintained. The feel force will be equivalent to that at 150 knots. RUDDER TRIM WHEEL The handwheel identified RUDDER TRIM operates a cable system to a trim control within the rudder feel unit. Operation of the trim control repositions the feel unit datum such that the power control deflects the rudder hydraulically the required amount, with zero feel force at the rudder pedals. The position dial will indicate Nose Left or Nose Right in units of trim from 0 to 10.SECTION II BAC 1-11 INTRODUCTION P62 Bestsets Jo} dae fe) Reessesseaissssaneateasteaseaseanenstssensnadeassentesstataatraseastentestamtastastssnianta CONTROL PEDESTAL (CONT'D) AILERON TRIM WHEEL A handwheel identified AILERON TRIM operates a cable system to a trim control at the left aileron control tab, Operation of the trim control mechanically spring-loads the left tab. Aero- dynamic action moves the aileron trimming the aircraft. Since both ailerons are interconnected by a cable bus both surfaces will move. The position dial will indicate Lower Left Wing or Lower Right Wing in units of trim from O to 10. SPEED BRAKE CONTROL LEVER The speed brake lever is used to hydraulically raise the flight spoilers on each wing simultaneously to act as speed brakes, Normal lateral spoiler control is still available with speed brakes applied, After landing with full aft movement of the speed brake lever, the lift dumpers will extend increasing the braking efficiency. (A block at the base of the speed brake lever must be raised before the lever can be aft of the 20° position.) A scale adjacent to the lever is graduated from O° to 50° in 10° increments. A warning horn will sound if take-off is attempted with the control lever not in the full forward position, A flight warning is provided to preclude the use of speed brakes and wing flaps simultaneously, THROTTLES Each throttle is cable connected to the respective engine's fuel system. Throttle movement, by its effect on fuel delivery, controls engine power during forward thrust operation, Throttle friction is pre-set through a damper assembly on the throttle cable drum,) SECTION IT BAC 1-11 INTRODUCTION P63 June 1-66 CONTROL PEDESTAL (CONT'D) REVERSE LEVERS A pivot - mounted lever is provided on the forward side of each throttle to select and control engine reverse thrust, Design is such that reverse thrust cannot be selected unless the respective throttle is in the idle position. Reverse lever movement is restricted when reverse thrust is selected until the thrust reversers are in the full reverse position, ENGINE START LEVERS The start levers are located aft of the throttles, Through cable systems these tw tion levers provide control of the respective high pressure fuel shut-off valves on each engine as follows: ~ SHUT cuts off the flow of fuel to the engine. ~ OPEN allows unrestricted flow of fuel, WING FLAP CONTROL LEVER The flap control lever positions the control valves directing hydraulic pressure to the flap drive motors, The flap pedestal quadrant has detents at the O°, 3°, 18°, 26° and 45° positions. 18° is the normal take-off position and 8° is an intermediate take-off position. A warning horn will sound if a take-off is attempted with the flap lever not in the 8° or 18° positions. A flight warning is provided in the event the flaps and speed brakes are used simultaneously or if the flaps are selected past 18° and any gear is not down and locked.SECTION IT ali) P64 BAC 1-11 INTRODUCTION aR, Feb 25-66 CONTROL PEDESTAL (CONT'D) ACTIVITY LIGHT SWITCH This switch has two positions: A/PILOT INTERLOCK and FULL TIME, ~ A/PILOT INTERLOCK position prevents the activity light from operating when the autopilot is engaged. - FULL TIME position allows the activity light to illuminate at all times when a Mach trim signal is present. MACH TRIM MASTER SWITCH This ON-OFF switch controls operation of the Mach Trim system, The ON position allows the Mach Trim system to operate when the aircraft is above 9,600 feet and at speeds above Mach .68. MACH TRIM ACTIVITY LIGHT The amber light aft of the MACH TRIM MASTER switct illuminates to indicate a signal from the Mach Trim computer to the servo motor. Light operation is controlled by the activity light switch located forward of the Master switch, STICK PUSH DUMP VALVE HANDLE When pulled, this handle deactivates the stick pusher system by relieving stick pusher ram pressure, It also causes the STICK PUSH failure lights on the Captain's and First Officer's instrument panels to illuminate, It must be reset with a special tool,BAC 1-11 INTRODUCTION SECTION II P65 Feb 25-66 CONTROL PEDESTAL (CONT'D) ENGINE TOP DIP SWITCHES These three-position switches provide control of the respective control systems, In the ARM BOTH position, the top temperature control system and the fuel dip system automatically reduce fuel flow when exhaust gas temperature reaches a predetermined value, In the TTC ONLY position, the top temperature control system automatically reduces fuel flow when EGT reaches a predetermined value. The OFF position renders both systems inoperative. WINDSHIELD WIPERS CONTROLS These two control knobs control the respective (Captain’s and First Officer's) hydraulic Windshield wiper motors, The speed of the wipers is infinitely variable from S (Slow) to F (Fast). The wipers park automatically at the bottom of the windshields when switched off. Autopilot Controller AUTOPILOT MASTER SWITCH This switch controls electrical power to the autopilot. MODE SELECTOR SWITCH This switch controls the autopilot mode of operation. The switch is spring-loaded to the MAN position and electrically held in all other positions. -MAN- The autopilot holds the attitude and heading as selected by the pilot. ~HDG- The autopilot turns to and holds the heading selected with the HDG knob on the Captain's cpr.SECTION II BAC 1-11 INTRODUCTION ats P66 Feb 25-66 — CONTROL PEDESTAL (CONT'D) MODE SELECTOR SWITCH (CONT'D) -LOC/VOR- The autopilot flies the VOR radial selected with the COURSE knob on the Captain's CDI or a localizer front course (inbound only). ~GS AUTO- The autopilot tracks the selected localizer course and will automatically follow the glide slope beam when intercepted, PITCH CONTROL WHEELS These wheels permit pitch control of the aircraft through the autopilot, They are only operative in the MAN mode. TURN CONTROL KNOB The turn controller provides a means of turning the aircraft through the autopilot. The autopilot mode selector will return to MAN if the turn controller is moved out of the center detent in any other mode but MAN. AUTOPILOT/DAMPER ENGAGE SWITCH This switch is used to engage the autopilot provided all interlocks are satisfied. -AUTOPILOT position provides full autopilot operation in all modes, ~DAMPER position engages only the rudder channel of the autopilot for yaw damping,BAC 1-11 INTRODUCTION SECTION If P67 65 CONTROL PEDESTAL (CONT'D) ALTITUDE HOLD SWITCH With this switch in the ALT position, the autopilot will maintain the airplane at the pressure altitude at which the switch was engaged, VHF NAV PANELS Two separate VOR-LOC radio systems are installed. These paneis contain the operating controls which are similar to the systems installed on other AA aircraft. Placing the DME--STBY switch, on the Captain's panel, to DME will activate the Distance Measuring Equipment, Distance from the selected station will be indicated in the Captain's CDI and on the re~- peater gage on the FAO's panel. The DME-STBY switch on the F/O's VHF NAV panel is not operative. The NAV TEST selector applies a test signal to the respective CDI & HDI to check that the glide siope needle and deviation needle are not stuck, De- pressing the VOR button on the same selector drives the respective RMDI pointer to a test position, In order to accomplish the above NAV checks, tune in any localizer frequency (no radio signal necessary). For the VOR check, tune an operating VOR station, VHF COMM PANELS Two separate VHF communications systems are in- stalled, These panels contain the operating controls which are similar to the systems in- stalled on other AA aircraft.SECTION IT BAC 1-11 INTRODUCTION P68 - Feb 25-66 CONTROL PEDESTAL (CONT'D) ELEVATOR TRIM SWITCHES These two switches are used to control the electrically operated trim tab on the left elevator when no hydraulic pressure is available to the elevators, Tab position is displayed on an indicator on the center instrument panel. Raising the guard and moving the power switch to ON arms the adjacent control switch and the DC drive system, Closing the guard repositions the switch to OFF, The three-position control switch is a momentary switch, spring-loaded to the center-off position, This switch controls the direction of movement of the tab and is powered only when the guarded switch is ON, A warning horn will sound if a take-off is attempted with the trim tab outside the prescribed range of 1° down to 2° up,ale SECTION II S87 Bac 1-11 INTRODUCTION P69 Feb 25-66 CONTROL PEDESTAL (CONT'D) Weather Radar Panel This panel contains the controls for the weather radac system, Additional controls are located on the individual scopes on each side console. MODE SELECTOR SWITCH This six-position switch permits selecting the various modes of operation of the radar system. “OFF renders the system inoperative. -STBY allows the radar system to warm up with the transmitter off. ~NORM provides for normal display. ~CTR (Contour) controls the return signals to cause high intensity echoes to show ‘dark' on the scopes. ~MAP modifies the signals for ground mapping presentation, -TEST provides a test pattern on the scope. (The switch must be pulled to reach this position.) GAIN CONTROL This switch controls radar system signal strength. The FIXED GAIN position allows for calibration, ANTENNA TILT CONTROL This switch permits selection of the desired antenna tilt angle.poe SECTION IT alle P.70 BAC 1-11 INTRODUCTION wy Feb 25-66 CONTROL PEDESTAL (CONT'D) Yaw Damper Panel YAW DAMPER ENGAGE SWITCH SEL PAMPER ENGAGE SWITCH The guarded ON-OFF switch controls power to the series yaw damper computer which incorporates a rate gyro, amplifier and associated components. These com- ponents control operation of the rudder yaw damper actuator which is powered by #2 hydraulic system, The series yaw damper will operate in con junction with the completely separate autopilot rudder channel. However, location and mechanical arrangement of the series yaw damper actuator is such that no rudder pedal feedback is experienced. YAW DAMPER ACTIVITY METER & TEST BUTTON ae ae arent LEST BUTTON Located adjacent to the engage switch, the activity meter indicates action of the hydraulically operated series yaw damper actuator. Feedback signals from the actuator transmitter to the computer are read on the meter, The needle deflects left or right in response to rudder surface deflection originating from the damper actuator. Normal or autopilot rudder deflections will not be shown on the meter. The TEST button is used for ground checking the system, All switches must be on and hydraulic power normal. Pressing the test button causes a solenoid to move the computer rate gyro, This movement, simulating a yaw, actuates the rate gyro, and a signal is produced to operate the series yaw damper actuator and displace the rudder. Releasing the test button causes a movement in the opposite direction. This movement will cause the activity meter to indicate in one direction, swing to the opposite side and then center,SECTION II BAC 1-11 INTRODUCTION P.7h CONTROL PEDESTAL (CONT'D) YAW DAMPER ACTIVITY METER & TEST BUTTON (CONT'D) SE REET METER & TEST BUTTON The test facility should not be used in flight as the rudder will kick due to the rate gyro inter- preting the signal as a yaw. RADIO COOLING FAN LIGHT The amber FAN FAIL light will illuminate to indicate failure of the #1 cooling fan; #2 fan will continue to provide radio rack cooling, If both #1 and #2 fans fail, the light will come on and stay on when pushed to test. ATC Transponder Panel SELECTOR SWITCH The four-position switch in the upper left corner of the panel is used to place the transponder in operation, -OFF- the transponder is inoperative. -STBY- the transponder can warm up without trans- mitting a signal. -ON~ normal signals are transmitted. -LO SENS- the transponder responds only to high power signals from the ground station, CODE SELECTORS The two knobs, located below the code window, are used to select the desired four digit code, The left knob selects the first two digits; the right knob selects the last two digits. MODE SELECTOR The switch in the upper right carner of the panel selects the operating mode (A,B,C,D).SECTION IT alls P22 - ad gune 25 BAC 1-11 INTRODUCTION CONTROL PEDESTAL (CONT'D) TEST SWITCH When operated to the TEST position, a small green light adjacent to the switch will illuminate if the transponder is normal, The green light will glow whenever the transponder reply signal is normal - anytime the transponder is transmitting. IDENT BUTTON When pushed, this button causes the transponder return on the ground scope to be intensified for identification purposes. TER SWITCH This switch selects operation of the #1 or #2 transponder, Only #1 transponder is operative. ALTITUDE REPORTING SWITCH When placed in the ALT RPTG position, this switch causes the transponder to transmit aircraft altitude to the ground station. MARKER SWITCH This switch allows selection of HI or LO sensitivity of the marker beacon receiver, SELCAL LIGHTS The amber VHF 1 and VHF 2 SELCAL lights illuminate when the associated VHF COMM receiver selcal decoder is energized by a ground station, indicating a desire to contact a particular aircraft. When the light flashes, a chime will also sound, The light is extinguished and the chime is silenced by pushing the light to reset the circuit.BAC 1-11 INTRODUCTION SECTION IT P.73 Feb 25-66 CONTROL PEDESTAL (CONT'D) ADF_PANEL The ADF panel contains thecontrols for the ADF. Operation is similar to equipment on other AA airplanes. However, the frequency calibration is in megacycles (.36me equals 360 ke). AUDIO SELECTOR PANELS The Captain's and First Officer's audio selector panels are installed on the rear portion of the pedestal, Each panel contains receiver toggle switches and a microphone selector switch similar in appearance and operation to the selector panels on other AA aircraft, The possible exceptions are the INT MIX toggle and the NORM INT--EMER positions of the microphone selector, The NORM INT and EMER INT selections on the mike selector connect the respective microphone into the cockpit interphone system. In NORM INT position it is necessary to press the microphone button to transmit on the interphone system (wheel well button for oxygen mask mikes). In EMER INT, the respective oxygen mask mike is "open" and there is no need to press a mike button to communicate on the interphone system. The INT MIX toggle enables a crewmember to hear all conversations taking place on the interphone, even though his mike selector is in other than an INT position; he must place his mike selector to one of the INT positions to talk on the interphone. If the INT MIX toggle is off (down), the crew- member will hear only the sidetone from the radio selected by the microphone selector, and reception of interphone audio will be possible only when the mike selector is positioned to NORM INT or EMER INT.SECTION II BAC 1-11 INTRODUCTION all, P.74 Sept 15-65 FIRST OFFICER'S CONSOLE The following switches and controls on the First Officer's Console are identical to the same switches and controls on the Captain's console: NOSE STEERING WHEEL RADAR SCOPE RUDDER PEDAL ADJUSTMENT OXYGEN MASK MIKE SWITCH & LIGHT OXYGEN REGULATOR STICK PUSH PRESSURE GAGE This dual gage indicates Nitrogen pressure in the LP (Low Pressure) and HP (High Pressure) bottles for the stick pusher system, APU-EGT INDICATOR This gage indicates APU exhaust gas temperature. AIR DUMP VALVE CONTROL The dump valve control is used to manually position the outflow valve, It is spring-loaded to the up position, The control is operated by depressing the knob and rotating toward the OPEN or CLOSE position. DISCHARGE VALVE POSITION INDICATOR This gage indicates the position of the outflow valve, OXYGEN PRESSURE GAGES The forward gage indicates oxygen pressure in the cockpit bottle, The aft gage indicates oxygen pressure in the cabin bottle,,) BAC 1-11 INTRODUCTION SECTION II P75 Sept 15-65 FIRST OFFICER'S CONSOLE (CONT'D) OXYGEN SHUT-OFF VALVE CONTROLS Two knobs are located between the oxygen pressure gages. The forward knob provides a means of opening or closing the supply of oxygen from the cockpit bottle to the crew oxygen regulators, The aft knob opens or closes the supply of oxygen from the cabin bottle to the cabin pressure regulator.BAC 1-11 INTRODUCTION SECTION II @ P.76 Sept 15-65 wos fi - Zz 03S01) = 03S072 J bahay [ANWI 33LN35, 035079 OL S2HOLIMS NUNLIU © NOSILL3F YaLsV rT VG ONYO NAO HSNd 7 NO SdWnd W3isco8 TY 1 NOSILL3P OL FIOSNOD IHOIY FUEL SYSTEM JETTISON CONTROL PANEL. BAC ONE- ELEVEN((s) BAC 1-11 INTRODUCTION SECTION II oy) P.77 Sept 15-65 FUEL JETTISON PANEL This panel is located aft of the circuit breaker panel to the rear of the First Officer's Console, FUEL JETTISON SWITCHES These two-position (CLOSED-JETTISON) switches control the position of the DC powered fuel jettison (dump) valves, Each wing tank has its own dump valve and control switch, The center tank has two valves, left and right, and control switches; therefore, fuel can be dumped through either or both dump nozzles. A gang bar is installed above the switches to permit operating ali dump valves simultaneously, FUEL JETTISON VALVE POSITION INDICATORS These magnetic-type indicators show actual position of the respective valves. The indicators have 3 positions: in-line (valve open), cross~line (valve closed) and amber (no electrical power to the indicator), THE ENDee WC STONE X -)] : | OPERATING NANUAL B eeP REVISION SUMMARY RECORD Keep this record up-to-date in the front of this manual, Manager ~ Flying may inspect this manual at any time. When revisions are not received in sequence, order missing revisions from Publications - LGA. If manual is no longer needed, return to Publications - New York, through your Supervisor. REV REV] DATEINSERTED | REV] DATE INSERTED 76 101 126 7 102 12t 7 108 128 79 104 129 80 105 130 ar 106 11 a2 107 192 8 108 133 | a 109 ~ | a4 35 10 135 86 ML 136 87 12 137 38 113 138 = eo | 4 130 of 5 140 9 6 : ui 2 m7 142 98 ia 143 4 ie 14 % 120 145 96 121 146 9 122 14T 98 128 148 99 Tt 149 100 128 150PINK ) 7 " ie OPERATING MANUAL BULLETINS B-7 BULLETIN, SUMARY RBCORD Recori the date you insert each PINK Bulletin in your manual. When bullotins are received out of sequence, order missing bulletins from PUBLICATTONS-LGA, giving the complete number -- 707-18, 111-5, ete. [xo. | mre misma | xo. DATE INSERTED | NO. TATE INSERTED 1 F- 56-67 aL | R-&- ef a1BAC I-11 OPERATING MANUAL 10-19-65 FOREWORD OF FAA APPROVED FLIGHT MANUAL IDENTIFICATI In compliance with an FAA requirement, material from the CERTIFICATE LIMITATIONS section of the FAA Approved Flight Manual incorporated in this manual is identified as to origin by addition of the initials AFM (meaning Approved Flight Manual) where applicable.EMERGENCY PROCEDURES (a) BACI-H SecTION 1 PAGE 7 OPERATING MANUAL 5-23-69 1 Preface..... : Emergency Procedures Check List .. Sabotage Threat Procedures . Engine Fire—Flight . Engine Fire—Ground ; Engine Failure or Overheat..... APU Fire.. Electrical Fire or Smok ; Misceilaneous Cabin or Cockpit Fire Ventilating System Smok Smoke Removal—Pressurized... Smoke Removal—Unpressurized . Explosive or Rapid Decompression . Emergency Descent. . In-Flight Engine Restart Multiple Generator Failur mergency Landing Ditching ...... : 41 Emergency Equipment and Emergency 43 Cockpit Window D: AT Loss of Radome .. 48 1 Engine Landing/Go BL Hydraulic System Malfunctioning 52 Flight Controls Malfunctioning .. 56EMERGENCY PROCEDURES L9® SECTION 1 PAGE 2 BACI-11 ) 12-16-68 OPERATING MANUAL “<# PREFACE ‘The emergency procedures in this section are presented as the best way to handle these specific situations. They represent the safest, most practical manner of coping with emergencies—based on the FAA approve’ procedures and the best available information. In the event an emergenc arises for which these procedures are not adequate or do not apply, the Crew's best judgment should prevail. AIRPLANE CHECKLIST. The Airplane Emergency Procedures Check List contains most of the procedures in this sectiOn in abbreviated form. (Exceptions include Engine Ground Fire, Cockpit Window Damage, Emergency Landing and Ditching, etc.) Each emergency on the list has it corresponding page number within this section noted on the title line for easy reference. The check list is stowed in the check list holder on the glare shield over the center instrument panel. A facsimile copy of the "Emergency Procedures Check Li installed in the pirplane is included in this section, USE OF CHECK LIST Should a situation develop for which an emergency procedure applies, the Captain should identify the emergency and call for reading of the check list, The First Officer should read the entire check list aloud— both challenges and responses. The F/O should also ady the Captain when the check is complete. After accomplishing the check list, check the expanded check list in this section for additional information (this is not necessary in a training situation). There are certain emergency situations which require immediate cor- rective action steps—these few steps are contained in red boxes and should be accomplished without the aid of the check list. When the check list is called for by the Captain, the red box items should be read and responded to along with the remainder of the procedure. Except for the few red boxed items, the airplane check list and the ex- panded procedures are to be used so that a crew member will not need to rely on this memory for items to be checked. However, crew members are expected to have a thorough knowledge of all emergency procedures contained in this section. EXPANDED CHECK LIST ‘The expanded check list procedures in this section duplicate the abbre- viated procedures, The capitalized words exactly repeat the airplane check list procedures, the non-capitalized material expands the inform~ ation for each step, Careful and frequent study of this expanded material is recommended.EMERGENCY PROCEDURES @: pretionee latecteasr es La MANUAL 12-16-68 PREFACE In certain emergencies requiring concurrent actions by the Stewardes~ ses, a general summary of such Stewardess duties is given in the re~ spective procedure in this section. In the case of emergency procedures carried out by the cockpit crew in which the Stewardesses have no specific emergency duties, other than to act as directed by the Cap- tain, no reference is made to Stewardess duties. CHECK LIST DRILL All crewmembers should have a thorough knowledge of each emer- geney procedure. It is recommended that each Captain frequently conduet practice sessions of selected emergency procedures with his First Officer whenever spare time is available. Frequent drills will be helpful in realizing a thorough understanding of each pro~ cedure, In conducting such drills, the Captain should call out the emergency to be simulated—being sure to specify "Simulated"; the check list should be read: and both crewmembers should simulate accomplishment of his particular items. EMERGENCY PROCEDURE ACCOMPLISHMENT Most emergencies are best handled by allowing time for analysis of the situation before initiating any action, Don't "rush" a procedure! Analyze the situation carefully, complete red boxed steps if applicable, call for the check list, and then accomplish the steps of the emer- gency procedure. After the check list has been completed and the expanded check list in this section reviewed, the resulting situation should be discussed. Note should be taken of system(s) abnormalities. Both pilots should know how their duties may differ from normal and what actions they must take should any subsequent abnormal situations arise. NOTIFICATION OF AN EMERGENCY In an emergency, notify ATC when appropriate and the company as soon as possible, Transponder code 7700 may be used by an aircraft in distress to alert ATC of an emergency; or, ATC may assign code 7700 to an aircraft that has declared an emergency. SMOKE OR FIRE In case of smoke or any indication of fire——whether indicated visually, or, for engine/nacelle areas, by warning light or bell—immediately carry out appropriate procedure and head for nearest landing area. EMERGENCY LANDINGS Due to the potential fire hazard attending emergency landings, the airplane should be evacuated as rapidly as possible after coming to a complete stop. In extreme emergencies, such as uncontrolled in- flight fires, the Captain should consider the advisability of belly landing the airplane in order to expedite rapid evacuation,EMERGENCY PROCEDURES section 2 pace 4 BACI-H &) 1-9-70 OPERATING MANUAL ; PREFACE i NOTE: If any emergency or malfunction requires towing the aireraft from the runway or taxiway, ground-to-cockpit communication must be established (via interphone, if possible) before the aircratt is moved. | cockerr COMMUNICATIONS in an emergency requiring the use of oxygen masks, each crew mem- ber’s microphone selector should be set to the EMER INT (contin- uously "hot microphone") position for intra-cockpit interphone com= munication. If the system is inoperative in the EMER INT mode, select NORM INT, in this mode, each crew member must actuate his mask. microphone switch to talk to other crew members, Cockpit speakers are on the Emergency Check List for use where available and appropriate, even though not required for dispatch. The choice of speaker or headsets is optional, Cockpit speakers are automatically muted to some degree when EMERG INT is selected. COCKPIT VOICE RECORDER In the event of an emergency landing or an aircraft incident requiring immediate notification of the National Transportation Safety Board, i.e., (1) Aircraft accident (2) Flight control system malfunction (3) Incapacitated crew member as a result of injury or illness (4) In-flight fire (5) In-flight collision and which results in the termination of the flight, the voice recorder information must be held, If conditions require immediate securing of the cockpit, the VOICE RECORDER c-b on B-1 must be pulled prior to reinstating power on the aircraft, If conditions do not require im- mediate securing of the cockpit, pull VOICE REC c-b before leaving the aircraft. USE OF COg FIRE EXTINGUISHER When discharging the portable COg extinguisher, appropriate action should be taken to protect against the inhalation, impairment to vision, ete., caused by COg, See USE OF COCKPIT OXYGEN AND SMOKE GOGGLES WHEN COCKPIT AIR CONTAMINATED, COz is toxic to human beings, producing acidosis of the blood, irrita~ tion of the eyes and respiratory passages, muscular weakness and in- coordination; high concentrations may prove fatal in a short period of time,EMERGENCY PROCEDURES .) BACL-H section 1 pace 5 OPERATING MANUAL 1-9-70 3OGGLES WHEN CO nasal mask and smoke goggles at each cockpit crew member station, or the full face mask on the cockpit portable oxygen bottle, provide protection against smoke, COg, and other noxious gases, When using the oral/nasal masks for this purpose the oxygen regulator panels must be set to "100%," With the regulators set to "NORMAL" these masks will only reduce the concentration of smoke, CO? or other contaminants inhaled since oxygen flow (from the cylinder) will be mixed with ventilating air and other contaminants present in the area. If purging of the oral/nasal mask is necessary, the EMERGENCY itch should be momentarily turned on, This will supply the mask with oxygen under positive pressure to expel any contaminants in the sk, The EMERGENCY switch should be left on oly until contam- inants are expelled from the mask; otherwise, leakage around the sk will Seplate the oxygen supply very F normally should not be used on electrical fires, Instead, use CO2 extinguisher whenever possible, ‘The use of a water-type extinguisher is undesirable for two reasons: First, be- cause impure water can be a conductor, its discharge onto electrical mponents may result in further damage and loss of elec~ trically-operated equipment. Secondly, there is danger of electrical shock if the extinguisher is allowed to contact a "hot" circuit, (While the water stream itself may be sufficiently conductive to produce a personal shock, investigations have shown that this hazard is not serious provided the nozzle is kept a reasonable distance from any “hot” cireuit; small discontinuities in the stream greatly reduce its conductivity.) If it should be absolutely necessary to use a water-type extinguisher on a fire of electrical origin, first deenergize circuits in the area to the extent practicable. Page 6 intentionally left blank.Ja) BACI-H1 7 OPERATING MANUAL EMERGENCY PROCEDURES SECTION 1] 5-23-69 PAGE 7 CHECK LIST INSTALLED IN AIRPLANE NAAAAAAANAAR ANNAN AARAAAARAANAR hy” ENGINE FIRE PAGE 9 FIRE BELL CUTOUT, . “PULL [ron ane maNoLe ‘AND ROTATE CLOGRWIEE L.?, FUEL VALVE INDICATOR... ,, CHECK OROSS LINE START LEVER. oe SHUT FIRE BOTTLE ANNUNCIATOR “CHECK FIRED JRE KARNING LIGHT ON AFTER 3 SECONDS: IRE HAND ROTATE COUNTERCLOCKWISE FIRE BOTTLE ANNUNCIATOR, CHECK FIRED Ir FIRE PERSISTS: AMGPEED (Wo blow out fre)... MIN 250 KTS-MAX Vaqo, MASTER WARNING LIGHT SYSTEM RESET ELECTRICAL SYSTEM STARE APU FUFL on058-PELD VALVE OPEN AMR SOLATION VALVE. Lose ARR CROSI-PRED VALVE Oren BAC 1-11 EMERGENCY CHECK LIST & VENTILATING SYSTEM SMOKE PAGE 21 (Gp MASKS-SPEAKERS INTERPHONE-GOGGLES...AS REQ FR CROSS-FEED VALVE CLOSED ITHER MASTER VALVE. CLOSED IL smoke persists open closed master valve/elose other valve ‘SMOKE REMOVAL PRESSURIZED PAGE 22 ‘Og, HASKS-SPEAKENE-INTERPHONE-GOGGLAE, . AS REQ IWOLATION VALVES AND MASTER VALVES...» OPEN CABIN ALTETHDE SELECTOR SEP 10 8000 Tr. CARIN’ RATE COVTROT. FULL ONC, ‘SMOKE REMOVAL-UNPRESSURIZED PAGE 22 ‘O2 HASKS-SPEAKERS-INTERPHONE-GOGGLES, .A8 REQ RAM AIR VALVE. “OPEN PAFETY VALVE. LOPE AI DUMP VALVE [OPEN | EXPLOSIVE OR RAPID DECOMPRESSION PAGE 25 “RAPID Gao Om] AND, AT NEARLST SUITABLE AIRDORT ENGINE FAILURE OR OVERHEAT PAGE 11 THROTTIE CLOSE: s SHUT RESET L START APU FUEL CROSS-FEED VALVE, OPEN AIR ISOLATION VALVE ‘cose Alle CROSS-PEED VALVE OPEN __AUX HYDRAULIC PUMP, ow ‘APU FIRE PAGE 15 FINE BELL curouT PULL [APU FIRE HANDLE PULL AND WAIT 19 SECONDS] APU FUEL VALVE INDICATOR... Aer 16 xeconds: APU FIRE HANDLE APU FIRE ROTTLE ANNUNCIVTOR ROTATE (either ctvection) I NOT ARRESTED BY 10,000 FEET CABIN ALTITUDE. FOLLOW EXPLOSIVE DECOMPRESSION BELOW EXPLOSIVE ‘O- MASKS-SPEAKEMS-INTERPHONE™, ‘TARDTT LES SPEED BRAKE HANDLE NO SMOKING/SEAT BELT SWITCHES, DESCEND STKAIGHY AMEAD OR BANK (20° MAX) PASSENGER OXYGEN RED KNOB, PULL ‘TRANSPONDER 2 Cone 1700 OXYGEN MAGI Sai: swTeHt Pa your oxygen mash, ‘ailles and geutlentea pull down and use EMERGENCY DESCENT PAGE 29 THROTTLES, et CLOSE SPEED BRAKE HANDLE. 220° NO SMKING/SEAT BELT SWITCHES oN. RUE BOTTLE AF DESCEND STRAIGHT AHEAD OR BANK (20° NAG) Aro Ate obviveny vauite sy | RANSPONDER : 2 cote Te ELECTRICAL FIRE OR SMOKE PAGE 17 | EMERGENCY RESTART dime ton ‘Oy HASRS-SPEAKERS-INTERPIONE-COoGLS,... Ad WE@ | _TONETONSETECTOR <.- eee group t MULTIPLE GENERATOR FAILURE PAGE 35 [eva tarrons ab TAU ANMOTER GaECe]] “rues orkenatoR “RESET 1 FAULT UNDETERMINED: a Seer gy tcc EMERGENCY LANDING PAGE 38 SERA TOR CONTROL SWITCHES ERG EAPO) TA P FIRS OR SMOKE PERSISTS PROCEED TO GROUP IT PREPARE AND REVIEW PROCEDURES «SECURD COCKPIE PARKING BRAKE nip ET ih emi nip | SEHD BRAKE AS, “FOL FomwaRD ERATED ~ eine NAARAANAARRAANARARARARRARAAREMERGENCY PROCEDURES SECTION 1 PAGE 8 BAC 1-11 AYA 5-23-69 OPERATING MANUAL <= (On Back Of Emergency Check List) & SABOTAGE THREAT ‘Sabotage tareats are classified as either "indefinite" or “positive”. “An indefinite mreat does aot call Or search procedares Or Night interruption. An example of an indefinite threat is: American Airlines receives call that "here vill be # bomt on ove of your flights this afternood!. = Acpositive threat Is one that mests all of the following conditions: Q) American Alclines ts specifically named, (@) A given_trip or departure ume Is specified, {@) His clearly stated that » bomb is on beard, ‘A positive threst received while airborne requires Immediste landing and, after clearing runway, passengers will be evacu~ fatedon taxiway, If received while on the ground, evacuate as soon as possible. ‘Wher information of « sabotage throat le revolved from an American Airlines source, it chal be regarded: itive leat. if the laformation ie received from another source (auch ae ATC), tho Captain shall dotormine if kia a postive threst, ‘Tale decisicn shall be based on the positive threat conditions above: Je mast bo ract to classify az s positive threat, Ifa positive threat is received, Follow RECOMMENDED POSITIVE SABOTAGE THREAT PROCEDURE belov RECOMMENDED POSITIVE SABOTAGE THREAT PROCEDURE IN FLIGHT LAND—NEAREST SUITABLE AIRPORT, DECLARE EMERGENCY—TRANSPONDER CODE 1700—-REQUEST ATC NOTIFY FBI/LOCAL LAW AUTHORITIES. NOTIFY STEWARDESSES: 1, TIME REMAINING AND AIRPORT OF INTENDED LANDING. 2) RESPAT PASSENGERS NEAR DOORS—USE ALL AVAILABLE EXITS. 3, EVACUATION SIGNAL! WHEN EMERGENCY EXIT LIGHTS TURNED ON, NOTIFY DISPATCH. MAKE PA: "Ladies and gentlemen, ve have received a message that a sabotage threat has deen made against ove of our firoruft, The airlines receive many of these threats; sovever, we intend to take all ossitle precautions, and there fore will be landing x urport in approximately minutes, After landing, we vill evacuate the airerat.| Please lision carefully to the siewardesses instructions: INFORM TOWER: "After clearing runway, passengers will be evicuated on taxivay. Evacuation wil! be with integral ‘stairs (except 707), slides aad Window excts. Neep crash rescue and others away from doors and slides." ON FINAL APPROACH MAKE FA: "'Stewardostes be seated," ABOUT 230 FEET MAKE PA: "Please assume the braced position. ON GROUND SPaRD BRAKES sean | FUEL FORWARD] FULL FORWARD Ee WING FEAPS : PARKING BRAKE START LEVERS voons/srams EMERG EXIT LiGHT SWITCH (SIGNAL TO BEGIN EVACUATION) LUCECE BECORINE, ASSIBT IN EVACUATION. ASSEMBLE PASSENGERS AT LEAST 200 FEET FROM AIRCRAFT. ALLOW ONLY AUTHORITIES NEAR AIRCRAFT. zEMERGENCY PROCEDURES BACI- SECTION 4 PAGE 9 OPERATING MANUAL 3-71-69 * ‘== EXPANDED CHECK LIST —~- . ENGINE FIRE - FLIGHT FIRE BELL CUTOFF ........ Ack ERS HRKEREAe wR .PULL [ENGINE FIRE HANDLE. ... PULL AND ROTATE CLOCKWISE LP FUEL VALVE INDICATOR expecta RD 2K CROSS LINE If indicator does not show "cross line'’, move switch to CLOSE START LEVER...... ee +o. SHUT FIRE BOTTLE ANNUNCIATOR | ¥: senses _ CHECK FIRED If anounciator does not indicate FIRED, rotate engine fire handle counterclockwise immediately. IF FIRE WA! G LIGHT ON AFTE SECONDS; FIRE HANDLE ROTATE COUNTERCLOCKWISE FIRE BOTTLE ANNUNCIATOR....... +++.++. CHECK FIRED IF FIRE PERSISTS: AIRSPEED (to blow out fire)... ... 0... cece eee ce eect eens fay acetal MINIMUM 250 KNOTS-MAXIMUM Vivo SECONDARY ACTION MASTER WARNING LIGHT SYSTEM. . av RESET ELECTRICAL SYSTEM z tose START APU Use APU generator or if APU generator inoperative, reduce electrical load FUEL CROSS-FEED VALVE....... + teseseess OPEN Cross—feed as required from tank on inoperative engine side to maintain lateral balance. AIR ISOLATION VALVE ....0-00000 00000000 cece sce +, CLOSE AIR CROSS-FEED VALVE. ......- seceee sss, OPEN If 1 engine was shut down and APU is operating, close. air cross-teed valve and open APU air delivery valve. If APU is not operating or j/2 engine was shut down, open air cross- feed valve and close APU air delivery valve. AUX HYDRAULIC PUMP. . ON Check aux. pump fail light off. LARD viecsicesie soacirece ene AT NEAREST SUITABLE AIRPORT NOTE 1. Reset fire warning bell after fire warning light goes out. 2, FIRE EXTINGUISHING - After first extinguishant discharge, allow about 30 seconds for fire to be extinguished (warning light out) and 1 engine to clear before considering a second discharge. 38. RESTARTING ENGINE - Do not restart engine in which fire or fire warning has occurred. SEE ADDITIONAL NOTES FOR ENGINE FIRE, FAILURE, OR OVER- HEAT ON TAKE-OFF, IF APPLICABLE.EMERGENCY PROCEDURES section 1 Pace 10 BACI-1] 4-28-70 OPERATING MANUAL ENGINE FIRE ~GROUND FIRE BELL CUTOUT NGINE FIRE HANDLE .......4e+0+e.2..PULL AND ROTATE CW L.P, FUEL VALVE INDICATOR.......,..... CHECK CROSS LINE If indicator does not show "cross line”, move switch to CLO! START LEVER. FIRE BOTTLE AN Tf annunciator does § not indicate FIRED, rotate engine counterclockwise immediately. IF FIRE WARNING LIGHT ON. FIRE FIRE fire handle ER 308 +eeeeROTATE CCW Ee ee CHECK FIRED Z ROM RAMP, TURN AIRPLANE INTO WIND TO KEEP FIRE AWAY FROM CABIN. WING FL. APS. *SHUT facilitate evacuation, if required) SET PARKING BRAKE ASSIST WITH PASSENGER EVACUATION, ~ After shutting down both engines and still operative from DC Essential Radio Bus provided Battery Switch is O The primary duties of the mergency are to obtain information from the cockpit crew on the nature of the emergency and whether pa: gers are to be evacuated. (Captain will, of course, normally g the necessary instructions on his own initiative without waiting for Stewardess inquiries.) If passengers are evacuated, it is the Stew- ardesses' responsibility to deploy the evacuation slides, and to direct passenger evacuation—assisted, as appropriate, by the cock- pit crew as described under EMERGENCY LANDING AND PASSENGER EVACUATION in this section,EMERGENCY PROCEDURES BACI-II section 7 PAGE 44 OPERATING MANUAL 3-17-69 F “-—— EXPANDED CHECK LIST —~ ¥ ENGINE FAILURE OR OVERHEAT THROTTLE START LEV MASTER WARNING LIGHT SYSTEM. ELECTRICAL SYSTEM. . . START APU Use APU generator or, if APU generator inoperative, reduce electrical load. FUEL CROSS-FEED VALVE ......... 20000000008 teevaeess OPEN Cross-feed as required from tank on inoperative engine side to maintain lateral balance. AIR ISOLATION VALVE «CLOSE AIR CROSS-FEED VALY! 1+... OPEN If #1 engine was shut down and APU is operating, close air cross- feed valve and open APU air delivery valve. If APU is not oper- ating or /2 engine was shut down, open air cross-feed valve and close APU air delivery valve. AUX HYDRAULIC PUMP cccsaesnss sovseme imams once « on Check aux. pump fail light off. NOTE; RESTARTING ENGINE - Do not restart engine in which overheat J Watting has occurred SEE ADDITIONAL NOTES FOR ENGINE FIRE, FAILURE, OR OVER- HEAT ON TAKE-OFF, IF APPLICABLE,EMERGENCY PROCEDURES seerion 4 Pace 12 BAC I-11 @ OPERATING MANUAL 10-14-69 NOTES: ENGINE FIRE, FAILURE, OR OVERHEAT ON TAKE-OFF URS, the take-off is normally ilure is recognized prior to Vy and is normally continued when it is recognized after passing V,. At V, the take-off may be either continued or refused. 2. ABORTING TAKE-OFF ~ When decision is made to abort take-off eeeeerensccenens CLOSE Brakes ..+.- vee AS REQUIRED Speed Brakes .....seee0e woees FULL APT Reverse Levers. senons AS REQUIRED If runway is slippery, be alert to directional control difficulty that may occur as a result of reverse thrust asymmetry. 3. PILOT COORDINATION - Tho pilot making the take-off shall normally continue to control airplane, If First Officer is making take-off {and not relieved by Captain), Captain will accomplish the required Immediate Action items. 4, TAKE-OFF TECHNIQUE - At rotate speed (Vp), rotate airplane so as to become airborne at normal "lift off’ speed, stabilizing at V, during initial climb, If obstacle clearance is critical, continue efimb at Vo until clearing all obstacles, then use the following speed/flap retraction schedule, ~ For 18° flap take-off, accelerate to Vg + 5 and retract flaps to 8°, Continue acceleration to Vo + 20 and retract flaps to 0°, ~ For 8° flap take-off, accelerate to V2 + 10 and retract flaps to 0°. 5, CLIMB AIRSPEED - If an extended climb is required, due to inabil- ity to return for an immediate landing at departure airport, increase airspeed to obtain best single-engine climb speed given in table below. Speed are "rounded off". GROSS WEIGHT ~ 1000 LBS ee ee “0 eo | «| 85 SINGLE-ENGINE CLIMB SPEED (FLAPS 0°) KTS TAS 190 | 200 205 | 215 220 | 230 Next page 15EMERGENCY PROCEDUR! BACI-11 section 1 pace 15 27 OPERATING MANUAL 4-28-70 — EXPANDED CHECK LIST —— APU FIRE ‘This procedure assumes that APU does not shut down automatically when fire occurs. If APU fire switch is in AUTO, APU will shut down automatically and bottle will fire automatically about 10 seconds after shut down. In either case, APU control switch must be turned off, APU air delivery valve closed and, if necessary, follow steps listed below under "If Fire Continues". ES FIRE BELL CUTOUT PULL AND WAIT 1 LVE INDICATOR... 60sec eeeee eee ences CHECK CLOSED After 10 seconds: APU FIRE HANDLE... APU CONTROL SWITCH. “i APU AIR DELIVERY VALVE If Fire Continues: IN FLIGHT ON GROUND APU FUEL V ae ae OFF Land as soon as possible * Wing Flaps..... 45° (To facilitate evacuation) Shut down engines. * All fuel boost pump: **Call tower for assistance If Necessary ‘To Evacuate ‘Passengers: * Order Stewardess to prepare for evacuation. * Set parking brake. * Assist with passenger evacuation. Reset fire warning bell after fire warning light goes out. NOT *(1) RADIO COMMUNICATIONS - After shutting down both engines, VHF COMM is still operative from DC Essential Radio Bus provided battery switch is ON. (2) CONCURREN’ WARD! DUTIES - The primary duties of the Stewardesses in 2 ground emergency are to obtain information from the cockpit crew on the nature of the emergency and whether passen- gers are to be evacuated. (Captain will of course normally give the necessary instructions on his own initiative without waiting for Stewardesses' inquiries.) If passengers are evacuated, it is the Stewardesses' responsibility to deploy the evacuation slides, # and to direct passenger evacuation - assisted, as appropriate, by the cockpit crew as described under EMERGENCY LANDING and PASSENGER EVACUATION in this section. Next page 17.EMERGENCY PROCEDURES, BAC I-I] section 1 PAGE QT OPERATING MANUAL 12-16-68 v+—— EXPANDED CHECK LIST —-- *, ELECTRICAL FIRE OR SMOKE 02 MASKS— SPE AKERS—INTERPHONE — GOGGLES. . AS REQUIRED * 02 masks ON (regulators 100%; emergency levers ON, if required), cockpit speakers ON (or headsets, if desired), interphone MICro- phone SELector to NORM INT or EMER INT, goggles ON. ZSSAe If KVA meter or TRU ammeter show abnormally high load, fault is probably on respective bus. In such case, isolate bus by tripping + generator and AC SPLIT C-B, or TRU and DC SPLIT C-B as appro- PSS PL pridte. OR SMOKE PERSISTS PROCEED TO GROUP IL GROUP TT AC AND DC SPLIT C-B'S (right console) . . TRIP LEAVES NO. 2 GENERATOR CONTROL SWITCH. . 7 . RESET +#2AC DISELECTOR . CAPT ON ALT wail BATTERY SWITCH. HA SECONDARY ACTION - Reinstatement Procedures NOTE: If AC and DC Split c-b's were not tripped previously, trip them prior to any generator/bus reinstatement. GROUPT If reinstatement of #1 AC Bus, #2 AC Bus or Main DC Bus is deemed necessary for safe continuation of flight, proceed as follows: a, Trip No, 2 TRANSFORMER RECTIFIER C-B (#18 on panel B-6)* + bh. RESET No, 1 & No, 2 generators one at a time to identify faulty bus. ~ If. smoke or fire recurs when a generator is reset, immediately trip that generator and use fire extinguisher if necessary. . ~ I.smoke or fire does not recur after both generators are reset, trouble is in Main DC Bus, in which case leave No. 2 TRANS- FORMER RECTIFIER C-B tripped. GROUP TT If reinstatement of #1 AC Bus, Essential AC Bus, or Essential DC is deemed necessary to safe continuation of flight, proceed as follows: a, Trip No, 1 TRANSFORMER RECTIFIER C-B (#17 on panel B-6). b. RESET No. 1 Generator. ~ I_smoke or fire recurs, trip AC ESSENTIAL BUS C-B (#77 0a panel B-1) immediately and use fire extinguisher if necessary. Trip STATIC INVERTER C-B (#253 on panel B-4), turn on Bat- tery Switch and reset No, 1 TRANSFORMER RECTIFIER C-B (#17 on panel B-6) ~ H.smoke or fire does uot recur, trouble is on Essential DC Bus, in which case leave No. 1 TRANSFORMER RECTIFIER C-B tripped and battery switch off. Refer to notes on following page.=RGENCY PROCEDURES SECTION 2 PAGE 18 BACI-I1 iG 6-27-69 OPERATING MANUAI. < @) 4 NOT: 'TRICAL FIRE OR SMOKE 1. GENERAL SC ) OF PROCE The two groups of steps in the procedure presented herein de-energizes substantial portions of the overall electrical system, one portion at a time, with the objective of isolating the fault to one portion and then leaving that portion de- en sd. IL does not attempt isolation of the fault to a specific circuit. For example. if fire or smoke recurs when #1 generator is reinstated in the Secondary action following Group 1, the fault may be in some sub-system of the #1 bus: the procedure does not specify attempting further isolation of the fault to make such determination, With respect to scope of detailed isolation action given, the entire procedure is based on this approach to avoid undue complexity and to provide a procedure that is usable under ali flight conditions and under the duress of such an emergency. It is recognized that under certain conditions it may be desirable and appropriate to undertake further isolation of the fault for the sake of recovering certain needed equipment that would otherwise have to be left inoperative for want of electrical power. 2. REINSTATING CIRCUIT BREAKERS - Do not reinstate the breaker of a circuit known to be faulty. 3. IF FIRE CANNOT BE CONTROLLED ~ Land as soon as possible, ~ Do not use a water fire extin- KE_ ry accomplish SMOKE REMOVAL procedure given in this section. 6. PRESSURIZATION ~- Following Group I or Group II, the pressurization amplifier will be de~energized and the outflow valve will be spring- loaded closed. It will be necessary to control cabin pressure manually as described under Pressurization System - Abnormal Conditions in Seetion 13. The outflow valve position indicator will be operative following Group I; inoperative following Group II.BACI-11 OPERATING MANUAL EMERGENCY PROCEDURES SECTION 1 9-26-69 PAGE 19 ELECTRICAL FIRE OR SMOKE OPERATIVE/INOPERATIVE STATUS OF VITAL EQUIPMENT ‘The following table shows what units are operative at the completion of the successive groups of steps in the procedure. Genotes the unit is inoperative. "'X" denotes the unit is operative and a shaded box It is not intended that these items be committed to memory; they are provided as a general reference. AT END EQUIPMENT OF @Capt's CDI HDG card steer GROUP computer & DME not operative. Tis ee i i__| @F/o's NDI attitude display is caps Xelxe) write ie DE pleas FT Ors @ 1x9] ines F/ ALT. RADIOS Ocapt's T & Band HDI attitude #_VHF COMM x display not operative; #2 VHF COMM X@) additionally if aircraft does VAP NAV x |] not have c-b #457 installed and #2 VAF NAV X@| connected, Capt's RMDI is DME q inoperative. Capt's HDI SELCAL attitude display can be made PA x =| operative by positioning HDI Tatoxphone X__|X@|_ selector to CAPT ON ALT ‘Transponder =| prior to GROUP II, Harker Hevelvers * QI @/o's obi HDG card operative arti mpi |x| nly on aireraft having e-b SGcEaS #457 installed and connected. Capt's Inst. Panel (integral) 1x @MANual mode only. ¥/O's Inst. Panel (integral) Center Inst. Panel (integral) @ "Second" shot for engines and Radio Console Dials & Panels APU bottle are operative. ‘Overhead Panel (integral) @No Temp Control. Pedestal Flood Red & White @select EMER audio and only Inst. Panel Fluor. Tnst Panel Flood (Red Flood one receiver ata time, Cockpit Dome White OUse Air Dump Valve to Cockpit Dome Red manually control pressur- AUTOPILOT ization. YAW DAMPERS (Auto-Pilot & Series) FIRE DETECTION AND PROTECTION| LEFT PNEUMATIC SYSTEM AND A/C PACK switch in bright or Dim Position. | Monly applicable to airplanes RIGHT PNEUMATIC SYSTEM AND A/C PACK PRESSURIZATION AMPLIFIER with CB's 469 and 470 activated. X = OPERATIVE Page 20 intentionally left blank. C= INOPERATIVEEMERGENCY PROCEDURES BACI-II SECTION } PAGE 2) OPERATING MANUAL 12-16-68 a © MISCELLANEOUS CABIN OR COCKPIT FIRES Oz MASKS—SPE AKERS—INTERPHONE~GOGGLES... AS REQUIRED ON (regulators 100%; emergenc: ON, if required, kers ON (or headsets, if desired), interphone MICro- phone SELector to NORM INT or EMER INT, goggles ON. NO SMOKING—! fires, necessary to use water extinguisher, first de- energy uit in the area to extent possible. If galley fire, trip GALLEY POWER C-B's (#19 & 20 on panel B-6) before using a water type extinguisher, When discharging the CO2 extinguisher, appropriate action should be taken to protect against inhalation, impairment to vision, ete. If severity of fire or or EMERGENCY DI ONCURRE. ‘tely notify Captain, is able to take over vrmme EXPANDED CHECK LIST —~-. VENTILATING SYSTEM SMOKE 02 MASKS—SPEAKERS~INTERPHONE—GOGGLES. ...AS REQUIRED Oz masks ON (regulators 190%; emergency levers ON, if required), cockpit speakers ON (or headsets, if desired), imterphone MICro- phone SE Lector to NORM INT or EMER INT, goggles ON. AIR CROSS-FEED VALY CHECK CLOSED *EITHER MASTER VALV : : rane . CLOSE If smoke persists, open that valve and close other valve. er Leave pack deactivated {unless needed for comfortt) -Follow SMOKE REMOVAL and/or EMERGENCY DES- CENT procedures (if severity of condition warrants) smoke warrants, follow SMOKE REMOVAL and/ ENT procedure, Hf smoke still persists . *1. PACK ISOLATION ~ If smoke is coming mainly thru cabin outlets, close right Master Valve first. If smoke is coming mainly thru cock- pit outlets, close left Master Valve first. +2, PACK R : MENT - If reinstatement of a deactivated pack is needed for comfort, attempt may be made to determine specific fault as follows: a. Close Isolation Valve for deactivated pack and open Air Cross-feed Valve, b. Open Master Valve for deactivated pack. If smoke appears again, close Master Valve immediately and leave closed for remainder of flight; close Air Cross-feed Valve and open Isolation Valve.EMERGENCY PROCEDURES section 1 Pace 22 BACI-11 ) 12-16-68 OPERATING MANUAL = << 4 vem EXPANDED CHECK LIST ——-- SMOKE REMOVAL ~ PRESSURIZED O2 MASKS—SPEAKERS—INTERPHONE—GOGGLES....AS REQUIRED Og masks ON (regulators 100%; emergency levers ON, if required), cockpit speakers ON (or headsets, if desired), interphone MICro- phone SE Leetor to NORM INT or EMER INT, goggles ON. ISOLATION VALVES AND MASTER VALVES,..........--.05 . OPEN It is desirable, for maximum ventilation, to operate both packs {both isolation valves and both master valves OPEN). *CABIN ALTITUDE SELECTOR...........0.0000e SET TO 9000 FT. *CABIN RATE CONTROL .........000. 0.002 eee ee FULL INCREASE NOTES: 1, Normal airflow from the cabin pressurization system should be ade- quate to remove smoke originating from sources other than the air conditioning/pressurization system itself. However, if ventilating system airflow is significantly reduced (e.g., smoke was coming from ventilating system) it may be necessary to descend and/or de~ pressurize to assure proper smoke removal *2, If this procedure is accomplished after initiating the Electrical Fire or Smoke procedure it will be necessary to use air dump valve to control cabin pressurization, 3. CONCURRENT STEWARDESS DUTIES - Stewardess will report any excess smoke in cabin to Captain, After cabin is clear of smoke, Stewardess will check with Captain for further instructions. ——- EXPANDED CHECK LIST ——--- SMOKE REMOVAL- UNPRESSURIZED Oy MASKS—SPEAKERS—INTERPHONE ~GOGGLES,... AS REQUIRED Og masks ON (regulators 100%: emergency levers ON, if required), cockpit speakers ON (or headsets, if desired), interphone MICro- phone SE Lector to NORM INT or EMER INT, svagles ON, RAM AIR VALVE..... SAFETY VALVE... AIR DUMP VALVE. NOTE: CONCURRENT STEWARDESS DUTIES - Stewardess will report any excess smoke in cabin to Captain. After cabin is clear of smoke, Stewardess will check with Captain for further instruc- tions. Next page 25EMERGENCY PROCEDURES, (0 a} BACI-11 SECTION 1 PAGE 25 ASE OPERATING MANUAL 5-12-69 -s—— EXPANDED CHECK LIST —--- = EXPLOSIVE OR RAPID DECOMPRESSION RAPID Tf pressure loss is due to a known structural failure, such as window blow-ovt, the need to check items controlling an inflow or outflow is obviated; instead follow EXPLOSIV £ decompression procedure immediately AIR INFLOW/AIR OUTFLOW. Master Valve and System Fail lights out; both Master Valves and both Isolation Valves OPEN; Ram Air and Safety Valves CLOSED; check Discharge (outflow) Valve Position Indicator. If loss of pressure can be promptly arrested (i.e., cause is obvious and corrective action is successful) descent is not necessary. IF NOT ARRESTED BY 10,000 FEET CABIN ALTITUDE, FOLLOW EXPLOSIVE DECOMPRESSION BELOW: EXPLOSIVE If autopilot is engaged at time of decompression, leave it engaged until ready for descent. Oj MASKS—SPEAKERS—INTERPHONE «0.20.02. 0.0 eee cece on Og masks ON (regulators 100%; emergency levers ON, if required) = cockpit speakers ON (or headsets, if desired), interphone Micxo- phone SELector to NORM INT or EMER INT THROTTLES..... . CLOSED SPEED BRAKE HANDLE. - 20° NO SMOKING/SEAT BELT swItcHi Ss. ON DESCEND STRAIGHT AHEAD OR BANK (30° MAX) PASSENGER OXYGEN RED KNOB. PULL TRANSPONDER . CODE 7700 F/O OXYGEN MASK MIKE SWITCH...........00. 0060000000 PA F/O MAKE PA; "Ladies and gentlemen pull down and ‘use your oxygen masks. No smoking please." NOTE: When structural damage is suspected avoid high IAS and abrupt maneuvering; also complete the following: Both Master Valves . Air Dump Valve... Ram Air Valve . . CLOSED . OPEN When cabin altitude sufficiently low: ‘Oxygen Regulatote so.sc secoscoren iseassamaewsenset s NORMAL Reset red and green knobs on passenger oxygen panel. Refer to notes on following page.EMERGENCY PROCEDURES section 1 Pace 26 BACI-11 ee) 12-16-68 OPERATING MANUAL NOTES: EXPLOSIVE OR RAPID DECOMPRESSION 1, CONTINUATION OF FLIGHT - If passenger oxygen masks are drop- ped, but pressurization is subsequently restored, flight may be con~ tinued if sufficient oxygen pressure remains, Reset red knob on passenger oxygen panel; refer to Section 17 in this manual for fur- ther instructions. 2, CONCURRENT STEWARDESS DUTIES - First stewardess will, using PA, repeat instructions for use of masks, caution passengers to put out cigarettes, etc, Other Stewardesses will accomplish similar procedure in their respective sections of the cabin, as applicable. After level-off (from emergency descent) Stewardesses will proceed through cabin to see if any passengers need additional oxygen (after advised by Captain that oxygen is no longer required). Stewardesses will check cabin areas and lavatories for injured pass- engers, inspect all areas for fire, administer first aid as necessary, and advise F/O to turn off oxygen system when no longer needed. Stewardesses are to report any unusual air leaks immediately to the Captain and keep all persons away from the leak area, Stewardesses will also keep out of the leak area. Next page 29EMERGE. ICY PROCEDURES .) BACI-I section 1 pace 29 OPERATING MANUAL 12-16-68 vom EXPANDED CHECK LIST —~-- EMERGENCY Eee e rt THROTTLES. SPEED BRAKE HANDLE NO SMOKING/SEAT BELT SWITCH! TRANSPONDER CODE 7700 F/O will select Transponder Code 7700 as soon as practicable, DESCEND STRAIGHT AHEAD OR BANK (30° MAX) Target speed is Myo or VMO, whichever oceurs first. + CLOSE . If emergency descent is necessitated by loss of cabin pressure, fol~ low EXPLOSIVE OR RAPW DECOMPRESSION Procedure in this section, 2, LEVELING OFF ~ Start decreasing rate of descent by "easing off” the speed brakes steadily and smoothly about 1000 feet above the desired level-off altitude: this will prevent overshooting the desired altitude. 3, STRUCTURAL DAMAG The above procedure assumes structural integrity of the airplane. If structural damage has occurred or is suspected, reduce airspeed and rate of descent as deemed necessary and avoid abrupt maneuvering. 4, WITH MACH TRIM INOPERATIVE emergency descent speed must be limited to Mach .72 or Vo, whichever occurs first. CONCURRENT STEWARDESS DUTIES - Unless the emergency is necessitated by loss of cabin pressure, the Stewardesses have no specific emergency duties other than to explain to passengers the action being taken and to act as directed by Captain. If descent is necessitated by loss of cabin pressure, Stewardesses will perform duties as listed under EXPLOSIVE OR RAPID DECOMPRESSION Procedure in this section. Page 30 intentionally left blankEMERGENCY PROCEDUR BAC 1-1] section 1 PAGE 31 OPERATING MANUAL 12-16-68 sme EXPANDED CHECK LIST —--- IN-FLIGHT ENGINE RESTART Two restart procedures are presented: (1) a normal restart procedure for reinstating an engine that has been shut down intentionally and prompt reinstatement is not required and (2) an emergency restart procedure for use should an unwanted flame-out occur and immediate restart is urgent. EMERGENCY RESTART IGNITION SELECTOR. . ENGINE START SWITC . HIGH & LOW .»RELIGHT Monitor EGT, Fuel Flow and RPM during restart. If engine fails to relight within 10 seconds move Start Lever to SHUT, allow engine to drain for 1 minute, and try NORMAL RESTART (given below). NORMAL RESTART Successful relighting has been demonstrated within envelope shown on Restart Chart on following page, using CSDS assist below 220 knots JAS and normal engine windmilling at 220 knots and above. However, the speed band between 215 knots and 225 knots normally ould be avoided when restarting if operating conditions permit, since this i the critical start range. Emergency restart (given above) can be attempted at any speed or altitude. Normal restart for the two speed ranges is given below. START LEV! THROTTL ENGINE ANTI IGNITION SEL ER. + tae aoe . CHECK SHUT -ICING TOR OFF HIGH & LOW LP FUEL VALVE... sees OPEN FUEL BOOST PUMPS . : if 7 . BOTH ON AIRSPEED..... eee eee eee eee eee eee ee eee rey CHECK (see chart) | . CLOSE ENGINE START SWITCH . RELIGHT START LE +, OPEN IMMEDIATELY _—_—-—__—_ IAS below 220 kts ————_____-_____, AIR ISOLATION VALVE . OPEN MASTER VALVE CLOSE AIR CROSS~ +++ e.,OPEN DUCT PRESSURE .. . CHECK (40 PSI MINIMUM) START MASTER SWITCH, : . START PART SWITCH . START LEVER.... . START & MOTOR -OPEN IMMEDIATELY Monitor EGT, Fuel Flow, RPM and Oil Pressure during restart. *IfEMERGENCY PROCEDURES section 1 Pace 32 BAC I-11 12-16-68 OPERATING MANUAL IN-FLIGHT ENGINE RESTART (Cont.) engine fails to relight within 20 seconds, move Start Lever to SHUT and allow engine to drain for 1 minute before making another start attempt. When RPM has stabilized: START MASTER SWITCH............ ce eeee ee ceeee .OFF MASTER VALVE . OPEN AIR CROSS-FEED VALVE CLOSE ENGINE START SWITCH. AIR ISOLATION VALVE ANTI-ICING (ENGINE, WING, TAIL). ELECTRICAL, FUEL, AIR and HYDRAULIC SYSTEMS. . OFF -+.OPEN AS REQUIRED *NOTE: Since failure to relight may be due to failure of the high energy ignilion system, any further attempt to start the engine should be made within the low energy ignition altitude/airspeed en- velope shown on Restart Chart below. IN FLIGHT ENGINE RESTART CHART 20. ALITTUE — 2000 FT, °. — Tt T 120 140 160 480 200 220 240 260 200 300 920 INDICATED AIRSPEED — KNOTS ILLING RPM - The characteristics ot this engine are such that there are large variations in engine windmilling RPM between individual engines at given airspeeds and altitudes. Therefore. attempting to use windmilling RPM as a check on engine condition before restarting will not produce valid results. Next page 35EMERGENCY PROCEDURES BACH section 1 PACE 35 OPERATING MANUAL 12-16-68 vem EXPANDED CHECK LIST —~--- MULTIPLE GENERATOR FAILURE Loss of output of one generator and/or loss of one bus is not considered an emergency. Malfunetions of individual generating components are covered in Section 9 of this manual. In event of loss of both engine~ driven generators and/or both normal AC buses, proceed as follows: .. RESET ITS GENERATOR EITHER GENERATOR. IF UNABLE TO RE minutes. Obviously, thos , APU starting) should be used rve battery power. Systems not considered ential lights if only as necessary to co essential to flight under existing conditions (i.e., e. daytime flight) should also be deactivated to further conserve battery power, TIVE only services provided by Battery bus, E. us, and Essential AC bus will be available. These services are as follows: (This list cover basic systems and functions; certain other functions and s warning lights, not covered here, also remain operative.) om Batt -Engine Fire Protection (#2 shot) -Captain's VHF Nay. -APU Fire Protection ~Captain's Glide Slope ~APU Start Motor -Essential Cockpit Lights (Compass, onsole, Fwd. Panel Flood, O'head ‘anel) avigation Lights -Master Warning System -Engine and APU Fire Warning -Engine Fire Protection (#1 shot) -Engine Ignition (High energy) -Left (Captain's) Pitot Heat Stall Warning System (No lights for A & B valves, no Low Press light, no vane heaters.) -APU Control and Indication ~Fuel System Control and Indication (No pumps) -Hydraulic System Control and Indication (Cannot turn off engine pumps.) ~Left Pneumatic System and Left Pack (No auto pressure control and no temp. control.) -Air Crossfeed Valve Closes -DC Hydraulic Pump -DC Voltmete: -Captain's HDI -Captain's Turn & Bank ~Captain's RMDI -Engine and APU Fire Detection -Fuel Quantity Indicators| ~ -Vibration Indicators -Flap Position Indicator Page 36 intentionally left blankEMERGENCY PROCEDURES BAC T-11 SECTION 1 PAGE 37 OPERATING MANUAL 12-16-68 EMERGENCY LANDING OR DITCHING AND PASSENGER EVACUATION RAL Airplane emergencies necessitating the evacuation of passengers fall into two basic categories— (1) the emergency wherein the Janding and passenger evacuation can be preplanned and (2) the emergency that does not allow for preplanning. In either the actual evacuation is carried out in the same manner and it is essential that the passengers be evacuated as rapidly as possible after the airplane comes to rest. The Captain (or delegated crew member) shall promptly advise the first stewardess verbally (or by interphone if necessary) when the evacuation is to begin: normally avoid the use of PA as this may cause passengers to immediately stampede and interfere with stewardes reaching and preparing the exits. However, stewardesses have been instructed to immediately begin evacuation without notification from the cockpit whenever it is obvious that immediate evacuation is necessary. A cabin door warning light coming on may provide the cockpit crew with an indication that the stewardesses have begun evacuation (assuming power is still available). In a preplanned evacuation, the stewardesses will handle the briefing of passengers and the preparation of the cabin before landing. In either a planned or unplanned evacuation, after the airplane comes to rest the stewardesses will man cabin exits and initiate the actual evacuation. Each stewardess is assigned to prepare a specific cabin exit if it is possible to do so, otherwise she will proceed to an assigned alternate exit. The basic philosophy of any evacuation is to use all cabin exits that are not jammed, blocked by fire, or otherwise rendered unusable. After completing required cockpit duties, the cockpit crew will assist with the evacuation, following the specifically assigned duties given below. Whenever possible, cockpit crew members are to wear hats as this serves as a "badge of authority" recognized by passengers.EMERGENCY PROCEDURES SECTION 1 PAGE 38 BAC I-11 (alte) $-12-69 OPERATING MANUAL ra creme EXPANDED CHECK LIST —~-~ ‘ EMERGENCY LANDING .. PREPARE AND REVIEW PROCEDURES Recommento Action Before and During Landing (Time Permitting) 1, Advise Stewardesses of emergency, Lype of landing to be made, and time remaining before ianding, (If the nature of the emergency will permit, allow Stowardesses sufficient time to brief passengers and prepare eabin before starting final approach.) Advise ground station (company if possible). Transponder code 7700. . Complete "Before Landing” check list, insofar as possible. . To extent practicable, burn off all excess fuel (normally empty center tank), . Fire Extinguisher ~ CHECK, BE PREPARED TO USE, G. Seat cockpit jump seat passenger in cabin if possible. 7. HW emergency occurs at night, have flashlight readily available for use during evacuation (stow flashlights in séat-back pockets until needed). 8. Determine from Stewardess that all loose cabin equipment is stowed, passengers have been selected to assist with evacuation, and cabin is otherwise ready. 9. Have Stewardess secure galleys, and stow all loose cockpit equipment {kit bags, log book, ete.) in one of the lavatories. 10. Trip LANDING GEAR WARNING e-b (#377). 11, When below 10,000 féet ASL, elose both air conditioning master valves to depressurize airplane, Also, if no requirement for wing and tail anti- icing, close both bleed isolation valves. Check Ram Air Valve and Safety Valve closed, After fully depressurized, close air dump valve. 12, Just prior to starting final approach, advise Stewardesses to be seated and fasten seat belts. During final approach at about 250 feet, advise passen- gers to assume "braced! position, | 18, Engine Start Levers ~ Shut at Captains discretion, 14, Turn ON Emergency Exit Lights after airplane stops. Then Proceed As Follows In the event any main gear fails to extend it is preferable to land with all gear up. This configuration will probably provide the best directional control on the ground, Should only the nose gear fail to extend it is preferable to land with main gear fully extended, Landing Runway - FOAM, IF DESIRED a, Ideal situation is to touch down airplane structure, other than landing gear, in foam, and remain in foam until stopped, b, Principal function of foam is to suppress large magnitude type sparks that could cause ignition of fuel spray. Best time to land is within 15 minutes of foaming. Good up to 1 hour, Foaming decreases friction value of runway only 3% (same as wet runway). After foaming, allow time for foam trucks to refill before landing. ‘The fire department should foam the runway to allow airplane structure {other than landing gear) to touch down and remain in foam. menoEMERGENCY PROCEDURES a} BACT SECTION 1 PAGE 39 “OPERATING MANUAL 12-16-68 sme EXPANDED CHECK LIST —~-~ EMERGENCY LANDING (Cont.) NOSE GEAR UP Set stabilizer for normal, in-trim approach. ake a normal touchdown with nose held at normal flare attitude. Use full speed brakes as during normal landing. Use reverse thrust as required throughout landing roll. (Use of reverse aids in holding nose off.) Use minimum possible braking. (Braking induces a nose down force.) 6. At about 85 knots, slowly lower nose to surface. (Actually, loss of pitel control does not oceur until about 70 knots, depending on gross weight and CG; however, use of 85 knots assures good elevator control throughout maneuver.) . Retract speed brakes before airplane stops. 8. Secure cockpit at termination of roll-out. (ONE MAIN GEAR UP Burp 1, Use normal approach and landing speeds. Land the airplane on the side of the runway that corresponds to the available main gear down, For example, with left main gear down, land on left side of runway. Raise the speed brake lever normally, Keep wings level; lower nose wheel to runway early in landing roll. Keep unsupported wing up as long as possible using lateral control, (Com- plete loss of lateral control will occur at about 50 knots.) 2. Use rudder and nose wheel steering (if available) to keep airplane rolling straight, with as much braking as can be tolerated on "good" side. 4. When wing on unsupported side makes contact with surface, apply heavy braking on "good" side to maintain directional control. 5. Use of reverse thrust is not recommended. 6. Secure cockpit at termination of roll-out, NOSE GEAR ONLY DOWN Bw 1, Initial contact should be made on aft, body structure; then allow nose gear to contact runway. (£ nose gear touches first, porpoising may occur.) 2. Norma! speed brakes after touchdown, 3. Immediately after touchdown: pull fire handles, place start levers to SHUT, and turn off all fuel boost pumps. 4. Secure cockpit at termination of roll-out. BELLY LANDING 1, Land on runway, using full flaps. 2. Use normal approach and landing speeds; anticipate that the airplane may float further than normal before touchdown, 2, Speed brakes should not be applied. 4, Immediately alter touchdown: pull fire handles, place start levers to SHUT, and turn off all fuel boost pumps. . Secure cockpit at termination of roll-out, AETER LANDING. ......00:00eecreeecreeteenaenes SECURE COCKPIT ‘To Secure Cockpit: PARKING BRAKE... SPEED BRAKE HANDLE, FIRE HANDLES (ENGINE & APU). EMERGENCY LIGHTS 0.00.60. .065 See Note on following page. ... PARKED . FULL FORWARD . PULL & ROTATE CCW eee CHECK ONEMERGENCY PROCEDURES & SECTION 1 PAGE 40 BACI-1] ALVA 12-16-68 OPERATING MANUAL “<= - vom EXPANDED CHECK LIST ——-~ 7 EMERGENCY LANDING (Cont.) In addition to retracting speed brakes, it is also desirable, when condi- tions permit (e.g., with all gears extended), to set flaps to 45° if landing was made at less than 45° flaps to facilitate passenger evacuation. If the speed brakes are left in the raised position, it will delay passenger evacuation from the wings, therefore, the speed brakes should he lowered before coming to a stop because hydraulic power will not be available after coming to a stop unless an engine is kept running; and this should not be done because of the potential fire hazard (if fuel spillage), resultant delay in evacuation, etc. PTAIN ~ Insure that Emergency Exit Lights are turned on. - Check cockpit secure. (Leave Battery Switch ON.) - Proceed to cockpit~to-cabin door and if evacuation is not proceeding in an or~ derly manner give appropriate evacuation instructions using PA, if operative. (PA microphone cord is long enough to reach door.) The PA system should be used if required to prevent panic and to avoid a stampede for exits, If necessary, repeat Stewardess" previous instructions to passengers to remain clear of exits {except those passengers previously designated to assist in preparation of exits) until the exits are opened and ready for use and slide is deployed. If conditions permit, the Captain may retrieve the megaphone prior to exiting the aircraft. However, the complete evacuation of passengers and crew members will not be delayed to retrieve such items as first aid kit or megaphone. ~ Check cabin to insure all passengers have been evacuated, FIRST OFFICER ~ Proceed to cabin and man either forward door not already manned by a steward- ess. If doors already manned, assist stewardess at door if necessary. ~ If not needed at forward doors, proceed to overwing exits and remove exit hatches if not already removed. If overwing exit cannot be placed in seat aft of exit or out of evacuation route, throw out on wing. Leave airplane through either overwing exit and take position on wing, Assist passengers out exit, directing them aft over wing trailing edge. Concurrent Stewardess Duties Stewardesses will prepare and man assigned exits and direct evacuation, After all passengers are out, they will make a quick check of their cabin areas and then leave the airplane. They will assemble passengers away from airplane, make count, and report to Captain.EMERGENCY PROCEDURES (Ge) BACI-U SECTION 1 PAGE gy “7 OPERATING MANUAL 12-16-68 : vremmeme EXPANDED CHECK LIST —— . DITCHING IN FLIGHT .... PREPARE AND REVIEW PROCEDURES Recommended Action Before and During Ditching (Time Permitting) 1, Fly toward shore line or nearest ship. Advise Stewardesses of emergency, landing conditions, and time remain- ing before landing. (If the nature of the emergency will permit, allow Stewardesses sufficient time to brief passengers and prepare cabin before starting final approach.) 3, Advise ground station (company if possible). Transponder Code 7700. 4. Complete "Before Landing" check list, insofar as possible. 5, To extent practicable, burn off all excess fuel (normally empty center tank), 6. Seat cockpit jump seat passenger in cabin if possible. 7. Don life vests. If emergency oceurs at night, have flashlight readily avail- able to use during evacuation (stow flashlights in seat-back pockets until needed), 8. Determine from Stewardess that all loose cabin equipment is stowed, passengers have been selected to assist with evacuation, and cabin is otherwise ready. 9. Have Stewardess stow all loose cockpit equipment (kit bags, log book, etc.) in one of the lavatories, 10, Trip LANDING GEAR WARNING c-b (#377). 11, When below 10,000 feet ASL, close both air conditioning master valves to depressurize airplane. Also, if no requirement for wing and tail anti- icing, close both bleed isolation valves. Check Ram Air Valve and Safety Valve closed. After fully depressurized, close air dump valve. 12. Turn ON emergency exit lights on final approach, at about 250 feet. 13. Just prior to starting final approach, advise Stewardesses to be seated and fasten seat belts. During final approach at about 250 feet, advise passen- gers to assume "braced" position. 14. Use full flaps; leave gear retracted; use landing lights as required. 15. Make final approach at Reference speed at about 200-300 FPM sink rate. 16. If surface is smooth, iand into wind; if surface is rough, land parallel to waves or swells and level off about 8-10 feet above crest of swells, rota~ ting to a slightly nose~high aititude, Try to make contact at minimum speed and minimum sink; do not stall airplane before making contact. 17. After impact, close engine start levers, 18. Do not open any exit below water line; overwing exits are best evacuation routes,EMERGENCY PROCEDURES SECTION 1 PAGE 42 BACI-11 (ols) } 4-28-70 OPERATING MANUAL <<“? 7 veo EXPANDED CHECK LIST —~ DITCHING (Cont.) ON WATER, . CAPTAIN ~ insure that emergeney exit lights are turned on, ~ Proceed to cockpit-to-cabin door, Using verbal commands, assure that the evacuation is proceeding in an orderly manner. If conditions permit, the Cap- tain may retrieve the megaphone and forward entry door slide prior to exiting the aireraft; however, the complete evacuation of passengers and crew mem bers will not be delayed to retrieve such items as first aid kit, megaphone, and slides, FIRST OFFICER ~ Immediately after touchdown, place start levers to SHUT. ~ Proceed directly to, and leave via wing exit (normally right wing), Assist and direct passengers outside on that side of airplane, If time and conditions per- mit, remove and carry out buffet door evacuation slide for inflation and use outside the airplane as life raft, CONCURRENT STEWARDESS DUTIES Stewardesses will instruct passengers to take flotation seat cushions and direct passenger evacuation, NOTES: : 1, For maximum protection against structural collapse and for rapid evacuation, the airplane should be completely depressurized before contacting the water. 2. Empty fuel tanks are an aid to buoyancy, 3, Ditching should take place while power is still available. 4, When making contact with water, care should be taken to land straight ahead and avoid any angle of crab. 5, A second or third impact is usually encountered during ditching. The first impact is on contact with water, and the other impaets can result from por- poising. To avoid injury, all personnel must remain braced until the airplane comes to rest. 6. Passengers should have seat belts tight and should assume a position with head down and firmly held against knees. Jump seat passenger shali be seated in cabin if possible. If not possible, best position is a sitting position facing aft, firmly braced against bulkhead, using any available padding behind head, and hips. 7. Passengers should be forewarned against unnecessary opening of door or win- dow exits that are submerged after landing. 8. The airplane may float for a considerable time if not damaged excessively by the landing impact. However, safety dictates that all aboard be evacuated to the wings or water as rapidly as possible, 9. Passenger seat bottoms are flotation type cushions and should be carried out when evacuating airplane, +++-.CREW EVACUATION RESPONSIBILITIESFLYING OPERATIONS ©’ HARE FIELD F/O W. C. STONE, JR. ® BULLETIN Subject: Aft Life Vest Relocation and [ve 111-40 Installation of New Evacuation Slides [P#* 1-16-70 FILE BAC 1-11 Operating Manual, Section 1, in front of ¢ 43, Remove Bulletin No, 111-38, As you may recall, the FAA Crashworthiness Program requires the installation of a new type stewardess jump seat; relocation of the aft stewardess life vest to her seat base; and installation of eva- cuation slides on the forward passenger and galley service doors. ‘The new aft stewardess seats are now installed and life vests are relocated to the seat base on all airplanes. During the past few months provisions have been made for the new slides by installing containers and new floor tread plates on most of our airplanes, During this phase of the change, the present evacu- ation slide remains in the airplanes for use. Later this month the new slides will be installed and the existing slide removed. The changeover to the new slides is scheduled for completion by mid~ March of this year, Operation of both slides is similar and is as described on the reverse side of this bulletin. Slide bottle pressure is unchanged (see Limitations in Section 16 of the Operating Manual). Bottle pressure can be checked through a window on the upper surface of the con- tainer. ‘You will know when new slides are installed in your airplane by the absence of old slide in galley area.Page 2 Bottle Pressure Door Hinge. __ Inspection Window Operation of door mounted evacuation slides is as follows: @ Attach hook to floor attach point. Note: Forward passenger door shown, Window and lanyard will be on opposite side of container open door. sitae oupalley Goan: will be pulled from container. Lanyard Floor Attach Point @ Pull lanyard to inflate slide. Lanyard Distribution; F, E, Dston List 618 Director - Flying OperationsBACI-11 OPERATING MANUAL EMERGENCY PROCEDURES SECTION 1 Pace 43 428-70 EMERGENCY EQUIPMENT AND EMERGENCY EXITS Hand Fire Extinguishers (4) Portable Oxyg: Bottles (3) Infant (5) and Adult Therapeutic (2) Oxygen Ma’ HO. Between forward coat compartment and forward passenger loading door. Behind last row of right seats (2) co, Aft left side of cockpit. Aft left side of cockpit (full face mask). | Porward left hat rack. Compartment just aft of left lavatory. | Compartment just aft of right lavatory, Inflatable Evacuation Slides ape Ropes (6) above each cockpit sliding window ( above forward passenger entry door. above galley service door. above each over-wing exit (2). Life Vests (5) Portable Emergency Lights (6) under Captain's seat. on back of Captain's seat. under F/O's seat, outhoard of forward Stewardess jump seat. in aft stewardess seat base above each over-wing exit (2), above each cabin door (3}. in cockpit above cockpit-cahin door. External Lights (6) xed E Emergency st Aid Kit (1) Overwing exits, left and right sides Rear wing fairing, left and right sides. On forward passenger door, On galley service door, In hat rack just forward of right lavatory. Fire Axe (1) Portable Megaphone (1) On bulkhead in cockpit just to left of cabin~ cockpit door, Aft passenger compartment R. H, hat rack. See following page.EMERGENCY PROCEDURES 5 EMERGENCY EQUIPMENT AND EMERGENCY EXITS ») 9 BAC I-11 1 PAGE 44 SECTION OPERATING MANUAL 4-28-70 (tga “09 $2" “1x9 20 aNnouY- (9) sad0u ddvosa @ (qVES Lavo 40 HOVE NO T ‘MAGNA T) SUSHA HALT % (CAT $) UxXa gaa Zoo (*id *09 TT) MSY Dons HEIM ‘TAD 0 GNQOUV-WIVM "EXT Muld 02H (LES SSHMUVMATS SGTS (HINO) ISHA SALT "TxD Zo GNACHV-MIVK (Lvas 0/a ann) ISHA FATT YOHONY HaAOe \ ¥) “_ (iva ssaquv) (2) *1xa aqIS GE.LNO) $ wild OeH saa dary —\ Yi" \ go> — INO Hd VOR Sy (HOVE LH) + ID GIy Isuta HOVMOLS USV ZoEMERGENCY PROCEDURES BACI-11 SECTION 1 PAGE4S OPERATING MANUAL Lea inflatable Evacuation Slide Operation Bottle Pressure Operation of door Door TERS Inspection Window mounted evacuation slides is as follows: @ Attach hook to Boni floor attach point. ontainor —_|f) Note: Forward passenger door shown, Window and lanyard will be on opposite side of container on galley door, @ open door. Slide j} will be pulled from container. Lanyard Floor Attach Point ~ © Pull lanyard to inflate slide, Lanyard NOT Retaining hook of all door-mounted escape slides must be attached to the floor attach point during taxi, take-off and landing whenever passengers are carried,EMERGENCY PROCEDURES Ya} BACI-I section 1 Pacey OPERATING MANUAL 12-16-68 COCKPIT WINDOW DAMAGE If failed panel can be immediately identified, follow specific procedure for that failure (given below). If failure cannot be immediately identified, follow procedure for "Unidentified Panel Failure," the most conservative of the procedures given. (See NOTES below for information on determin~ ing type of failure.) Heat may be left on respective panel unless arcing is noted or overheat light comes on, in which case place respective switch to OFF and, if windshield, limit speed below 8000 feet in accordance with chart in Section 2 of this manual. : UNIDENTIFIED PANEL FAILURE: 1. Cabin altitude selector to 9000 feet. 2. Descend, if required, to obtain maximum cabin differential pressure of 2.5 psi (airplane altitude of about 16,000 feet). 3, If windshield failure, restrict airspeed to 190 kts IAS below 8000 feet. : INNER PANEL FAILED No action required. MIDDLE PANEL FAILED: 1. Cabin altitude selector to 9000 feet. 2. Descend, if required, to obtain maximum cabin differential pressure of 2.5 psi (airplane altitude of about 16,000 feet.) 3, Ef windshield failure, restrict airspeed below 8000 feet in accordance with chart in Section 2 of this manual. OUTER PANEL FAILURE (SIDE WINDOW): No action required. OUTER PANEL FAILURE (WINDSHIELD) 1. Cabin altitude selector to 9000 feet. 2. Descend, if required, to obtain maximum cabin differential pressure of 5.5 psi (airplane altitude of about 25, 000 feet). 3. Restrict airspeed below 8000 feet in accordance with chart in Section 2 of this manual, or ~ Each windshield and side window is made up of 3 panels of glass, the middle panel being the load bearing member. Failure of any one panel usually shows up as granular crazing all over and, for this reason, it is not always easy to determine which panel has failed. ~ If only the outer panel fails, the metal insert around the edges of the window remains clearly visible. However, if the middle or inner panel fails, the metal insert is usually obscured by the crazing. ~ Failure of the inner pane] alone can sometimes be detected by feel, particularly near the edges of the panel. But if this check proves in~ conclusive and the metal insert is obscured, it must be assumed the middle panel has failed, and action must be taken accordingly.EMERGENCY PROCEDURES section 1 Pace 48 BACI-11 als 12-16-68 OPERATING MANUAL << LOSS OF RADOME Loss of radome results in the following general characteristics: AIRSPEED INDICATIONS - Radome loss causes aerodynamic interference with the pitot head and static ports, resulting in an apparent drop in airspeed of about 20 knots when using the normal static source. This effect can be greatly reduced by using the alternate static source. Assuming that the pitot/static ports are not damaged, and alternate static source is selected, the airspeed indicators will generally "under-read" (actua) airspeed will be 5 to 10 knots higher than indicated airspeed). Pitot heads are very sensitive to sideslip: pitot on windward side will recover to very near its normal value if airplane is sideslipped: whereas pitot on Jeeward side will deteriorate rapidiy. LAS readings will probably oscillate be~ tween t 10 and £ 20 knots, the amplitude of the oscillations increasing as airspeed is reduced. ALTIMETER, VERTICAL SPEED & CABIN ALTIMETER INDICATIONS - Radome loss will probably not affect static pressure for these units; their indications should be reliable. MACH TRIM - If flying manually, or if autopilot disengages when cruising above M .68/9600 ft., radome loss will probably result in slight tendency for airplane to pitch nose-down due to loss of pitot pressure to Mach trim system. Should this occur, restrain Mach trim hand wheel or apply nose-up elevator until Mach trim action ceases. AIRPLANE PERFORMANCE - Radome loss protuces only a small decrease in performance capability. It should have no effect on stall speeds or stick shaker speeds (assuming, of course, that angle of attack sensors are not damaged). However, considerable buffeting may occur. NOISE - Radome loss will, of course, increase cockpit noise level, particularly at higher airspeeds, PROCEDURES Leave pitch trim knob on HDI at "0"; use charts on following page to determine target HDI attitude and power settings for various conditions and airplane con- figurations. Charts are applicable to all gross weights. Autopilot, including altitude hold and "coupler", remains completely operative and can be used if desired. Place Captain's and F/O's ASI and Air Data selectors to ALTERNATE. Airspeed may be unreliable and, therefore, should only be used as supplementary information in addition to HDI attitude and power settings specified on charts. A more accurate airspeed indication may be obtained by momentarily sideslipping the airplane about 5° and reading Mach/airspeed indicator on windward side. CAUTION: To avoid excessive loads on airframe, airplane should not be side~ slipped at speeds above 250 knots IAS.gas (l(a BAC I-11 S27) OPERATING MANUAL EMERGENCY PROCEDURES SECTION 1 12-16-68 PAGE 49 LOSS OF RADOME (Cont.) CLIMB Use chart power setting and estab- lish chart attitude, monitoring HDI attitude and vertical speed indicat- ion. Approximate chart rate of climb should result. CRUISE Establish approximate chart power setting and maintain 0 FPM rate of climb unitl reaching chart HDI att- itude, then readjust power as nec- essary to maintain attitude and alt- itude. Thereafter, fly HDI attitude closely to prevent large speed ex- cursions. DESCENT FLY: (8° - 10° NOSE UP) SET: 94% No TO PRODUCE: 250 kts IAS. (about 2000 FPM climb) SET: FUEL FLOW = ——j 2600 PPH (about 90% No) TO PRODUCE: 280 kts TAS LEVEL FLIGHT Use chart attitude and low or idle SET: thrust, monitoring HDI attitude IDLE! POWER: and vertical speed indications. Ex- TO PRODUCE: tend flaps only after stabilizing in 250 kts IAS level flight with proper HDI attitude (about 2000 and power setting. FPM descent) MANEUVER - CLEAN MANEUVER - 18° FLAPS FLY: SET: FLY: SE (7° FUEL FLOW = (5° NOSE FUEL FLOW = NOSE, _ 2000 PPH UP) & 2300 PPH (about UP) |i] TO PRODUCE: 88% No) 200 kts LAS TO PRODUCE: LEVEL 150 kts IAS FLIGHT LEVEL FLIGHT FINAL APPROACH- : (45°FLAPS, GEAR DOWN) = FLY: Make landing on runway having op- (0° ~ 2° ‘i Spb t erative glide slope, if practicable, NOSE UP) esta) ~~ Where glide slope is available, 10 peo DUCE: maintain chart attitude and adjust al power to maintain position on glide REPt 10 (about 700 slope. Where no glide slope avail- able, maintain chart attitude and adjust power to maintain chart de scent rate. Page 50 intentionally left blank. FPM descent)EMERGENCY PROCEDURES BAC1-i1 SECTION 1 PAGESL OPERATING MANUAL 3-7-69 | ENGINE LANDING/GO AROUND APPROACH Use same procedure as for 2 engine landing except for the follow- ing: ~ Procedure turn inbound reduce airspeed to 150 knots. - Gear down when glide slope at one dot displacement. = ~ Flaps 26° when 1/3 dot below glide slope. ~ Go) ~ Maintain Ref + 20 knots from this point until 45° flaps are selected. - In preparation for possible go-around, select a "commit" point that will permit some altitude loss during flap and gear re- traction and acceleration. - When landing is assured, select 45° flaps and maintain Ref + 5 knots until landing. GO-AROUND A one-engine go-around should only be attempted when pull-up can be initiated before reaching "commit" point. For pull-up: ~ Apply take-off power and select 18° flaps; maintain Ref + 10. Turn off airframe anti-icing, if on. ~ With positive rate of climb, call out "positive rate of climb— gear up" and give palm up hand signal; other pilot will retract gear on this command - Turn wing and tail anti-icing on if required. ~ Maintain Ref + 10 (with 18° flaps) until clearing all obstacles, then accelerate to Ref + 15 and retract flaps to 8°. - Continue acceleration to Ref + 30 and retract flaps to 0°. NOTES: i, If HDL is in GS mode, it should be reselected to OFF as soon as practicable after initiating go-around. 2. If an extended climb is required, increase airspeed to obtain best single-engine climb speed (given in table under ENGINE FAILURE ON TAKE-OFF in this section).EMERGENCY PROCEDURES section 1 pace 82 BAC]-11 i 12-16-68 OPERATING MANUAL HYDRAULIC SYSTEM MALFUNCTIONING Malfunction of various hydraulic system components, some of which could Icad to complete loss of a hydraulic system, are covered in Section 14 of this manual, This section covers only the procedures to be followed after loss of either or both systems. LOSS OF HYDRAULIC SYSTEM NO, 1 (Also applies if No, 1 flight controls hydraulic shutoff lever is in OFF position, except lift dumpers. remain operative} ~ Outboard flight spoilers are inoperative; some reduction in roll rate. Field length given in Section 3 of 1-11 Flight Performance Manual is increased by 10%. Maximum crosswind component for landing is 25 kts. ~ Lift dumpers are inoperative (only if system failure, not if shutoff lever in OFF position), With dumpers inoperative, landing distance given in Section 3 of 1-11 Flight Performance Manual is increased by 10% (in addition to 10% for inoperative outboard flight spoilers). ~ Flaps are operative from system No. 2, but may not extend beyond 8° at speeds above 220 kts IAS; OK at lower speeds. 1 side of other controls inoperative, but control response and should be normal. Flight Contr: Other Systems ~ Landing Gear cannot be operated normally. (See EMERGENCY GEAR EXTENSION in this section.) - £/O's windshield wipers are inoperative. - Limited nose wheel steering is available from emergency steoring accumulator. Place Standby Steering switch to ON during final ap~ proach, Accumulator should be adequate for normal landing and run- way turn-off, but will not provide for extended taxiing. Can steer with brakes, if necessary. OSS OF HYDRAULIC SYSTEM NO, 2 Flight Controls (Also applies sf No. 2 flight controls hydraulic shutoff lever in OF F position.) - Inboard flight spoilers are inoperative; some reduction in roll rate. Field length given in Section 3 of 1-11 Flight Performance Manual is increased by 10%. Maximum crosswind component for landing is 25 kts, ~ Elaps are operative from No. 1 system, but may not extend beyond 8° at speeds above 220 kts IAS; OK at lower speeds, ~ No. 2 side of other controls inoperative, but control response and feel should be normal. - Series yaw damper is inoperative: autopilot yaw damper may be used, if desired. Other Systems ~ Captain's Windshield wiper will not operate normally; however, wiper can be operated for short periods holding DC pump switch to moment~ ary BRAKE ACC position. - Foot brakes and hand brakes will be operative only from respective accumulator, Accumulators may be "topped off" before landing by holding DC pump switch to momentary BRAKE ACC position.MERGENCY PROCEDURES BACI-I SECTION 1 PAGE 55 OPERATING MANUAL 12-16-68 HYDRAULIC SYSTEM MALFUNCTIONING Li OF BOTH (NO. 1 & NO, 2) HYDRAULIC SYST Maximum speed is 270 knots IAS or Mach .72. ontrols (Also applies if both flight controls hydraulic shutoff levers are in OFF position, except lift dumpers remain operative.) ~ Elevator power can be restored from emergency elevator system. ‘estoring elevator power, aixplane should be brought as near an "in trim! condition as possible. If speed is near Myygat time of hydraulic failure, there will be a nose-up trim change; trim can be restored by reducing speed. At lower speeds, trim should be res- tored by using elevator emergency trim tab. After establishing near "in trim" condition, place Elevator Emergency switch to EMERG position to provide powered elevator. (Stick forces will be lighter than usual, particularly at aft CG. Stick force increases steeply for large elevator deflection.) (See LANDING WITH EMERGENCY ELEVATOR POWER in this section for landing procedure.) ~ Stabilizer trim is inoperative. (See STABILIZER INOPERATIVE in this section.) ~ Elaps will not operate normally; however, they can be extended to 18° using DC hydraulic pump. (See EMERGENCY FLAP EXTENSION in this section.) ~ Flight spoilers are inoperative; roll control is by ailerons alone and is considerably reduced. Field length given in Section 3 of 1-11 Flight Performance Manual is increased by 20%. ~ Lift dumpers are inoperative (only if system failure, not if shutoff levers in OFF position). With dumpers inoperative, landing distance given in Section 3 of 1-11 Flight Performance Manual is increased by 10% (in addition to 20% for inoperative flight spoilers). ~ Rudder reverts to manual operation; however, rudder travel ayail- able is very limited. Maximum crosswind component for landing is 10 knots, Other Systems Landing gear cannot be operated normally, (See EMERGENCY GEAR XTENSION in this section.) indshield wipers cannot be operated normally. However, Captain's ishield wiper can be operated for short periods by holding DC pump switch to momentary BRAKE ACC position; use this procedure sparingly and only after flaps ave extended. 0 ad brakes will he operative only from respective accumu: Aecumulators may be "topped off” before landing by holding DC pump switch to momentary BRAKE ACC position: do this after flaps have been extended. s ering is available from emergency steering accumulator, Place Standby Steering switeh to ON during final ap- proach, Accumulator should be adequate for normal landing and runway turn-off, but will not provide for extended taxiing. Can steer with brakes, if necessary.EMERGENCY PROCEDURES section 1 PAGE 54 BACI-11 9-869 OPERATING MANUAL HYDRAULIC SYSTEM MALFUNCTIONING TERGENCY GEAR EXTENSION‘ Landing gear may be extended by free fall with landing gear handle in either UP or DOWN position: however, whenever possible (handle not jammed, etc.) handle should be placed in DOWN position before exten~ sion. Extend gear as follows: Place gear handle to DOWN. Observe gear speed limit (230 kts). Raise and latch gear emergency extension handle (next to F/O's seat), GEAR UNSAFE light will come on almost immediately and will remain on since main gear doors remain open. Green light for each gear should come on when gear reaches down and locked position. 4, Visually check main gear mechanical position indicator on each wing (through cabin windows) and nose gear mechanical position indicator (through periscope in cockpit floor; turn on wheel well lights), Main gear is safe for landing if any amount of green shows above wing top, [5. Do not exceed 230 kts following gear extension, 6. Place Standby Steering switch to ON during final approach, ee NOTE! (2) MAIN GEAR DOORS - When landing is made with main gear doors open, lower edge of doors will serape on runway. Normally this causes damage only to rub strip on each door. On training flights, do not land with doors open following emergency extension demon- stration. EMERGENCY EXTENSION HANDLE - Following an actual emergency extension, do not lower emergency extension handle, even after landing. However, for training (etc.) handle may be lowered in flight to reset system. LIMITED NOSE WHEEL STEERING is available from emergency steering accumulator. Accumulator should be adequate for normal landing and runway turn-off, but will not provide for extended taxi- ing. Can steer with brakes, if necessary. ‘BRAKING WITH NO, 2 HYDRAULIC SYSTEM INOPERATIVE: (2) 3) Foot Brakes he foot brake accumulator, if fully charged, provides ample fluid for one full anti-skid stop. Hand Brakes_ - The hand brake accumulator, if fully charged, provides at least 6 full band brake applications. - Use hand brakes judiciously, applying only that pressure needed to stop airplane within confines of runway. Recommended maximum pressure is 2000 psi at gross weights above 70,000 Ibs and 1500 psi below 70,000 Ibs.EMERGENCY PROCEDURES BAC I-11 SECTION 1 PAGE 55 OPERATING MANUAL 12-16-68 HYDRAULIC SYSTEM MALFUNCTIONING : EMERGENCY FLAP EXTENSION If both normal hydraulic systems are inoperative, flaps may be extended only to 18° for approach and landing as follows: 1, Place flap lever to 18°. 2, Place DC hydraulic pump switch in EMERG FLAPS position, Flaps should move from 0° to 18° in about 4 minutes. 3. When flaps reach 18°, return DC pump switch to OFF, NOTE: If brake accumulators require "topping off and DC pump is to be used for flap extension, top off accumula- tors after extending flaps (as return fluid from flaps will then be available for accumulators). FINAL APPROACH SPEEDS FOR LANDING WITH ABNORMAL FLAP SETTINGS The following table presents final approach ("Reference") speeds for landing with abnormal flap settings. Set airspeed bugs to value obtained from table, use this setting as "Reference", ad- justing speed as necessary for existing conditions. (Table speeds are 1.3 Vg for specified flap setting.) MAX, LAND. WEIGHTEMERGENCY PROCEDURES SECTION 1 PAGE 56 BAC I-11 12-16-68 OPERATING MANUAL FLIGHT CONTROL SYSTEM MALFUNCTIONS Malfunction of individual flight control system components is covered in Section 11 of this manual. This section covers only those failures requiring special handling of the airplane. If either or both flight controls hydraulic cutoff levers are OFF, refer to HYDRAULIC SYSTEM MALFUNCTIONING in this section for dis~ cussion of inoperative flight controls. : HORIZONTAL STABILIZER INOPERATIVE ~ Airplane handling characteristics can be improved by moving CG aft to the extent possible (within limits). To achieve this, if passenger loading permits, seat passengers so as to occupy cabin seats from rear to front. - Adequate controllability has heen demonstrated in this condition (stabilizer jammed), although stick forces can be quite high. There- fore, make a longer than normal final approach, extending gear and flaps at normal speeds. Speed brakes may be used as required in flight (with flaps up) and on the ground, ;AMMED ELEVATOR CAUSED BY STICK PUSHER MALFUNCTION Following stick pusher actuation, should the control column be held forward, immediately operate the dump valve lever. In the unlikely event that the control column cannot be moved aft after the dump valve lever is operated (jammed stick pusher), apply nose up stabilizer as rapidly as possible until the airplane is restored to an in-trim condition; then: ~ Airplane handling characteristics can be improved under this condition by moving the CG aft to the extent possible (within limits). To achieve this, if passenger loading permits, seat passengers so as to occupy cabin seats from rear to front. Operate stabilizer to a slightly nose up position to restore elevator movement in both directions. (A slight forward force on the control column will be required to maintain level flight.) Make a long straight landing approach. Lower flaps to 45° and operate stabilizer as necessary to maintain desired attitude. When speed is reduced to about Reference, trim stabilizer out to zero elevator stick force, Then, by reference to TPI indicator, apply 23° of nose up stabilizer. A forward force of 10 to 30 Ibs. on the control column will then be required to counteract the tendency of the airplane to change attitude. Aim the airplane onto the runway in as flat of an attitude as possible, guarding against the nosewheel striking the ground first. At point of flare-out, relax forward pressure on the control column,MERGENCY PROCEDURES BAC 1-11 SECTION 1 PAGE 57 OPERATING MANUAL 12-16-68 FLIGHT CONTROL SYSTEM MALFUNCTIONS LANDING WITH EMERGENCY ELEVATOR POWER [elevator power. Also, when it is necessary to use emergency ele tor power |for landing, other hydraulically powered flight controls and systems will probably be inoperative; in this case observe other applicable procedures as 2ll_as the following. ake approach at normal speed for existing flap setting. ~ Make normal touch-down, bearing in mind that elevator forces are lighter than normal around neutral but increase steeply with large elevator deflections. - Use speed brakes (if operative) and reversing as required, Apply forward pressure on yoke before selecting reverse to counteract nose up trim change that occurs with reversing, particularly at aft CG ANDING WITH MANUAL ELEVATOR CONTRO In the unlikely event that emergency elevator power should fail (FAIL light on), immediately place emergency elevator switch to OFF, Prior to starting ap~ proach, if passenger loading will permit, reseat passengers so as to reduce to the extent practical the stick forces required to maintain airplane attitude. Landing procedure is same as for landing with emergency elevator power. However, with manual control the elevators are very heavy and there is little self-centering. Use elevator emergency trim tab to relieve sustained stick s during approach, but use care not to over-correct. RUDDER CONTROL MALFUNCTIOl Should any abnormality occur in the rudder control system in flight: - Reduce airspeed to turbulent air penetration speed as soon as practicable. ~ Avoid known areas of turbulence. ~ If engaged in turbulent flight when problem occurs. inputs. oid any large rudder MAXIMUM _RECOMMENDE. ABNO 1. Spoiler: D CROSSWIND COMPONENT FOR LANDING WITH (T CONTROLS inoperative - one pail - both pairs~ 2, Emergency or manual elevato: 3. Manual rudder-~- Page 58 intentionally left blank.AIRPLANE OPERAT! iG LIMITATIONS BAC I-17 SECTION 2 pace 1 OPERATING MANUAL 6-2-69 INDEX Pages Preface, 2 Weight Limitation: hei eit soeleca 3 Airspeed Limitations,,........ 4 Take-off and Landing Limitations. 6 Airplane Configuration ................0see eee 6 Maximum Certified Altitude... ......c. cee ee ceeeeeee 6 General and System Limitations. i 6 Center of Gravity Limits .......... ses oe 3 Airspeed Limit - Windshield Heat Inoperative or Windshield Damaged .....eceeesccecseenseenacenee 10ATRPLANE OPERATING LIMITATIONS ERS Reerioniiztist-eweniie BAC I-11] (ate 8-17-66 OPERATING MANUAL “#7 OS ; PREFACE This section contains general airplane operating limitations not specifically related to individual airplane systems. For specific limitation refer to LIMITATIONS in the systems section of this manual. Certain Limitations are presented on placards that are installeu on the upper windshield frames, However, these placards gen- erally provide certificate limitations, not warranty limitations or American Airlines imposed Limitations. In the event of disagreerent between these placard limitations and the linita- tions presented in this manual, the manual limitations shall be the final authority. All references to airspeed or mach number relate to Indicated Airspeed or Indicated Mach Number, unless otherwise noted.LIN AIRPLANE OPERATING LIMITATIONS (Qe) bac section 2 pace 3 MEA OPERATING MANUAL 8-29-68 WEIGHT LIMITATIONS Maximum take-off and landing weights may be further limited by runway analysis. Refer to AA Airport Analysis for maximum permissible operating weights for specific runways and existing ee conditions. . 85,500 lbs. This is the maximum Sct weight prior to departure from the ramp, It is selected to allow for a 500 Ibs. taxi fuel “credit” without exceeding the maximum take-off weight below. | Maximum Take-off Weight (AFM)..............- 85,000 lbs. This is the maximum allowable weight at brake release, | Maximum Landing Weight (AFM)... ++ 78,000 tbs. All weight in excess of maximam landing weight must consist of disposable fuel. f*Certificated Maximum Zero Fuel Weight (AFM)... 68,500 Ibs. All weight in excess of maximum zero fuel weight must consist of fuel’ +AA "Operational" ight .... 68,000 Ibs. This “Operational” zero fuel weight, which is published in the AA WEIGHT AND BALANCE DIRECTORY, includes a fuel credit of 500 Ibs. for ground operation prior to take-off. This adjustment of the certificated zero fuel weight is made to facilitate deter- mination of allowable payload (for convenience of load agents, etc.) in AA operation. *The zero fuel weight entered on the OK~85 form is an "Operation~ al” zero fuel weight. Therefore, when computing gross weight in flight for the purpose of determining reference speed, ete. , the 500 Ibs. fuel credit must be added to the zero fuel weight entered on the OK-85, and this is then added to the sum of the total fuel remaining.AIRPLANE OPERATING LIMITATIONS section = 2 4 9-19-69 PAGE BACI-Ih OPERATING MANUAL AIRSPEED LIMITATIONS MAXIMUM ALLOWABLE AIRSPEED IAS OR INDICATED MACH NO, *Maximum Operating Limit Speed (Varo/ Mag) (AFM) Vuo' 345 kts Myo: Mach trim operative... . .78 Mach Mach trim inoperative... .72 Mach {Landing Gear Operating (VL0/Myo) and Extended (Vyp/ Myx) Speeds (AFM) EXTENDING: 230 kts (No Mach limit) RETRACTING: 230 kts (No Mach limit) EXTENDED: } Atter normal extension ~ Viyo/Myg After free fall - 230 kts ae au (No Mach limit) Wing Flaps Operating and Extended Speeds (AFM) 4 Beyond 0° but not beyond 18° - 240 kts Beyond 18° but not beyond 26° ~ 190 kts Beyond 26° ~ 180 kts Manual Reversion of Elevator| 270 kis _ Main Landing Lights Operating and Extended i” Yuo/Mo Nose Landing Light Operating and Extended Speeds (AFM) OPERATING: 185 kts (No Mach limit) EXTENDED: Vyo/Myo Windshield Wiper Operating Speed (AFM) 220 kts Windshield Heat Inoper- ative or Windshield Damaged See chart in this section.AIRPLANE OPERATING LIMITATIONS BAC 1-11 SECTION 2 PAGE 5 7 OPERATING MANUAL 6-27-69 AIRSPEED LIMITATIONS - Cont'd Following is a graphic presentation of V\yo/Myo- . 35 E gs 30 S a 1 25 a 5 5 g = 15 a QB 104 Bs Ht aa Jo + Et Bey 250 260 270 280 290 300 310 320 330 340 350 INDICATED AIRSPEED - KNOTS NOTES: *(1) MAXIMUM OPERATING LIMIT SPEED (V}0/Myyo) shall not be deliberately exceeded in any regime of flight (climb, cruise or descent). 7(2) FAILURE OF GEAR DOOR TO CLOSE - If a gear door does not fully close following gear extension or retraction (GEAR UNSAFE light on), limit speed to 230 kts IAS.AIRPLANE OPERATING LIMITATIONS section 2 ace 6 BACT-11 &® 2-71-69 OPERATING MANUAL TAKE-OFF AND LANDING LIMITATIONS Altitude Limits (AFM) Maximum field elevation for take-off and landing is 8500 feet; minimum field elevation is minus 1000 feet. Temperature Limits (AFM) Maximum temperature for take-off and landing is Standard +35°C; minimum temperature is minus 50°C. Tail Wind Component Limit | Maximum tail wind component for take-off and landing is 10 knots— unless these values are further limited by AA Airport Analysis or Flight Manual - Part 1. Demonstrated Crosswind The maximum demonstrated crosswind value for landings and take-offs is 30 knots, reported at a height of 33 feet. However, the maximum crosswind component authorized in AA operation is 26 knots. Refer~ ence Flight Manual - Part I. Runway Slope Limit (AFM) Plus (uphill) or minus (downhill) 2%. AIRPLANE CONFIGURATION (AFM) The airplane configuration specified in this manual for various flight regimes is the configuration on which the allowable weights in the AA Airport Analysis are based. Therefore, the prescribed procedure must be used to assure that airplane performance requirements will be met. MAXIMUM CERTIFIED ALTITUDE - 35,000 feet pressure altitude (AFM) GENERAL AND SYSTEM LIMITATIONS Compartment Loading Limits (AFM) Cabin Floor Weight of carpets, seats, and passengers shall be included in calculated load, Cabin floor area includes galley and toilet areas. ~ 45 Ibs/square foot over entire floor area. ~ 106 Ibs on any one square foot, ~ 35 Ibs/running inch lengthwise of cabin. Forward Cargo Compartment Floor ~ 6372 lbs total load ~ 150 lbs on any one square foot Aft Cargo Compartment ~ 3240 Ibs total load ~ 150 Ibg on any one square foot NOTE: When the density of cargo in the cargo compartment exceeds 12 Ibs/square foot or when the total load in the forward or aft cargo compartments exceeds 4248 Ibs and 2160 Ibs respective> jy, the cargo must be properly secured by nets or lashing.AIRPLANE OPERATING LIMITATIO’ ) BACI-11 SECTION 2 PAGE T “OPERATING MANUAL 4-28-70 GE ERAL AND SYSTEM LI ‘TATIONS (Cont'd) inimum Crew (AFM limit) ~ pilots i Maxin - The maximum ground speed approved for the main and nose g 56 knots, However, if it should be nec~ essary to exceed this limit (such as for zero flap landing), the tires should be carefully inspected for possible thread separation, Speed Brake Operation - Do not extend speed brakes with flaps extended, except on the ground, (AFM) Flap Operation - Flaps must not be extended at altitudes above 15,000 feet. (AFM) Emergene ‘on when ei System - Emergency elevator system must not be switched al hydraulie system is supplying power to elevators {AF M) Engine. om) partment and Strut Cooling - Ground operation of engines at powers above Ng RPM must be limited as follows: (AFM) ~ With engine bleed ~2 minutes ~ With no engine bleed 5 minutes AFM Autopilot Limits - Refer to LIMITATIONS in Section 8 of this manual, AFM Electrical System Limits ~ Refer to LIMITATION manual, in Section 9 of this APM Fuel Quantity Limits - Refer to LIMITATIONS in Section 12 of this manual, AFM Pressurization Limits ~ Refer to LIMITATIONS in Section 13 of this manual, Plant Limits - Refer to LIMITATIONS in Section 18 of this manual, Cockpit Lighting - In order to assure sufficient lighting in an emergency, instrument panel floodlights (controlled by RED FLOOD rheostat) must be on at an adequate brightness for all night take~offs and landings. (AFM) Emergency Equipment Limitations ~ Retaining hook of all door-mounted escape slides must be attached to the floor attach point during taxi, take-off and landing whenever passengers are carried, APU Air Supply (AFM) - "The following limitations on the use of the APU air pply shall be observed so that at no time is air from either engine and from 2¢ APU being delivered simultaneously into a common duct.AIRPLANE OPERATING LIMITATIONS SECTION PAGE g BAC]-11 6-2-69 OPERATING MANUAL cot LIMITATIONS GENERAL AND SYSTEM LIMITATIONS (Cont'd) 4, Whenever an engine is being started by air from an external supply or by crossfeeding air from the other engine, the APU air dolivery valve shall be closed 2. When air is being supplied from the APU, both air conditioning master valves must be selected to the APU position 3. When the air vonditioning master valves are selected to the open position, the APU air delivery valve must be closed alter open~ ing the first valve. 4, If it is desired to feed the APU air supply into the 1 system only, then the air crossfeed valve and the £1 engine isolation valve must be closed. _ If it is desired to feed the APU air supply into the <2 system only, then both engine isolation valves must be closed, in which case the air erossfeed valve will be open.” on ‘The intent of the foregoing FAA limitation is that the engine and APU air valves be kept positioned such that APU air and engine bleed air are never in opposition (except very briefly when selecting new air source). ‘The following items are furnished as specific amplified instructions to meet the limitations listed above Item 1 of the foregoing limitations is self explanatory. item 2 assumes that both air conditioning packs are to be operated from the APU, such as during take-off. Note that this does not stipulate closure of the isolation valves as in items 4 and 5 where it is assumed that an engine bleed air system is malfunctioning Tiem 3 requires that the following sequence he followed when changing over from APU to engine bleed air; first position 42 master valve selector to OPEN, next close APU air delivery valve, then position 1 master valve selector to OPEN and close air crossfeed valve. ssumes that 1 engine air is not available and APU air is to be used for the left air conditioning pack and/or anti~icing and 42 engine air is to be used for the right pack and/or anti-icing. Item 5 covers, for example, the case of dispatching with the left air conditioning pack inoperative and en route the 42 engine fails. In this case the operative right pack could be operated from the APU, thereby avoiding blced of the one remaining engine. Other conditions might also necessitate operating the right pack from the APU. Use of APU as Essential Equipment - The APU may be used as essential ‘equipment provided that the following limitations are observed: (AFM) 4. Airplane must not be operated above 30,000 feet 2, Left wing tank sump must be drained before departure and at each en route stop where airplane is refueled. . Segment flight time shall not exceed 3} hours. 4 4, Generator voltage/frequency selector shall be left in APU GEN posi~ tion (except for periodic checks of other generator output). osAIRPLANE OPERATING LIMITATIONS a) BACI-11 section 2 Pace 9 OPERATING MANUAL 6-2-69 CENTER OF GRAVITY LIMITS (AFM) MAX TAKE-OFF WEIGHT HS} TAKE-OFF & LANDING) [1+ GROSS WEIGHT - 1000 LBS. — FLIGHT ee a 2 a | ee iS 7 E a 10 BR. a 20 25 30 35 40 45 CENTER OF GRAVITY - % MACAIRPLANE OPERATING LIMITATIONS SECTION 2 PACE 10 BACI-11 Ge) 6-24-69 OPERATING MANUAL AIRSPEED LIMITS WINDSHIELD HEAT INOPERATIVE OR WINDSHIELD DAMAGED 20 + Hy i a Sab S&S Wo 10 TOTAL AIR TEMPERATURE - °C -50 180 200 220 240 260 280 300 320 340 380 AIRSPEED LIMIT - KNOTS I.A.S,NORMAL OPERATING PROCEDURES \ eva) BACT-H SECTION 3 PAGE 1 SSE OPERATING MANUAL 8-18-69 TABLE OF CONTENTS Pages PCP Ce torte eda acre tee te tee ec Sete cteeeaeretat eee Pre-Flight Inspection .......... 5 Before Starting Engines Pesraneseae 9 Starting Engines ............ FEC bf ta aaa 15 Starting Engines During Push-Out ............., feet hase After Starting Engines - Taxiing... ....... Rea atte 19 Before Take-Off .......... 000.0000) ener eneeaee Pie 21 Take-Off ...... ec. eee te beveee Pde etre eee pede a tac it tattoo After Take-Ot {Climb tee St See eee eee tt Cruise ...4.....05- eee atte etace ete serereee 28 UGS COSHH CL sb eiodt ice et aac ecrhn attach eater eet ee eet eee ees 29 Before Landing 30 Final Approach .. 32 Landing ...... 33, After Landing - Taxiing .......0. 0.06 cece ccc cec eee e ence 35 Parking ...........4-+ Bee a erence eee aera sencarceee BF Mechanical Cockpit Check List ............0.-...00005 wee 89 Normal Procedures Check List ............ secseeerenree 40 Instrument Approach Procedures 43 Call Outs During Descents ... 45 ILS Manual/ Autopilot Coupled Approac' 46 ILS Crew Coordination Procedures... .. ay Expanded ILS Procedures and Coupled Approach Notes .. 48 ILS Approach Check List..............008 49 VOR/VORTAC/ADF Approach Procedures : BL VOR/ADF Crew Coordination Procedures 52 Precision Approach Radar Seaefecatacstasatte 53 Air Surveillance Radar atacand 53 2 Engine Go-Around 2.0... se. cee eveeeeeeeeeue es Peete 54NORMAL OPERATING PROCEDURES ot 3 2 BACT-1 (lls SECTION PAGE ae) 8-18-69 OPERATING MANUAL PREFACE Normal cockpit checks and operating procedures are presented in detail in this section. Where applicable these checks and procedures coincide with the cockpit check lists. Specific crew duty assignments are not given in this section. However, as a general practice the pilot not flying the airplane will normally accomplish certain duties relevant to the safe and efficient handling of the airplane. This refers primarily to the handling of flaps, gear and radio communication; calling out "V" speeds on take-off; and calling out altitudes, etc., during descent and landing. When the Captain is flying the airplane he will issue commands regarding gear and flap management and F/O shall accomplish these duties. When the F/O is flying the airplane he shall request the Captain to make the desired gear or flap configuration change and the Captain shall either make the configuration change or instruct the F/O to do so. The F/O shall not normally make any gear or flap configuration change without first obtaining the Captain's concurrence. PERFORMANCE OF PRE-FLIGHT Pre-flight inspection may be performed by either pilot individually or it may be split between the two pilots, at Captain's discretion. When pre-flight is split, pilot performing exterior inspection shall ascertain that necessary fuel and hydraulic pumps are turned on and that stabilizer is set to "0" before beginning inspection. USE OF COCKPIT CHECK LISTS Accomplish normal procedures check lists as outlined below. When F/O completes a check list, he will so advise the Captain. BEFORE STARTING ENGINES - By challenge and response. F/O will read challenge portion, items will be checked by both pilots, and response will be made aloud by Captain. AFTER STARTING ENGINES - TAXIING - F/O shall read challenge por- tion and accomplish those items not requiring assistance from Captain, On those items requiring Captain's assistance, F/O shall challenge Captain and Captain shall respond aloud. BEFORE TAKE-OFF - F/O will read challenge portion, and accomplish those items not requiring assistance or response from Captain. Captain will check and respond aloud to the following items: AILERON & RUDDER TRIM; STABILIZER TRIM; SPEED BRAKE; WING FLAPS; STATIC CHECK (when required); TAKE-OFF DATA; FLIGHT INSTRU- MENTS & A/S BUGS; CONTROLS, F/O will move slides on mechanical cheek list. ARTER TAKE-OFF; CRUISE, END OF CRUISE - May be accomplished by either pilot unassisted.NORMAL OPERATING PROCEDURES BACI-I] SECTION 3 PAGE 3 OPERATING MANUAL 11-5-69 PREFACE BEFORE LANDING - F/O will read challenge portion and accomplish those items not requiring assistance or response from Captain. Captain will check and respond aloud to FLIGHT INSTRUMENTS and GEAR. F/O will move slides on mechanical check list. AFTER LANDING - TAXIING - Accomplish in same manner as AFTER STARTING ENGINES - TAXING. PARKING ~ Accomplish in same manner as AFTER STARTING ENGINES ~ TAXIING. | ‘A Special Equipment List and Crew Report Form book is a separate manual in the cockpit, and describes equipment items peculiar to the respective airplane. The list should be reviewed by both pilots at crew origination. The Log Book should be further checked at this time for the purpose of reviewing the recent mechanical history of the airplane. All airspeed references, unless otherwise noted, are indicated airspeed (airspeed observed on the Captain's indicator). Both pilots shall be familiar with and follow operating procedures outlined in this manual. CARRIAGE OF DRY ICE Whenever dry ice is carried aboard the airplane, observe the following special procedures. |, When airplane is parked and there are 100 or more pounds of dry ice in a belly compartment, the respective compartment door(s) must be open to ventilate the airplane. Weather permitting, cockpit windows may also be opened. 2. During taxiing (in or out), if total dry ice load exceeds 1000 pounds, assure that one air conditioning pack is operating and (weather permitting) keep cockpit sliding windows open. 3. Before landing, both pilots should use oxygen (regulator 100%) for ‘a period of 3 minutes, about 20 minutes prior to landing. 4. In flight, if airplane becomes unpressurized and total dry fee load exceeds 500 pounds, one pilot at the controls shall wear an oxygen mask (reguiator 100%) until pressurization is restored or airplane is landed. CAUTION: Dry ice is of course solid COg that becomes gaseous in the process of sublimation. CO, is toxic to humans, producing acidosis of the blood, irritation of the eyes and respiratory passages, muscular weakness and uncoordination; high concentrations may prove fatal in a short period of time. Use oxygen immediately if any of these symptoms are evident. ’ Page 4 intentionally left blank.NORMAL OPERATING PROCEDURES (G) BACI-11 section 3 Pace 5 / OPERATING MANUAL 8-18-69 PRE-FLIGHT INSPECTION This entire inspection is accomplished at airplane and trip origination, Only the Exterior Inspection need be checked at thru station and turn-arounds with the same crew or witha crew change provided one incoming pilot briefs one outgoing pilot on the condition of the airplane. When maintenance is performed, any Pre-flight item associated with the system, component, etc., shall always be checked. For most of the items included in this list, only the item is listed, with no mention of what to check. It is assumed, for example, (1) that security, condition, etc., of the various items will always be checked, even though the nature of the check is not defined (in some cases, where security of installa- tion is the primary consideration, however, this point is indi- cated), (2) that moving parts, such as landing gear, will be checked for interference, (3) that all access panels will be checked for security of closure, and (4) that all appropriate areas will be checked for fluid leakage. Further, certain items that obviously are always checked in any airplane pre- flight, such as fuselage surfaces, are not included in this list. During the cockpit inspection, the press-to-test feature of all warning lights is to be checked as each panel is checked. A. Cockpit Inspection (must be done first) Review Log Book and Special Equipment List. FAA Approved Flight Manual......,.. CHECK ABOARD Emergency Procedures Check List ... CHECK ABOARD Circuit Breakers ......e6-4+ eeeeeeee CHECK Ground Cooling Fan........ . ON Landing Gear Handle. . » CHECK DOWN (3 green lights, red light & horn tested), Ef red light is on (indicating main gear doors open) and Janding gear emer- gency handle is stowed, clear wheel well areas before applying hydraulic pressure. Parking Brakes. .......0++++++e+0+0« PARKED Check hand brake pressure and brake temperature. Wing Flaps.........-sse040seeee+++. UP, INDICATE UP, SHAFT FAIL LIGHT Test Weather Radar .. seeeee STBY + Transponder... .. . .... STBYNORMAL CPERATING PROCEDURES: SECTION 3 PAGE 6 BAC I-11 11-53-69 OPERATING MANUAL PRE-FLIGHT INSPECTION Electrical System ~ Battery Switch . ON, CHECK ANNUNCIATOR ~ APU or EXTERNAL POWER. AS REQUIRED = Voltage, Froquency, KVA, and TRU amps » CHECK ~ AC and DC Bus Fail Lights . OUT ~ Static Inverter (Essential Bus Voltage). TEST Fuel System: |- L.P. Valves... . OPEN ~ Left Transfer Pump - ON ~ Fwd Booster Pumps on Air Conditioning: ~APU Air Delivery Valve . OPEN ~ Air Cross-feed Valve .. ... OPEN ~ Master Valves ..... . AS DESIRED - Temperature Controls . . AS DESIRED No Smoking Sign . ON Fasten Seat Belt Sign . OFF Pitot Heat... Also check Stall War . CHECK & OFF ing Heater Fail Lights Anti-icing (Wing, Tail, Engine) . . OFF Engine Vibration Indicator, TEST Indicator should read between 3-4 units in test. Hydraulic System: ~ Quantity pascesaceanesicaacaii IN GREEN = DC Pump... cece cece cere » +... CHECK and OFF DC pump output can be checked by observing its effect on brake pressure if pressure is down, by the sound of the pump running, or "bump" on TRU ammeters. ~ Elevator Emergency System....... Bee ete et CHECK and OFF With both aux pumps off and emergency elevator switch in EMERGY. position, check elevator movement and feel and emergency elevator lights. ~Engine Pump Switches. ON - Aux Pumps. ..... . ON, CHECK PRESSURE (f APU generator supplying power, galley power is cut off with both aux pumps on.) ~ Damper Engaged Light - TPI and Spoiler Switches. ~ Flight Control $/0 Levers Stabilizer Trim. . OUT . ON ._OFF, Test Lights, ON . CHECK ON EACH SYSTEM Ensure proper operation with each TPL syiteh OFF, Operate full travel in both directions. Set to "0" (lor subsequent external inspection). Check TPI switches ON,NORMAL OPERATING PROCEDURES { BACI-1] SECTION 3 PAGET OPERATING MANUAL 8-18-69 PRE-FLIGHT INSPECTION Aileron & Rudder Trim ............., CHECK & SET Check freedom of movement by rotating about 2 units in each direction from "0". Restrain nose wheel while operating rudder trim Autopilot ~ Master Switch, gage Switch , Turn Knob : Disengage A/P using Captain's control wheel button, Elevator Emergency Trim Tab, . OPERATE IN BOTH DIRECTIONS THEN "0" (for subsequent external inspection). Check switch OFF. Yaw Damper,.... ve esees. ON and TEST Check indicator initially swings right when button is depressed, and left when button is released. Radio Rack Cooling Fan (Light) ‘abin and Cockpit Oz Pressure . Outflow Valve Knob Landing Gear Emergency L ‘Cockpit Emergency ape ropes, life v . ON - AUTOPILOT LOSED (Indicator Open) . STOWED » CHEC . CHECK ‘Turn on light and look at ne ar mechanical down and locked indicator Turn light off after check, our . CHECK WHEN REQUIRED : . FULL AFT “Cheek ‘Annunciators and Spoiler/Lift Dumper Panels, Then FULL FORWARD Cabin Inspection (Originations - Before or after exterior) Fwd Entry Door CHECK Service Door . CHECK PRESSURE Portable Fire Extinguishers (3),...,.. CHECK Walk-around O2 Bottles (2) (1500 psi min at 70°F)... ....ceeeececee esse cree CHECK CHECK (Security & Handles) CHECK ABOARD enger service units to assure no mask Emergency Megaphone : Make genera! visual inspection of p compartments are open. Make visual inspection of top of wings, spoilers, flaps, ailerons, etc. through cabin windowsNORMAL OPERATING PROCEDURES SECTION 3 PAGE BAC 1-11 3-1 c, 4-70 OPERATING MANUAL \"¥* PRE-FLIGHT INSPECTION Exterior Inspection (Originations and Thru Stops) During walk-around make a general inspection of all surfaces (fuselage, empennage, wings, etc.}, windows, antennas, engines, etc., checking particularly for damage, fluid leakage, and secure closure of all a panels, Give special attention to the following: ~ Pitot tubes, static ports, angle of attack sensors. ~ Ice detector probe - E & FE Compartment door closed. - Nose gear area; Nose landing light, nose gear tires, strut engines master valve to APU. ¢. Select desired cabin altitude, (Remember to "snub" cabin pressure rate control before reselecting altitude.)NORMAL OPERATING PROCEDURES BAC]-1] SECTION 3 PAGE 28 OPERATING MANUAL 115-69 TAKE-OFF A Refer to TAKE-OFF DATA section of BAC 1-11 Flight Perfor— mance Manual for minimum Py value and Vj, VR, and V2 speeds SETTING TAKE-OFF POWER There are two approved methods of setting take-off power: (1) Setting take-off power as the airplane rolls out onto the runway (referred to as "Rolling Take-off") and (2) Setting partial take- off power before brake release and the remainder after brake release (referred to as 'Braked take-off’), Procedures for both are given below, The "Rolling Take-off" shall normally be used, except when actual gross weight is within 800 lbs of the allowable weight for a given runway (as determined from the AA Airport Analysis) the "Braked Take-off! must be used; the "Braked Take-off must be used also where instructions are given to "take position on runway and hold," In the interest of engine life the engines will normally be operated at reduced thrust (510 rating) for take-off. Full throttle (511 rating) will be used only in an emergency, on a go-around, or when necessary for noise abatement procedures, or to accommo~ date payload, The load agent will note on the OF-8 and on the OK-85 whether the allowable take-off gross weight is based on 510 or 511 power, If a change in runway or other conditions should occur (i,e,, with engine anti-ice on for T.O,) after gate departure, consult the Airport Analysis to determine. if take- off can be made with 510 or 511 power, Rolling Take-Off For a 510 take-off, as airplane rolls out onto runway, advance throttles to obtain the 510 rating minimum P7. Set the target Py while advancing the throttles rather than exceeding the requir~ ed value and throttling back to it. For a 511 take-off, advance the throttles fully. In either case, ensure that minimum Pz is reached within 6 seconds (at approximately 60 knots.) Check Ng and EGT within limits, Do not re~adjust P7. Braked Take-Off With airplane aligned on runway and foot brakes set, advance throttles to obtain about 44 inches Hg Py. Ease brakes off and advance throttles to obtain the 510 rating minimum P;, For a 511 take-off advance throttles fully, In either case, ensure that the minimum P7 is reached within 4 seconds (at approximately 60 knots), Check Ng and EGT within limits. Do not re~adjust P7.NORMAL OPERATING PROCEDURES — section a Pace 24 BAC I-11 Me) 15-69 OPERATING MANUAL <7 TAKE - OFF Im event that minimum P> cannot be reached within time limits given on previous page, reject take-off, Before returning to ramp, a second attempt should be made (in a satisfactory run-up area) to reach minimum Py within 4 seconds statically—with throttle preset to about 44 inches hg. Experience has shown that an engine that is slow to accelerate on the first attempt will usually accel- erate normally ou the second attempt. If still unsuccessful and P, and EGT was low, problem may be a malfunctioning TTC system. In this case, make another attempt to reach minimum Py with TTC system turned off. If this action proves suecessful, flight may continue rather than returning to gate provided malfunction does not eut back fuel flow to extent where max continuous thrust cannot he achieved.* When take-off is made with TTC system turned off, be sure E-6 ent: mentions this fact. Also, include the O.A.T., fuel flow, No, and maximum EGT and Py that was reached during the aborted take-off. 1, Set take-off power as described on preceding page. 2, On all take-offs after power is set (by 60 knots) the Captain will keep his hand on the throttles until reaching V, to enable prompt throttle retardation if re- quired. 3. After passing V,, the pilot not making the take-off will place hand at base of throttles. 4, The Captain will guard rudders on all take-off. 5, The pilot not making the take-off shall call out "V,", "Rotate"; "Vg", and "V, + 10" when reached. 6. Call out "Positive rate of climb, gear up" and give palm up hand signal. Upon command, pilot not making take-off retraet gear. 7. After lift-off establish positive climb in straightway flight and accelerate to V, + 10 knots, not to exceed 20° maximum deck angle. Do not exceed the speed for initiating flap retraction (given in table below), also do not exceed 15° bank prior to attaining applicable flap retraction speed. 8. After reaching 800 feet or after clearing all obstacles, whichever is higher, ¥/O shall retract flaps on Captain's command in accordance with the speed schedule given below (which covers take-offs at 18° or 8° flaps). WHILE ACCELERATING TO: RETRACT FLAPS TO: L 160 kts. Be 170 kts. a 38 160 kts. oF ‘Time retraction/acceleration so as to arrive at specified speed and flap setting at about the same time. To avoid deck angles in excess of 20°, it may be necessary to reduce power, conditions permitting, in order to stay within the above procedure. NOTES: (1) SETTING TAKE-OFF POWER - Ram air effect will cause Py to build approximately 3 inches above the initial (minimum P,) setting, During re- duced thrust take-off, do not retard throttles to maintain the initial P, after 60 knots IAS, In monitoring EG, bear in mind that a momentary overshoot to 590°C for 20 seconds is acceptable,NORMAL OPERATING PROCEDURES BACI-1] SECTION 3 PAGERS OPERATING MANUAL 8-18-69 TAKE-OFF ES (Continued) AKE-OFF no should not ex minimum P, ance Manuat by more than 4.0 If peak | 7 exceeds minimum by more than 4.0 inches, make an "Info to Maintenance entry in E-6 log book; includ and Py in write up To must be confirmed that mal- function will not cut here maximum continuous power cannot be achieved. (Th TC switches must be positioned to BOTH after take-off.) On the ground, with TTC switch positioned to BOTH, engine must be capable of achieving applicable Pz that is shown on MINIMUM Py TABL IR M, MUM CONTINUOU: 'HRUST (in Section 1 of BAC 1-11 Flight Perforn anual) DIRECTIONAL CONTROL ON RUNWAY to overri pedal nose wheel steering if (5) WHEEL BRAKING - Do not apply brakes after take-off as rapid wheel stoppage imposes high spin-down loads on gear structure. (Brakes are automatically applied at reduced pressure through hand brake system, during gear retraction, (6) TAKE-OFF AND IN and initial climb procedure is ba The nose steering wheel can be oq URE ~ The prescribed take-off ed on two considerations—first, safety and second, noise abatement. The speed and flap retraction schedule given at least the following margins above stall and stick shaker Take-off Wt. 60,000 Ibs. Take-off Wt. i KTS KTS KTS CONDITION | ABOVE ABOVE ABOVE |* () V, | ABOVE STALL | STICK STALL © |STICK SHAKE SHAKE Up to start of { first flap re~ | | traction (Vp + 84° | 1.29Vg) 19 31 1.30Vs} 17 10), bank up | to 18° From first flap retrac~ tion to clean- up (flap re~ 31 /1.24Vg| 11 52 | 1.49V,!| 35 traction schedule) , bank up to 30°. * (f) Vg = function of stall speed where 1.0 = stall speed Notes continued on following page.NORMAL OPERATING PROCEDURES SECTION 3 PAGE 26 BAC 1-11 8-1 OPERATING MANUAL TAKE-OFF NOTES (Continued) (7), BRAKE TEMPERATURE - If, after take-off, brake temperature exceeds 400°C leave gear extended until temperature is below this value-unless retraction is essential to reduce airplane drag and improve performance. If gear is retracted with brake temp- erature above 400°C, re-extend gear after obstacle clearance is assured, (8) NOISE ABATEMENT - Refer to Flight Manual-Part II for spec noise abatement procedures at airports where required.NORMAL OPERATING PROCEDURES BAC I-11 SECTION OPERATING MANUAL 115-69) AFTER TAKE-OFF - CLIMB T or 94% Ng RPM, whichever is lower). PAGE 27 r (490°C Set and maintain climb pe . up to 10,000 ft. 280 kts. from 70. ain climb speed of 2 Mach .70 above stablish and mi 10, 000 ft. HIGH INTENSITY LIGHTS *AIR SYSTEM PANEL .. FUEL PAN zee Al! fuel boost pum ON (turn on right pump on odd numbered t trips). Refer to Section 12, FUEL F | auf a eeanaraaceeacataeasceactetcaaaeeaseescesaeeasenscet cele OFF, CHECK APU DECAY . ON AS REQUIRED AS REQUIRED fer valves OPEN and both transfer pumps 8; left pump for even numberec ENGINE START SWIT' RETRACTED & RM BOTH WING FLAPS, . UP SPEED BRAKE HANDLE COLLAR -. DOWN HAND BRAKE PRESSURE (AUTO BRAKE OFF)... CHECK }PALTIMETERS , » RESET 01 *(1) TO PR iT ‘APU to engine bleed air for air conditioning, use following procedure: (a) Position right master valve to OPEN, wait 5 seconds then (b) Close APU air delivery valve, then immediately (c) Position left master valve to OPEN, wait 5 seconds then (@) Close air crossfeed valve, *#(2) OPERATE APU CONTINUOUSLY on trip segments of less than about one hour, block-to-block (LGA-BOS, LGA-BUF, etc.) rather than turning it off during climb and restarting it prior to landing, This is to reduce thermal cycling, and mechanical wear on the starter, accessory gear box and other components, +(3) HAND BRAKE PRESSURE CHECK is made to assure that auto brake has released following gear retraction, If any pressure is indicated, pull out on either hand brake handle to reset auto brake section of hand brake valve; pressure should return to 0 when handle is released, If pressure is still indicated, check that pressure drops to 0 when gear is lowered for landing. ‘TERS - After establishing initial climb, reset altimeters as fied in Flight Manual ~ Part 1, When flight is conducted above 17,500 feet, again reset altimeters (passing through 17,500 feet) as specified in Flight Manual ~ Part 1, (5) TRAFFIC WATCH - Captain must always be alert to traffic hazards and provide for a traffic "watch" at all times when not definitely in clouds, ‘This precaution is particularly important immediately after take-off and throughout the initial climb stages.NORMAL OPERATING PROCEDURES SECTION 3 PAGE 29 BAC I-13 8-18-69 OPERATING MANUAL CRUISE Set and maintain cruise power. Use 465°C EGT or 93% No RPM, whichever is lower, for Maximum Cruise Thrust or use chart fuel flow for constant speed cruise. With both engines operating within cruise EGT and Ny limits, set throttles to provide synchronized indicated Nj. See CRUISE CONTROL section of FLIGHT PER- FORMANCE MANUAL. 1. On first flight of day, check operation of weather radar and engine anti-icing (whether or not required); if OK, check and date appropriate boxes on E-6 Log Book. If not OK, enter discrepancies on E-6, 2. At end of cruise, obtain OP-3 verbal report on cabin discrepancies from Stewardess. Enter all discrepancies on E-6 Log Book,NORMAL CPERATING PROCEDURES BACI-11 SECTION 3 Pace 99 OPERATING MANUAL 8-18-69 END OF CRUISE OR DURING DESCENT Refer to CRUISE CONTROL section of FLIGHT PERFORMANCE MANUAL for tabular descent data. 1, Before starting descent, check (and reset if necessary) cabin pressurization, NOTES; (1) LIMIT DESCENT RATE TO 5500 FPM. (The IVSI "pegs" at 6000 FPM; if gage is "pegged"; actual descent rate will not be known and may become excessive.) (2) ALTIMETERS - When descending from 18, 000 feet, reset altimeters as specified in Flight Manual - Part 1 (3) TRAFFIC WATCH - Captain must always be alert to traffic hazards and provide for a traffic watch" at all times when not definitely in clouds. This precaution is particularly important during descent and in terminal areas.NORMAL OPERATING PROCEDURES SECTION 3 PAGE 30 BACI-1) 8-18-69 OPERATING MANUAL : BEFORE LANDING The "Before Landing" check should be initiated after reporting in range. On instrument approaches, it should be completed except for flaps and gear (and autopilot and radar, if used during approach) prior to crossing the radio fix on initial approach or prior to leaving a holding point for final approach. CABIN PRESSURIZATION REFERENCE SPEED . SHOULDER HARNESS «... ON (If Operative) APU ,... . START, CHECK EGT Test fire warning system before starting APU. Refer to APU starting procedure in Section 16 of this manual, ELECTRICAL PANEL ......eeeeeeee CHECK Generator and Bus Fail lights out, Voltage, frequency, KVA, T/R unit amps normal, FUEL PANEL .........65 + see» CHECK Transfer pumps OFF, transfer valves CLOSED, all boost pumps ON, pressure lights out, cross-feed valve closed. *AIR SYSTEM PANEL: tare eneeeee CHECK & SET . SET APY OPERATING | APU SHUT DOWN OR AND NO WING OR | WING OR TAIL ANTI TAIL ANTI-ICE ICE ON a, Air Crossfeed Valve OPEN CLOSED **p. Left Master Valve APU T OPEN ¢. APU Air Delivery Valve OPEN CLOSED ¥¥d. Right Master Valve APU OPEN SEAT BELT, NO SMOKING SIGNS, ,.., ON IGNITION SEL AND ENG START SWS, , LOW & RELIGHT ANTI-ICING (ENGINE, WING, TAIL) .. AS REQUIRED ENG FUEL DIP & TTC . TTC ONLY (OFF if TTC was turned off for T. 0.) SPEED BRAKE HANDLE .. FULL FORWARD, COLLAR UP HYDRAULIC PANEL seveeseeses CHECK QUANTITY, PRESSURE LIGHTS, #1 AUXILIARY & BOTH ENGINE PUMPS ONNORMAL OPERATING PROCEDURES BAC)-1) SECTION 3 PAGESI # QPERATING MANUAL 11-5~69 BEFORE LANDING TRUMENTS FLIGHT IN¢ . T/CROSS-CHECKED Gross check indications Set & Cross Check Set/Cross Check indications TEST/Set DH Set Cross Check Chee Set/Cross Check indications Set/Cross Check indications Cross Check indications Check sseee Down, 3 green lights 0 ved light out, ', 4 RELS Horizon LANDING GEAR , TANTI-SKID 00. c ee se erect eter een eee +t WING FLAPS Geeeee ‘ Cheek flap indicator and Flap ‘Shaft Fail light. AUTOPILOT & AUTOPILOT YAW DAMPER, NOT *() LAND LANDING WITH APU SHUT DOWN Normally both master valve selectors can be left in OPEN for entire landing. However, in the event of a single engine go-around, place master valve for operating engine to APU after applying take-off power, +*(2) TO PREVENT CABIN PRESSURIZATION SURGE when changing over from engine bleed air to APU for airconditioning, use following procedure: (a) Open air crossfeed valve, wait 5 seconds then (b) Position left master valve to APU, wait 5 seconds then (c) Open APU air delivery, then immediately (@ Position right master valve to APU ANTI-SKID ~ If anti-skid test does not give proper indications, tura system OFF, Refer to AIRPORT ANALYSIS for LANDING WITH ANTI-SKID INOPERATIVE, +8) }#(4) WING FLAP SETTING - Normal wing flap setting for landing is 45°.NORMAL OPERATING PROCEDURES SECTION 5 PAGE 92 BAC I-11 fala) 8-18-69 OPERATING MANUAL <<“ FINAL APPROACH (i) AIRSP. ) CONTROL - One of the primary differences between the jet airplane and the propeller-driven airplanes is that the approach airspeed control must be established such that adequate airspeed is maintained to flare the airplane from the established glide path. If the rate of descent is high during approach, the airspeed should also be comparably higher so that the flare can be effectively accomplished. The addition of power during the flare does not increase airspeed as effectively as on a propeller~ driven airplane. (2) USE_OF GLIDE SLOPE OR VASI - During VFR approach, use ILS guide slope or VASI (if available on that runway) as an aid in establishing and maintaining proper approach flight path, and to assure landing at proper touch-down "target" on runway (3) WING & TATL ANTI-ICING - If wing and tail anti-icing are on during final approach, they must be turned off just prior to closing throttles for landing.* ; NORMAL OPERATING PROCEDURES BAC I-11 SECTION 3 PAGE 33 OPERATING MANUAL 8-18-69 LANDING For normal landing: i. Pull speed brake lever full aft after main gear is on runway and as nose wheel is being lowered 2. Apply required reverse thrust after nose wheel is on runway 3. Apply required braking, simultaneous with application of + reverse thrust. 4, Check cabin pressurization. peed brakes will always be applied by y be raised as soon as main gear is firmly on runway. However, when strong or gusty crosswinds pre- vail, Captain may at his discretion delay application of speed brakes antil nose wheel is on runway. Early application is important because speed brakes destroy most of the wing lift and get weight of airplane on wheels to assure maximum brake effectiveness. Bear in mind that speed brake lever must be pulled full aft to apply lift dumpers. (2)REVERSE THRUST - Raise reverse levers to at least the idle detent on every landing, to assure reverser "clam shells" are closed and reversers are ready for higher levels of reverse if needed. However, reverse thrust levels in excess of idle reverse need not be used when runway length, conditions and airplane can be easily stopped without undue braking. Reversing should be initiated as soon as practical after nose wheel is on runway (after raising speed brakes), since rever- sing is most effective at high airspeeds. Before selecting reverse thrust the control column must be held forward to resist the pitch up that occurs as reverse thrust is applied; this is particulary important at aft” CG position. (In an emergency, reverse may be selected immediately on touch- down, but in this case care must be exercised in lowering the nose wheel to avoid heavy impact.) Qlumination of REVERSER UNLOCKED light indicates that the reverser lock is unlatched and that the reverser is moving towards the reverse position. Aft movement of the reverse thrust lever past the lock detent is not possible until the reverser has moved full travel.NORMAL OPERATING PROCEDURES section 3 Pace 3a BAC I-11 11-5-69 OPERATING MANUAL LANDING Apply reverse thrust as required, but normally do not pull reverse levers aft of detents (at about 90% Ng RPM) as this may cause com~ pressor stall and possible engine damage. However in an emergency, or on a single engine landing, reversing up to the maximum limits (given in Section 18) is permissible. Normally, commence forward movement of reverse lever at no less than 80 knots, modulating reverse thrust so as to terminate its use at 60 knots-to avoid injestion of exhaust gases. In an emergency, reverse thrust may be used until airplane is completely stopped, if necessary. “* (3) BRAKES ~ Even though the airpiane is equipped with anti-skid braking, and spoilers and lift dumpers (which permit getting airplane weight on wheels promptly after landing), braking action on wet run- ways can be quite ineffective. With a substantial amount of water on runway, hydroplaning may oceur. in which case braking will be virtually nil-reverse thrust is the big asset to stopping under these conditions. Bear in mina that no anti-skid protection is available if hand braking is used.NORMAL OPERATING PROCEDURES BAC I-11 SECTION 3 PAGE 35 “OPERATING MANUAL 11-5-69 AFTER LANDING ~ TAXIING ANTI-SKID ae ; .. OFF RADAR & TRANSPONDER Poe . OFF or STBY HIGH INTENSITY LIGHTS ...... . OFF ANTI-ICING (ENGINE, TAIL & WING). . OFF DSHIELD AND SIDE WINDOW HE? . OFF PITOT & Q HEATERS .. . ALL OFF INE SEES PEED BRAK) ER... vceaees FULL FORWARD (After completing landing roll-out) UX HYDRAULIC PUMe. siveves OFF TY VALVE, . OPEN Check Outflow s FWING FLAPS... eee cece es uP AIR SYSTEM PANEL..........- veveeees AS REQUIRED if wing or tail anti~ice on before landing and APU operative: ~ Air Delivery Valve.................. OPEN - Air Crossfeed Valve ........0. 0005 OPEN - Master Valves.......6...00005 eee. APU NOTES: *(1) WINDSHIELD and SIDE positioned to HIGE s -15°C (+5°F) or below and it is known that next take-off will occur within about 20 minutes (to preheat windshields). .PS WITH SNOW/ICE/SLUSH - The flaps may be amaged and their operation impaired by accumulation of snow, ice or slush. Retract flaps to 18° and leave there during taxi-in following a landing where there was snow, ice or slush on the runway at departure or arrival airport. Advise Maintenance via radio if possible or upon reaching gate position so that Maintenance can inspect flap area and de-ice if necessary before next departure. Page 36 intentionally left blank, SNORMAL OPERATING PROCEDURE BAC 1-11 SECTION 3 PAGEST OPERATING MANUAL 8~18-69 PARKING ‘At airplane thru and tara around stations check only boxed items. | PARKING BRAKE + seeesee.. PARKED MASTER VALVES ... Boe eee .. APU (If operative) AIR CROSS: . CLOSED FoEx ERATOR CONTROL SWS TRIP {one at a time) START LEVERS. SHUT E ... OFF rdess uses the extinguishing of the sign as the signal to lower the stairs. If the aft stairs should not be lowered because an engine will be left running or other reason, do not turn off sign until informing stewarde: ALL OFF CLOSE . AS REQUIRED Place APU fire switch in AUTO if cockpit will be unattended. AS REQUIRED ELECTRICAL PANEL cK'D Voltage, frequency, amps normal. Bus fail light out. | BATTERY SWITCH . . OFF (on if APU running) | LAVATORY WATER HEATE R CB73, TRIP | Tors 6, . T,0, RATING KECORDED E-6 LOG ENTRIE; :;COMPLETED & INITIALED AUTOPILOT MASTER SWITCH vee) OFF COCKPIT O2 PANEL SUPPLY LEVERS . OFF EMERGENCY EXIT LIGHTS OFF (AFTER PASSENGERS DEPLANED) IF APU NOT RUNNING BATTERY SWITCH MUST BE ON TO TURN EMERGENCY EXIT LIGHTS OFF, NAMEPLATE Ni Ri) ENGE '-DOWN If APU is inoperative and electrical power is needed (for lights, etc.), wait until ground power is connected (light on), before tripping generators and shutting down engines. Failure of crew to shut down engines immedi- ately after gate arrival will serve as signal to Groundman that external source of electrical power is needed, d every take-off must be recorded on the OF-6 FLIGHT REPORT Either "510" or "511" corresponding to the power used for take-off should be entered in the station box just above the station designator. (3) SECURING AIRPLANE - HIGH WIND (a) Park airplane into wind. (b) Parking Brake,.. ON check brake pressure periodically, (c) Check chocks-fore and aft of all gear. (a) If extremely high winds are expected, airplane should be tied down at each main and nose gear, . -REMOVE +(2) Page 38 intentionally left blank.NORMAL OPERATING PROCEDURES BAC 1-1] SECTION 3 PAGE 39 OPERATING MANUAL 8-18-69 MECHANICAL CHECK LIST (INSTALLED IN AIRPLANE) TAKE-OFF LANDING C PITOT & Q HEAT ») C CABIN PRESS. ») C WINDSHIELD HEAT ) ¢ REF, SPEED ») C ANTI-ICE ) (SHOULDER HARNESS _) G CHIME STEW, =) C APU i) C AUTOPILOT » Cc ELECT. PANEL) (C_AILS& RUDDER TRIM __) Cc ‘ABILIZER T. (SP. BRAKES, COLLAR) Cc FLAPS > (ENGINE IGNITION ) (CABIN PRE "STATIC CHK +) C ANTEICE (TAKE-OFF DATA A/S BUGS) (ENG. FUEL DIPE TTC) (FLIGHT INSTRUMENTS _) (CSP. BRAKES, COLLAR C CONTROIS +) (HYDRAULIC SYSTEM) ¢ MASTER VALVE») (C_ FLIGHT INSTRUMENTS ") (C_ANTI-SKID, BRAKE TEMP) Ge GEAR » (TRANSPONDER ) C ANTI-SKID ») (Sian switcas +) eee |] |) C CBR-1809 6-5-69NORMAL OPERATING PROCEDURES tuetien § Phen 49 BACI-1] alte a-18-89 OPERATING MANUAL <2 | CHECK LIST INSTALLED IN AIRPLANE a Z &® BAC 1-11 NORMAL PROCEDURES CHECK LIST @ — BEFORE STARTING ENGINES = ‘At airplane thru and turn around stations with no mech work or crew change, check only boxed Items. NE? CIRCUIT BREAKERS «CKD IGNITION SELECTOR... HIGH & LOW LOG BK & SPECIAL EQUIP LIST............CK'D WINDSHIELD/SIDE WINDOW HEAT... ,LOW/ON| GEAR HANDLE & LIGHTS.........DN @3OREEN FLT INST & SWIICHES..,..., SET & CROSS CK'D PARKING BRAKE : seseces PARKED — ALTIMETERS, ET & CROSS CK'D| MAINT FLT DATA RECDR......--.++-+ SET/ON RADIO & NAY EQUIP... . TESTED & SET FLT & VOICE RECDR'S.........:TESTED &CK'D FUEL QUANTITY & DIST, TESTED & CK'D| STALL WARNING SYSTEM 1 & 2..CK'D & TESTED RUDDER & ELEVATOR ARTIFICIAL FEEL At intermediate stops tost Stick Shaker only. =CK'D ENGINE O/HEAT WARNING,,...,, TEST © RESET HIGH SPEED WARNING SYSTEM... TESTED ENGINE & APU FIRE WARNING... 4.4... TEST FUEL PANEL «00... cee CK'D RADI AIR VALYE.. » CLOSED FUSELAGE & STUB DUCT FAIL...TEST @ RESET SAFETY VALVE... a OPEN ISOLATION VALVES. .. Silescesse OPEN ANTI SKID ON, TEST OFF EMERGENCY LIGHTS |. ARMED MACH TRIM Sin seediran none? seenateecON FUEL DIP & TOP TEMP CONT, .....,. TTC ONLY REVERSE LEVERS, . DOWN LIGHTS OUT THROTTLES, HECK HORN, CLOSED START LEVERS. 00... ccccsseeseeseseess SHUT, RADAR & TRANSPONDER, |... .csessss0+ STBY STANDBY STEERING SWITCH...OFF, LIGHT OUT OXYGEN PRESSURES ...... KD CREW 0, PANELS/MASKS/GOGCLES, ||... .CK'D RUDDER PEDALS & SEATS ,,,, ADJUSTED & CKD NAMEPLATE, 0... e¢eess0seseeee INSTALLED JUST PRIOR TO STARTING ENGINES #2 AUX HYDRAULIC PINE. ON LP VALVE SWITCHES. ....... OPEN PARKING BRAKE RECHECK PARKED AIR CROSSFEED VALVE. : FUEL BOOST PUMPS... ON NO SNOKING/SEAT BELT SIGNS ... : MASTER VALVES... ....CLOSE, CK DUCT PRESS, AFTER STARTING ENGINES - TAXIING BEFORE TAXING OR PUSH OUT (Ist 4 tems) SHOULDER HARNESS c+ ON (if operative) IGNITION ” cee LOW FLIGHT FORMB......0cecsessssvssesesssesCK'D START MASTER SWITCH ss ssseceesvssv ese cs OFF FLIGHT DATA RECORDER... tee RECORD ELECTRICAL PANEL... 2.4.05 + CHECK DOOR WARNING LIGHT (CKIDOUT MASTER WARNING LIGHTS. seve RESET COCKPIT SIDE WINDOWS LOCKED HYDRAULIC PANEL sovsaeion CRD, AIR SYSTEM PANEL (AND TEMP, CONTROIS)... _ QU'T'S, PRESS, #2 AUX PUMP OFF #1 ON oe cou AS REQUIRED — PRESSURIZATION SAFETY YALYE........CLOSE EXTERIOR LIGHTS. ‘AS REQUIRED YAW DAMPERS, CHECK ANTI-ICE, covets AS REQUIRED BEFORE TAKE-OFF Use Mechanical Check List, ‘ABR = 1748 6-5-69BACI-11 OPERATING MANUAL CHECK LIST INSTALLED NORMAL OPERATING PROCEDURES SECTION 3 8-18-69 PAGE 41 IN AIRPLANE HIGH INTENSITY LIGHTS AIR SYSTEM PANEL. aisiON AS REQUIRED BAC 1-11 NORMAL PROCEDURES CHECK LIST AFTER TAKE-OFF -CLIMB FUEL DIP & TOP TEMP CON ARM BOTH WING FLAPS. arise uP SPEED BRAKE HANDLE COLLAR « FURL PANEL : AS REQUIRED Down ADU . OFF (on flights over 1 hour) HAND BRAKE PRESS, (Auto brake of)... . .CHECK ENGINE START SWITCHES ......... OFF ALTIMETERS.... RESET LANDING LIGHTS.........., RETRACTED & OFF CRUISE ENGINE ANTLICING & RADAR CABIN DISCREPANCIES, ...5 (report from Stewardess) e+e. CHECK once per day; note in Log Book CHECK (Enter all discrepancies in Log Book) END OF CRUISE CABIN PRESSURIZATION. CHECK & SET BEFORE LANDING Use Mechanical Check List. AFTER LANDING - TAXIING ANTISKID. 5 =:OFF RADAR & TRANSPONDER OFF or STDBY HIGH INTENSITY LIGHTS. OFF ANTI-ICING (ENGINE, TAIL, WING).....+..+OPF WINDSHIELD & SIDE WINDOW HEAT,......., OFF PITOT & Q HEATERS, ves ALL OFF ENGINE START SWITCHES cece OFF SPEED BRAKE LEVER FULL FORWARD, #1 AUX HYDRAULIC PUMP. + OFF SAFETY VALVE. cake +. OPEN WING FLAPS, te repencoUe. AIR SYSTEM PANEL. AS REQUIRED RING ‘At airplane thru and turn around stations, check only hoxed iteme PARKING BRAKE , Z PARK MASTER VALVES... LIABU (£ operative) AIR CROSSFEED VALVE LOSE GENERATOR CONTROL SWS. . TRIP (one at & time] START LEVERS SHUT SEAT BELT SIGN. vevrees OFF FUEL BOOST PUMPS, + ALL OFF LP VALVES........ -CLOSE APU & APU FIRE SWITCH AS REQUIRED EXTERIOR LIGHTS, S REQUIRED ELECTRICAL PANEL KD ‘ABR - 1748 BATTERY SWITCH ..,. OFF (ON if APU running) LAVATORY WATER HEATER CB 479.......TRIP T.0, RATING RECORDED COMPLETED & INITIALED AUTOPILOT MASTER SWITCH....... OFF COCKPIT Oz PANEL SUPPLY LEVERS. OFF EMERGENCY EXIT LIGHTS. OFF (AFTER PASSENGERS DEPLANED) [IF APU NOT RUNNING BATTERY SWITCH MUST BE ON TO TURN EMERGENCY EXIT LIGHTS OFF. NAMEPLATE, REMOVE 6-5-68 Page 42 intentionally left blankNORMAL OPERATING PROCEDURES a) BACT-i1 SECTION 3 PAGE 43 7 OPERATING MANUAL 8-18-69 INSTRUMENT APPROACH PROCEDURES Procedures on the following pages are "typical" approach procedures only, Refer to Flight Manual - Part Ii for specific airport approach >rocedures. Following are Company standard operating practices to be followed dur- ing all instrument approaches, regardless of type of approach. 1, RADAR MONITORING OF APPROACH - Use available radar moni- toring to fullest extent practical. If radar monitoring is available and not offered, request and use this service. 2, MONITORING AUTOPILOT WHEN USED ON APPROACH - Closely monitor autopilot operation, keeping one hand on control wheel near electrical release to disconnect autopilot promptly for any malfunc~ tion, Minimum altitudes for use of autopilot in various types of approaches are in Limitations section of this manual. 3. CROSS~CHECKING INSTRUMENT INDICATIONS - Always cross- check instruments that provide “duplicating” or corresponding indi- cations (on each pilot's respective instrument panel and between Captain's and F/O's panels), Give particular attention to compari- son of CDI course deviation bar and HDI V bar indications, glide slope needle indications, and to CDI and RMDI compass indications. Make this cross-check on a continuing basis, but also make a specific eross~check of the airplane altitude against GS altitude (as shown on approach plate) over the outer marker, and make a specifie cross- check of the HDI's and CDI's again at 1,000 feet AFL. On auto~approach, monitor CDI and HDI; however, some difference in course capture and tracking computed by steering computer and by autopilot computer is not abnormal. 4. ILS GS/VASI WHEN VFR - Use ILS glide slope and/or VASI (if avail- able) to help establish and maintain proper approach flight path and to assure landing at proper touch-down "target" on runway. 5. HDI MODE SELECTORS - Both HDI mode selectors must be in GS mode for a CAT Hf approach. For a CAT I approach, both should normally be carried in GS mode; however, only one is required. . MONITORING ILS RAW DATA ~ Always monitor localizer and glide slope "raw data" indications on HDI's and CDI's during approach to assure integrity of steering computer command guidance. 7. BACK COURSE APPROACH - Set localizer front course inbound heading on both CDI course cursors. Select FRONT while flying out- bound toward procedure turn; then select BACK while flying inbound from turn. weNORMAL OPERATING PROCEDURES SECTION 3 PAGE 44 BACI-11 8-18-69 OPERATING MANUAL 8. INSTRUMENT APPROACH PROCEDURES ‘TURN - Procedures on the following pages are pre- PROCEDUR sented to include a procedure turn, When a procedure turn is not. made, take appropriate steps in advance to insure approach to the glide slope at proper altitude, airspeed and aircraft configuration. In the event a procedure turn is made, always check maximum dis- tance authorized for the specific airport. . FLAP MANAGEMENT - Although the approach procedures (ILS, VOR, and ADF) exclude $° and 8° flap settings, these positions may be used at Captain's discretion.NORMAL OPERATING PROCEDURES (ele BACI-I1 SECTION 3 PAGE 45 Wy OPERATING MANUAL 10-29-69 CALL OUTS DURING DESCENT + PILOT NOT MAKING THE LANDING * 140 CALL OUTS FL 160 Non precision approach call outs: % 10,000! MSL_ = MDA + 100 ft,, MDA and MAP. Vo 5000! MSL re AFL as Below 300" call out: Airspeed ~ when below Ref or above Ref + 10 kts OO ea Sink Rate ~ if rate exceeds 500! AFL 700 FPM, and from 50! to interception touchdown regardless of rate, 400" AFL! Marker | 500 AFL (check OM crossing 16 DH altitude) e 100 FT. AFL APD |p “alse el - CDI loc and GS indicators —, ® Go-Around - HDI Steer Commands PROT TTR mode amber _ Sink Rate i (if activated) Airspeed - With Landing Flaps any time BE OW REF or ABOVE REF + 10 KTS Rate of Sink When below: If Rata exceeds 2000" 2000 FPM 1000" 1000 FPM 500! (to 300") 700 FPM LOC and GS Indicatior Any time there is a diserepancy between the twa instrument panels | Stabilizer Trim - Any time it is out of white band NOSE UP, NOTES, 1. Use the barometric altimeter for all altitude call outs except for a CAT IL * approach use the radio altimeter for all call outs from 300" down to touch-* down. 2. The call outs on the profile above are basically precision approzch call outs; flight director annunciator, autopilot annunciator, radio altimeter DH light (check and reset at 2000" and 1000'), gear, flaps and station passage call outs are not included, but of course, still must be made.NORMAL OPERATING PROCEDURES seevibn 3 REE WB BAC I-11 10-29-69 OPERATING MANUAL INSTRUMENT APPROACH PROCEDURES : ILS MANUAL/AUTOPILOT COUPLED APPROACH 1, Start Before Landing Check List. Set radios and flight instruments. (Check clearance - review approach and missed approach procedures - check outer marker crossing altitude - operate as a crew, have other pilot call out details.) Initial maneuvering speed 200 kts. clean. 2. Outer marker outbound - Order "Flaps 18°", reduce to 160 kts. 8. Procedure turn outbound - Maintain 160 kts.; descend if required, 4, Procedure turn inbound - Select 'GS/AUTO" after turning inbound on or near center line. Check annunciator ARM, Call out appearance of ARM in the annunciator, Maintain 160 kts. . When G/S indicator is at two dots displacement - Order "Gear Down" Check three green lights. © 6. Between two dots and one dot displacement - Order "Flaps 26°", reduce speed to Ref + 20, 2@ 7, At one dot displacement - Order "Flaps 45°"', reduce to Ref. > @ Check and call out appearance of ENG in the annunciator. 8, Maintain G/S, Ref, adjusted for gusts and wind component. Avoid large or abrupt pitch, heading, and thrust changes. At 1,000 ft, AFL - Cross check instruments and call out "NO FLAGS"; reset DH light. 9. At 500i, RAD ALT indication, check go-around annunciator amber (if activated). 10, DH (Decision Height) - Be prepared for missed approach. If contact, avoid sudden thrust reduction and large pitch corrections, If established in slot and on proper speed, no pitch or power change should be required.NORMAL OPERATING PROCEDURES, BAC}-11 SECTION 3 PAGE 47 OPERATING MANUAL Be6-70 INSTRUMENT APPROACH PROCEDURES Category IT and ultimately Category HI operation will dictate the use of improved crew coor~ dination procedures to those currently in use today, When operating, for example, to a 100 ft, ceiling, the Captain has about 10 seconds or less until touchdown or must immediately execute 4 missed approach procedure. For this reason, our crew coordination procedures have been developed as presented, The underlying philosophy is to relieve the Captain of 's Which he is accustomed to performing. ‘This will permit him to better fulfil his command responsibility, At these Jow minima, there is no time for constantly transi- toning from instraments to visual and still maintain a safe operation, Therefore, the Cap tain will seck his visual reference at 300 foet or 100 fect above DH so he can make the all portant decision. In the ease of precision approaches, the mechanies of flying the air evait is accomplished by the autopilot while approach airspeed is controlled by the First Officer. ‘The Captain is in command ans can and tnust take over control at any time the situation requires, Oa manually flown approaches, the Captain monitors the First Officer's flying until 309 feet for the same reasons as stated above. some duti When the reported weather for the approach is less than 300 ft, eciling and 3/4 mile/RVR 4001), the Captain will land the aireraft as outlined below. When the weather js equal to or better than 300 ft. and 3/4 mile/RVR 4000, these procedures may be reversed allowing the Fizst Officer to land the aireraft ILS CREW COORDINATION PROCED! [ CAPTAIN | RST OFFICER eet PEPER EEE EEE eee RCEPTION Peet 1 (Direct F/O to maintain airspeed during ap= | staimtain desived airspeed. | proach and to moniter A/P and instraments | Monitor autopilot tracking and instrument | Monitor autopilot tracking and instrument | displays | dioplays, | 300 FEET APL (or 100 ft. above DH whichever is higher) | Make 800-ft, call-out, Direct primary ottention outside ajreraft to | Continue to monitor autopilot tracking and obtain visual reference instrument displays. Place hanct at base of throttles. DECISION HEIGHT Call out "Decision Height". indicate intention to land or go-around. Execute go-around if Captain does not Eee eee eee assume control. ty Push up ¥/O's hand from throttles and call out "Ive got it” IF GO-AROUND| Push throttles forward, together with F/O, | Execute missed approach procedure. and call owt "Go-around” CF auto go-around not activated, simultan-| Check GO-§ROUND anngneiator illuminates | cously disconnect autopilot and rotate air jareen (if installed). plane to initiate go-around.) HDI mode selector OF: ‘Monitor pitch attitude. Captain may, at his diseretion, assume control of the aireraft and continue missed approach. HDI mode selector OFF.NORMAL OPERATING PROCEDURES SECTION 3 PAGE 48 BAC I-11 8-18-69 OPERATING MANUAL : INSTRUMENT APPROACH PROCEDURES EXPANDED ILS PROCEDURE 1, The ILS Crew Coordination Procedures are basically coupled approach pro- cedures, However, when flying a manual ILS approach, the same concept will apply: that is, the Captain will direct the First Officer to fly the approach (minimums permitting) down to DH while the Captain monitors the approach. At this time, the Captain will either take over control and land or execute a missed approach procedure. Prior to the Outer Marker, the Captain and F/O will tune and identify the ILS, set the CDI's to the LOC inbound course, set the HDI's to the GS mode, select GS AUTO and check the annunciators for a coupled approach, set DH in the radio altimeter, and check the Back-Front switches in FRONT position, Switch marker beacon sensitivity selector to LOW for the approach. 3. Interception of the localizer and selection of GS AUTO less than 2 miles out from the outer marker is not recommended (since the computer needs time to integrate any cross-wind correction requirement before reaching glide slope). 4. The airspeed/flap extension schedule shown is based on typical flight conditions; it is recognized that unusual conditions such as icing, turbulence, etc., may require some variation from this "standard". Also, even under normal con- ditions, when a procedure turn is required the Captain may elect to extend flaps to 18° earlier; that is, before procedure turn. Upon reaching DH check that the aircraft is tracking the localizer and glide slope properly. Normally a landing can be made if the aircraft is no more than 1/3 dot displaced from the center of the localizer or displaced from the glide slope not more than one dot. 6. The Autopilot normally should be left engaged down to about 100 ft. when making an IFR approach provided that visual contact is made at or before Decision Height. For VFR approach practice the Autopilot may be left en- gaged down to 50 ft. Make sure the aircraft is properly trimmed before dis- engaging the A/P, Restrain the controls before disengaging. Guard the dis- connect buttons of the autopilot (hand on control wheel and thumb near the button) while the autopilot is engaged during the approach. 7, Logging coupled approaches ~ Captains are requested to make practice coupled approaches using the above procedures to maximize operating experience. Whenever any coupled approach is made, IFR or VFR, an entry should be made in the E-6 log book. AND COUPLED APPROACH NOTES:NORMAL OPERATING PROCEDURES ; BACT-IT SECTION 3 PAGE 49 OPERATING MANUAL 11-5-69 ILS APPROACH CHECK LIST It is suggested that the following check list be reviewed prior to executing an ILS approach . FLIGHT MANUAL - PART Il - APPROACH CHART - REVIEW . ILS & ADF - TUNE & IDENTIFY CDI - SET LOC COURSE . HDI - G/S MODE* . F/DG/S ANNUNC - ARM. . BACK FRONT SWITCHES © FRONT . A/P ~ GS AUTO* . A/P ANNUNC - ARM* 9. MARKER SWITCH - LO 10. CHECK GS LEAVING PEG - HDI & CDI 11. WHEN ON GS - F/D & A/P ANNUNC ENG* 12, O.M. ALT - ADF NEEDLE SWING, AUDIO, BLUE LIGHT 13. GO-AROUND ANNUNCIATOR (IF ACTIVATED) - AMBER WHEN RAD ALT INDICATES BELOW 500'* 14, M.M. ALT - AUDIO, AMBER LIGHT 15. AT 100’ AFL - DISENGAGE A/P* 16. IF GO-AROUND - GO-AROUND ANNUNCIATOR (IF ACTIVATED) GREEN* - BOTH HDI MODE SELECTORS OFF w wr Raw *NOTE: If executing a coupled approach. Page 50 intentionally left blank.NORMAL OPERATING PROCEDURES BACI-11 SECTION 3 PAGE 51 OPERATING MANUAL 8-18-69 INSTRUMENT APPROACH PROCEDURES VOR/VORTAC/ADF APPROACH PROCEDI 1, Start Before Landing Check List, Set radios and flight instruments, (Check clearance - review approach and missed approach procedures - check radio fix crossing altitude - operate as a crew, have other pilot call out details.) Initial maneuvering speed 200 kts. clean, 2, Initial approach altitude, descend if required ~ Order "Flaps 18°", reduce to 160 kts, 3. Procedure turn outbound, 4. Procedure turn inbound. 5. Inbound to Radio Fix - Order "Gear Down", check 3 green lights, Order "Flaps 26°", reduce speed to Ref +20 kts. 6. Just prior to descent, or crossing Radio Fix (as per approach chart) - Order "Flaps 45°", reduce speed to Ref. 7. Maintain Ref, adjusted for gusts and wind component. Avoid large or abrupt pitch, heading, and thrust changes. 8. 1,000 ft. AFL - Cross check instruments and call out "NO FLAGS". Minimum Descent Altitude - Be prepared for missed approach. If contact, avoid sudden thrust reduction and large pitch corrections. If established in slot and on proper speed, no pitch or power change should be required. NOTE: For ILS Back Course approach, place ILS FRONT BACK switch in BACK position and follow same procedure.NORMAL OPERATING PROCEDURES: SECTION 3 PAGE 52 BAC 1.1 8-18-69 OPERATING MANUAL INSTRUMENT APPROACH PROCEDURES For VOR or ADF approaches, the same basic thinking has been applied in terms of crew coordination as that utilized for ILS procedures, Delegation of responsibility to the First Officer to fly the approach will place the Captain in a better position to exercise his com- mand responsibility by monitoring the approach rather than actually executing it, The Cap- tain is, therefore, better prepared to take over the approach and land the aircraft during the critical final phases. Utilization of these same crew coordination concepts for all in- strument approaches will therefore assure standardized procedures for all instrument approaches. The procedures shown below will be subject to Captain's discretion. When the reported weather for the approach is less than 300 ft. ceiling and 3/4 mile/RVR 4000, the Captain will land the aircraft as outlined below. When the weather is equal to or better than 300 ft. ceiling and 3/4 mile/RVR 4000, these procedures may be reversed allowing the First Officer to land the aircraft. VOR/ADF CREW COORDINATION PROCEDURES CAPTAIN FIRST OFFICER _] APPROACHING DESCENT Direct F/O to fly the approach. Fly the approach on Captain's command, Monitor tracking and instrument displays. 100 FEET ABOVE MDA : Call out "100 feet above MDA". Direct primary attention outside aircraft Continue to fly airplane. to obtain visual reference. Place hand at base of throttles. MINIMUM DESCENT ALTITUDE Call out "Minimum Descent Altitude". MISSED APPROACH POINT Call out "Missed Approach Point", (Call Indicate Intention to land or go-around, out "Minimum Descent Altitude and Missed Approach Point" if these two points coincide. Execute go-around if Captain does not assume control. TF LANDING Push up F/O's hand from throttles and Continue call-outs. call out "I've got it". IF GO-AROUND Push throttles forward, together with F/O, | Execute missed approach procedure. and call out "Go-around”. Monitor pitch attitude. Captain may, at his discretion, assume control of the aireraft and continue missed approach,NORMAL OPERATING PROCEDURES BACI-11 SECTION 3 PAGE 53 OPERATING MANUAL 8-18-69 INSTRUMENT APPROACH PROCEDURES PRECISION APPROACH RADAR For PAR approach, a controller gives azimuth instructions to keep air~ craft aligned with extended centerline of runway. Controller gives altitud instructions to intercept and descend on glide slope. Range from touch~ down is given at least each mile. While under control, if aircraft proces outside specified safety zone limits and does not return, controller will direct climb to specified altitude and flight on specified course (if aircrafi ig not navigated by visual reference to surface), Throughout approach, controller gives continuous azimuth and altitude instructions until aircraf is over approach end of runway; at this point he tells pilot of any deviatior from runway centerline and tells him to take over visually and land at For ASR, a controller gives azimuth instructions to keep aircraft aligned with extended centerline of runway (but does not give specific altitude instructions as on PAR). Controller advises when aircraft reaches point to start final approach rate of descent based on desirable glide angle and aircraft speed. Controller advises touchdown distance each mile on final and concurrently gives recommended minimum altitude for that distance point. Controller gives instructions until one mile from approach end of runway, then tells pilot to execute missed approach if runway not in sight at minimum descent altitude.NORMAL OPERATING PROCEDU., SectION 3 PAGE 54 BACI-I] 8-18-69 OPERATING MANUAL 2 ENGINE GO-AROUND (Pull-up from normal approach — gear down, landing flaps) If airplane is airborne: ~ Apply full power and rotate to approximately 10° deck angle (stop sink); order "Flaps 26°". - Ref + 10; order "Flaps 18°". ~ Obtain positive rate of climb, then call out "positive rate of climb— gear up" and give palm up hand signal; other pilot will retract gear on this command, - Accelerate to Ref + 20 until immediate obstacles are cleared, then follow norma) flap retraction schedule. If airplane is already on runway: ~ Check speed brake handle full forward, retract flaps to 18°, apply full power, and adjust stabilizer trim as necessary; proceed as on a normal take-off, except retract gear after positive rate of chmb is obtained and maintain Ref + 20 until immediate obstacles are cleared, then follow normal flap retraction schedule. NOT! If HDI is in GS mode, it should be reselected to OFF as soon as practicable after initiating go-around.OPERATING TECHNIQUE ) BACT-1 SECTION 3, PAGE 4 OPERATING MANUAL 9-12-68 INDEX Page PREFACE..... eeleie rials aietocr geal aeriitth stacey : GENERA ow (includes Turbulent Air Procedures). PRE-STARTING. ce eee eseeeeee tea eeeeneene aeeeeee 5 STARTING. 0... c cece neces meee eat eatoner ees » 6 7 APPROACH. cncccsccvasscccnnenscncevevccensces LT LANDING APPROACH TECHNIQUE (DIAGRAM)........ 19 LAND! LANDIOPERATING TECHNIQUE SECTION 34 PAGE 2 BAC 1-11 9-12 OPERATING MANUAL | PREFACE A “e is an orderly plan for doing some particular thing, and usually involves several steps. Technigue is the expert manner of performing each of these steps. Proper technique in airline flying produces a higher degree of y, more speed and greater passenger comfort. less wear and tear on the equipment, plus a bonus in the form of fuel con~ servation. Proper technique is the hallmark of the professional, and a requirement for an airline crewman. This section is devoted to flying "techniques" applicable to the BAC I-11, It represents the best thinking of our flying people, who, in addition to their 1-11 flying experience have also acquired extensive "background information” on the airplane and given much thought to the subject of flying techniques. It is emphasized that the contents of this section are presented as just that - recommended techniques, and not as regulatory~type procedures with which strict literal compliance is always required, either by the Company or FAA regulations. That is to say, it is recognized that, in some situations, the Captain may find it necessary to modify or deviate from, some of the recommended techniques presented herein. The BAC 1-11 is not a one man airplane. Safe and efficient opera- tion requires the co-ordinated efforts of both pilots. The Captain supervises: for in the final analysis the responsibility for suecess- ful completion of the flight rests with him. The duties of the First Officer are prescribed in each procedure, but in addition to these routines the First Officer is considered the monitor of the flight at all times, to assist the Captain in assuring that nothing has been overlooked. Each pilot must perform his duties with awareness, intelligence and in anticipation of what will happen next, if best results are to be attained. As a general practice, the pilot not flying the airplane will accom- plish those duties that are not directly associated with the flying of the airpline. This includes the calling out of "V" speeds on off: handling of the flaps, gear and radio communications: take calling out altitudes during descent and landing: etc.OPERATING TECHNIQUE Yn) BACI-NI section 3A Pace 3 A OPERATING MANUAL 6-7-67 GENERAL 1, TURBULENT AIR ~ Flight through known severe turbulence should of course be avoided, if possible. When unavoidable, observe airspeed of 250 to 270 knots or Mach .78, whichever is lower, NOTE: The speed of 250-270 knots IAS or Mach .73 affords the best overall protection from inadvertent stall while re- taining substantial strength at all altitudes, gross weights, ete. However, since stall margins improve as weight and altitude are reduced, an airspeed of 250 kts. IAS may be used below 20,000 feet at airplane weights up to the maximum landing weights. This is primarily in consideration of operational problems (at low altitudes and low weights) associated with destina- tion terminal area conditions, All altitudes up to and including 35,000 feet (the maximum certificated altitude) are "habitable", as shown by the INITIAL BUFFET BOUNDARY chart in the Flight Performance Manual, However, consideration should also be given to the fact that the altitude capability on one engine is about 20,000 feet; even though there may be adequate buffet margins at higher altitudes, an engine failure could necessitate "drift down" because of the engine-out performance capability. Leave flaps retracted when entering areas of known turbulence. However, if flaps are at 8° or 18° and severe turbulence is met unexpectedly, leave flaps there and observe a rough air- speed of 180 to 210 knots IAS, Before entering areas of known turbulence, secure all loose equipment, Shoulder harness shall be worn if operative. The recommended technique for flight in turbulence is: Yaw Damper - The series yaw damper should be on. However, if series yaw damper is inoperative, use auto- pilot yaw damper (if other functions of autopilot not used). Autopilot ~ Off in severe turbulence (use damper function if series damper inoperative—see yaw damper above). Autopilot may be used in turbulence of light or moderate intensity. If autopilot is used, observe following precautions. (1) Do not use altitude hold in turbulence of more than light intensity.OPERATING TECHNIQUE LAR \ section 3A race 4 BAC I-11 ee) 1-17-66 OPERATING MANUAL “2:7 i GENERAL Autopilot (Cont'd) ~ (2) Monitor pitch trim activity and be prepared to disengage if sustained trimming or significant out of trim becomes evident. (3) Do not aid or resist control motions when auto- pilot is engaged. NOTE: When autopilot is engaged, control wheel disconnect buttons must be carefully guarded (hand on control wheel and thumb near disconnect button) to permit immed- iate disengagement should the need arise. Thrust ~ Make initial thrust setting for the target airspeed. Change thrust only in case of extreme airspeed variation. Engine Ignition- Turn on ignition by placing both start switches to RELIGHT. This will preclude the possibility of flameout due to engine instability. Attitude ~ Hold wings level and desired pitch attitude, using HDI as primary instrument. In extreme drafts, large attitude changes may occur. Do not use sudden large control inputs; instead, use moder- ate inputs to resist changes in attitude. Maintain pitch attitude with elevator. After establishing the trim setting for penetration speed, do not change stabilizer trim. Airspeed ~ Severe gusts or drafts will cause large and often rapid variation in IAS. Do not "chase" airspeed in attempt to hold speed recommended above. Altitude ~ Large altitude variations are possible in severe gusts or drafts; but do not "chase" altitude. Allow it to vary; that is, sacrifice altitude in order to maintain desired attitude.OPERATING TEC HNIQUE BAC 1-11 section 3A Pace 5 OPERATING MANUAL 9-12-66 PRE-STARTING . ANTICIPATE LAST MINUTE CHANGES that may involve runway length, wing and engine anti-icing restrictions, etc. weather ground personnel will try to provide a cool airplane, and the flight crew must make every effort to keep it cool. A hot airplane will not cool off rapidly. Get packs working early, and keep doors closed as much as possible, In the wintertime it is recommended that the cabin and flight deck temperature selectors be placed in the manual position while the doors are open. It takes planning to keep the cabin comfortable. . LOCK YOUR SEAT and check shoulder harness at this time. Each pilot shall make certain that seat position and rudder pedal adjustment will permit full application of rudder without having leg fully extended (to "knee locked" position). . COCKPIT OXYGEN MASK INTERPHONE may be your most important communications system in emergency. Check trans- mission and reception at each occupied cockpit station on EMER INT to assure that you can hear and be heard when needed, Also check your oxygen mask and regulator for proper operation and check that smoke goggles are readily accessible.