For Training Purposes Onl "WELCOME" TO REIMS AVIATION INDUSTRIES'S FLIGHT CREW TRAINING FOR THE F406 . THE PURPOSE OF THIS SPECIALIZED TRAINING IS TO PROVIDE YOU WITH THE KNOWLEDGE OF THE AIRCRAFT SYSTEMS AND THEIR OPERATION SO THAT YOU MAY MANAGE THE AIRCRAFT IN AN EFFECTIVE AND SAFE MANNER, REIMS AVIATION INDUSTRIES IS RECOGNIZED AS A LEADER FOR F406 CREW TRAINING. WE HAVE ALWAYS MAINTAINED UP-TO-DATE TRAINING METHODS WHICH WILL HELP YOU OBTAIN YOUR GOAL OF EFFICIENT AND SAFE OPERATION OF YOUR F408. WE KNOW THAT YOU WILL FIND FLYING YOUR NEW F406, EITHER FOR BUSINESS OR SPECIFIC MISSION, A PLEASANT AND PROFITABLE EXPERIENCE. OUR INTEREST IN YOUR FLYING PLEASURE HAS NOT CEASED WITH YOUR PURCHASE, REIMS AVIATION INDUSTRIES'S SERVICE STAND READY, WITH TRAINED PERSONNEL, TO SERVE YOU, F406 PLOT TRAINING GUIDE “For Training Purposes Only NOTICE AND DISCLAIMER THIS STUDY GUIDE WAS PREPARED BY REIMS AVIATION INDUSTRIES FLIGHT CREW TRAINING FOR THE PURPOSE OF PROVIDING SPECIALIZED TRAINING ONLY. IT HAS BEEN PREPARED IN A MANNER WHICH WILL ALLOW YOU TO TAKE NOTES IN SEQUENCE WITH THE PRESENTATIONS, IF DESIRED. THIS STUDY GUIDE IS NOT INTENDED TO BE USED AS AN OFFICIAL PUBLICATION. IT IS NOT KEPT CURRENT, AND THEREFORE, MUST NOT BE USED AS A SUBSTITUTE FOR THE PILOT'S OPERATING HANDBOOK OR OFFICIAL SERVICE PUBLICATIONS. THE INFORMATION IN THIS STUDY GUIDE REFLECTS THE SYSTEMS OF THE PRODUCTION MODEL F408 AT THE TIME OF PRINTING. REIMS AVIATION INDUSTRIES DISCLAIMS ‘ANY LIABILITY FOR THE DATA CONTAINED HEREIN. 406 PILOT TRAINING GUIDE 2For Training Purposes Only aoe REW TRAN COURSE DESCRIPTION ‘The F406 Flight Crew Training course isa detailed, four-day ground schoo! designed to meet the pilot's training requirements for the aircraft systems. The course centers around the Pilot's Operating Handbook with major emphasis on systems knowledge, normal operating procedures, and emergency procedures management. ‘The course is presented in a classroom lecture format utlizing slides as the principal media. When practical, the aircraft, ‘components of the aircraft will be used to reinforce academic learning, The primary source document is the Pilot's Operating Handbook (P.0.H,) or the Pilots Information Manual (P.LM), ‘An additional student study guide allows participants the opportunity to take personal notes during the presentation of the course. Participants will be evaluated progressively throughout the course through oral and written examinations and personal observations by the instructor's). Objectives and standards are defined for each lesson as the ctiteria for evaluation, Only those who achieve these objectives and standards will receive a completion Certificate of Training F406 PILOT TRAINING GUIDE 13OVERALL COURSE OBJECTIVES Upon completion of the F406 Flight Crew Training course, the participants will be able to: 2 Explain, in general, the design and operation ofthe systems of the F406 aircraft ‘Accurately interpret the indications and warning devices of the engines, engine sub-systems and airframe systems of the F408 aircraft List the duties required of the pilotin-command in all phases of flight. Identify normal, abnormal and emergency conditions of the engines & airframe systems and locate the proper corrective action in the Plots Operating Handbook F406 PILOT TRAINING GUIDEeae KAS COURSE STANDARDS ‘Course completion standards must be met before a completion catificate will be issued. Completion standards apply to each lesson as stated below: 1.100% attendance is required of all participants 2. Each participant must complete a final examination with a score of 70% or better, corrected to 100% during the exam review. F406 PLOT TRAINING GUIDE 15For Tra bay ne Day Three Onl COURSE SCHEDULE Introduction Aircraft General Electrical System Completion Electrical Fuel System | Review Powerplants Powerplant Completion Environmental Weight & Balance/Performance Review Landing Gear/Brakes/Fiaps Ice Protection Equipment uneh Avionics Exam 406 PILOT TRAINING GUIDE 8:30 - 10:30 - 10:40 - 12:00 - 13:00 - 14:05 - 8:30 - 9:00 - 10:30 - 1040 - 1200 - 13:00 - 1440 ~ 8:30 - 10:45 - 11:00 = 12:00 - 13:00 - 14:30 - 9:00 10:30 10:40 12:00 13:00 14:00 16:30 9:00 10:30 10:40 12:00 13:00 14:30 16:30 9:00 10:45 11:00 12:00 13.00 1430 16:30 16For Training Purposes Only _ AIRCRAFT GENERAL F406 PLOT TRAINING GUIDEFor Training Purposes Only IRCRAFT GENERAL OVERVIEW LESSON OBJECTIVES: During this section of instruction the participants wil 1 2 Be introduced to the instructors. Meet other participants in the program Complete all administration and registration requirements Locate information in the Pots Operating Handbook and Student Study Guide Be introduced to the major components, systems snd features of the F406 Perform a prefight inspection on a F406 using section 4 of the Pilot's Operating Handbook F408 PILOT TRAINING GUIDE entRAL? [RAL For Training Purposes Only ae elevaron "agua aon F406 PILOT TRAINING GUIDE oew2For Training Purposes Only GENERAL DESCRIPTION - See P.O. Section 7 [The F406 is a twin-engine, cabin-cass, all-metal, low-wing aircraft. Its cabin can be configured for a maximum of twelve passengers, for cargo, or for @ combination of passengers and cargo. Wing-mounted Pratt and Whitney free turbine, PT6A-112, engines driving hree-bladed McCauley propellers provide propulsion for the airplane The tricycle, retractable landing gear utlizes oll-over-air shock struts and is hydraulically actuated, ‘The fuselage and empennage are of semimonocouque construction, and the wing horizontal, and vertical tall surfaces are of Conventional alurinimum construction. F406 PLOT TRAINING GUIDE ewspera C pera A AILERON SYSTEM oem A F406 PLOT TRAINING GUDE EnaFor Training Purposes Only FLIGHT CONTROLS ‘The F406 fight controls consist of ailerons, elevators, rudder and their respective trim systems. Allare constructed of aluminum, AILERON SYSTEM - See P.O, Section 7 ‘The ‘ailerons are attached to the rear spar of the wing at two points. Actuation is through belleranks, wheels and stainless steel cables attached to the pilofs/co-plot's control whee!s. Incorporated is an alleron-tudder interconnect for lateral stability, The left aileron incorporates aroll rim tab controlled by the rll rim knob on the center pedestal, ELEVATOR SYSTEM - See P.O.H. Section 7 Two elevator contol surfaces are connected to torque tubes and are attached al three points to the rear spar ofthe horizontal stabilizer, They are actuated by a belcrank attached to stainless steel cables which run tothe pilot's control wheel Left and right trim tabs are incorporated. Actuation is by push-pull rods attached to dual jackscrew-ype actuators. Actuators ‘are mounted in the horizontal stabilizer and are driven by cables attached to the pitch trim whee! located on the left side ofthe center pedestal, F406 PLOT TRAINING GUDE ewsFor Training Only RUDDER SYSTEM F406 PLOT TRAINING GUIDE ensYPDaA_7 4 For Training Purposes Only eae or RUDDER SYSTEM - See P.OH. Section 7 ‘The rudder is attached to the vertical stabilzer at three points. Actuation is through a bellerank located at the bottom of the rudder. Stainless steel cables attach to the bellcrank and run forward to the rudder pedals. The system incorporates a rudder- aileron interconnect for improved lateral stabil. ‘Trim for the rudder incorporates a tab attached to a push-pull rod and jackscrew.type actuator, all mounted in the lower area ofthe vertical tail. The actuator is attached to cables which are driven by the rudder trim control wheel on the center pedestal WING FLAPS - See P.O.H. Section 7 ‘The wing flaps are extensible, hydraulically operated, fowler-type. The flap panels, two per side, are mounted on tracks which attach tothe rear spar of the wing. Actuation is through push-pull rods attached to beleranks located in the wing. The inboard bellcranks are interconnected by push-pull rods which attach to a hydraulic actuator. The actuator is controlled by a flap selector switch located on the instrument panel. When flaps are selected to ful, the inboard panels extend to to 30° and the ‘outboard panels extend to 23° 406 PILOT TRAINING GUIDE oev7For Training Purposes Only POWERPLANTS 406 PLOT TRAINING GUIDE cevsFor Training Purposes Only_ ENGINES - See P.O. Section 7 ‘The engines used on the F406 are lightweight, free-urbine powerplants, manufactured by Pratt and Whitney of Canada, ‘They are rated at 500 shaft horsepower and drive three-bladed all-metal, Constant-speed, full and auto-feathering, reversible propellers, ‘The engines have a T.8.0. of 3500 hours, with a required hot section inspection at each 1250 hours. The engines are ‘monitored through gages. Torque gages indicate engine power in foot pounds. Interturbine temperature gages indicate the operating temperature ofthe engine in degrees Celsius. Propeller R.P.M. gages indicate propeller speed in RPM. times 100 ‘Gas generator R.P.M. gages indicate the gas generator (compressor) speed (Ng) in percent of R.P.M. Fuel flow gages Indicate the flow rate in pounds/hour times 100. A combination oil temperature/ol pressure gage is used to monitor oll temperature in degrees Celsius and oll pressure in pounds per square inch, F406 PLOT TRAINING GUIDE engFor Training Purposes Only ELECTRICAL SYSTEM SCHEMATIC F406 PLOT TRAINING GUIDE cews0For Training Purposes Only ELECTRICAL SYSTEM -See P.O, Section 7 ‘The Caravan's electrical system is powered by a 28-volt, negative ground, direct current system utilizing two engine driven startergenerators rated at 250 amps each. A 39 to 44-ampere-hour,nickel-cadmium batteries, located in the right area of the nose baggage compartment, is used for intial start power and emergency reserve. ‘The system is designed, using a spiitbus concept, to maximize fault Isolation capabilty, ‘An external power receptacle, located on the lower surface of the fuselage aft ofthe entry door, permits the use of an external ower source without draining the battery. ‘An AC. power system is used for the avionics equipment. It incorporates inverters and inverter switches which convert 28 VDC to 26 VAC. 406 PLOT TRAINING GUIDE ensFor Training Purposes Only FUEL SYSTEM SCHEMATIC F406 PILOT TRAINING GUIDE cenaFor Training Purposes Only non rae FUEL SYSTEM - See P.O.H. Section 7 ‘The fuel system is a "WET WING" design for simplicity. The left engine is supplied with fuel from the left wing, and the right engine is supplied with fuel from the right wing. It incorporates a crossteed system for emergencies and fuel balancing. Internal, in each wing, is a hopper tank which receives fuel from the remainder of the tank through gravity and/or transfer ejector pumps. Fuel to the engines is supplied from the hopper tanks by main ejector boost pumps andior electrical (DC) aunliary boost pumps. ‘The system has the capacity to hold 475 U.S. gallons (3183 pounds) of usable fuel. Note: For approved fuel grades and additives, see P.O.H. Section 2. F406 PLOT TRAINING GUIDE cens9For Training Purposes Only Hudraulle Svetem Landing Gear And Wing Flaps System F406 PLOT TRAINING GUIDE a cenaFor Training Purposes Only LANDING GEAR SYSTEM - See P.OH. Section 7 The landing gear system is hydraulically actuated - electrically controlled through the use of a selector switch located on the instrument panel ‘The gear are mechanically locked in their down position and mechanically latched up. ‘Tallin link main landing gear are incorporated which provide smoother taxing, takeoffs and landings. ‘The system incorporates a pneumatic bottle for emergency gear extension, ‘The brake system consists of multiple disc main wheel brakes, which are operated by either pilot's andlor co-pil's rudder pedals Nose wheel steering is provided by direct interconnect to the rudder pedals. 406 PLOT TRAINING GUIDE EnsFor Training Purposes Only (Cabin Air System CABIN AIR SYSTEM SCHEMATIC | Se 5 “a & ifocne micoan la a pero an feat omen (omen ‘teconey F406 PLOT TRAINING GUIDE en.s6RAT KZ For Training Purposes Only = ENVIRONMENTAL SYSTEMS - See P.O. Section 7 ‘The environmental system provides for cabin heating, ventilating and defrosting. The system uses hot, engine bleed air which {s mixed with cabin air for temperature control, Outlets are located atthe base ofthe windshield, eft and right cabin sidewalls ‘and the forward bulkhead. They are operated from the instrument panel control. Cabin ventiation is provided by using the heating system ducting, as well as an overhead ventilation system using ram air. The aircraft may also be fitted with an optional freon alr conditioner andlor oxygen system. 406 PILOT TRAINING GUIDE oews7For Training Purposes Only AIRCRAFT GENERAL PERFORMANCE AND SPECIFICATIONS, = See P.O, Sections 1 and 5. AIRCRAFT PREFLIGHT INSPECTION = See P.O. Section 4 F406 PLOT TRAINING GUIDE eweFor Training Purposes Only ELECTRICAL F406 PILOT TRAINING GUIDEFor Training Purposes Only ae ELECTRICAL SYSTEM LESSON OBJECTIVES: Following the completion of this lesson, using the Pilots Operating Handbook, student study guide and notes, participants will be able to: 1. Explain the operation of the electrical distribution system, including the battery, generators and extemal power system, 2. Correctly interpret the indicators and waming devices of the electrical system and locate the applicable checklist procedures in the Pilots Operating Handbook, 3. Outline the limitations associated with the normal operation of the electrical system, F406 PLOT TRAINING GUIDE ueFor Training Purposes Only ELECTRICAL SYSTEM SCHEMATIC F406 PLOT TRAINING GUIDEAr For Training Purposes Only ELECTRICAL SYSTEM - See POH. Section 7 ‘The electrical power is normally supplied by two, 28-volt DC starter/generators. They are engine driven and are rated at 250 amps each. A 24-volt, 39 to 44 -amper-hour, nickel-cadmium batteries are used to supply power for starting and emergency back-up. A receptacte located on the bottom ofthe fuselage, just aft ofthe entry door, provides forthe connection of an external power unit. Electiical power is distributed through a split bus system (LH & RH) connected through a tie bus, This allows either generator to power the entire system. A voltmeter and two ammeters as well as various annunciator lights provide monitoring of the system, F406 PLOT TRAINING GUIDE aesF406 PILOT TRAINING GUIDE eteyy “ [RAL For Ting Purposes On oe BATTERY AND EMERGENCY BUS ‘The battery, installed in the nose, features a quick disconnect for easy servicing and extended ground times. The battery is also vented through an intake and overboard vent located on the right nose section, With the battery connected (even with the battery switch off power is provided to the emergency bus, A battery temperature sensor controls the operation of the “BATT OHEAT™ annunciator light. = Steady light ilumination = battery temperature between 63°- 71°C. Flashing light = battery temperature is above 71°C. Note: The Press-to-Test switch simulates a battery temperature above 71° (See section 3 of the P.O.H, for battery overheat procedures.) Note: The battery requires service if temperature exceeds 63°C - steady light. BATTERY BUS AND RELAY ‘The battery is connected tothe battery bus by @ battery relay, controlled by the battery switch located on the pilot's side console causing the light to flash ~ Switch ON" = The relay closes to connect battery power to the battery bus, tie bus, and the left and right main buses. CURRENT LIMITERS Protection of the bus system is provided by two, 275-AMP limiters located between the main buses and the te bus. ‘ditional 250-AMP limiters are located between the main buses and thelr respective DC distibution buses. F406 PLOT TRAINING GUIDE aesFor Training Purposes Only ELECTRICAL SYSTEM ry ‘Type of VoltAmmoters Installed on F406 F406 PILOT TRAINING GUIDEYOu? LZ For Training Purposes Only VOLT/AMMETER ‘A voltmeter (center scale) and two ammeters (outer scales) or the integrated LCD VolVAmmeters are located on the left instrument panel. They continuously display bus voltage and generators) load in amperes. The spring loaded, two-position ‘switch allows battery charge rate to be displayed on the left scale. Note: Less than 24 volts for a battery start may result in a hot start (high ITT), GENERATORS AND GENERATOR CONTROL UNITS (GCUs) Direct Curent power, except for starting, is supplied by the starterigenerators. The starter/generator's "START" mode is terminated through a speed sensor located in the generator contol units, at approximately 41-46 percent Ng. Above this value, the starterigenerators will operate as generators. The G.C.U.S provide regulation, over-voltage protection and ground {aut protection for their respective generators. They are controled by two, three-positon switches located on each side of the battery switch. The switches are labeled "GEN", "OFF", and "RESET. = 'GEN' = Generator regulation, protection and connection to the bus system is automatically controlled by the G.C.U. This is the normal position of the switches after engine starting. Isolates the generator (opening the generator control relay) from the bus system, This is the position of the switches for starting, Spring loaded out of the RESET postion to OFF - resets a generator that has been tripped as a result of an overvoltage condition, feeder-ground fault or engine fire switch actuation, F408 PLOT TRAINING GUIDE eTFor Training Purposes Only BATTERY START -See P.O.H. Section 4 - 24 VOLTS, MINIMUM, ARE REQUIRED TO MAKE BATTERY START With the battery switch "ON", generator switches “OFF” and the left start switch to “ON”, the following items occur during the start sequence: Battery swich ON" - alows batlery votage to main buses and dstbution buses. “L GEN OFF" an "R GEN OFF" ights are = Left start switch "START" allows distribution bs power to lft G.C.U. through let start C/B and iluninateslftigniton bgt ~ GLC. energizes lot auniiary stat relay to the closed position + With let ausiiary star relay closed, distribution bus power, through left start C/B, will energize the left start contact relay closed and wil luminate the "L START ight + Wit the lft stat contact relay closed, batery bus voltage will be available to the left generator bus for powering the left sarterigenerator. ~ Betwoen 41 and 46 percent No, the GCU will de-energize the left auxiary start relay, causing the left start contactor to open. CL START LIGHT -OFF) - The G.CU. speed sensor senses tha the generator spéedis above 46 petoent Ng and causes the slater to change toa generator. Note: The left generator supplies 28 volts to the generator bus even though the generator switch is “OFF” = Engine accelerates to on speed (52 percent Ng) - ignition light remains on unt start switch is positioned to "OFF". ~ At52% Ng, the left generator switch positioned to "ON" this will allow the G.C.U. to compare generator voltage to bus voltage, and, if the voltage is within 0.3 volt the G.C.U. will energize the lef generator control relay closed, allowing ‘generator output to buses. ('L GEN OFF" LIGHT - OFF) F406 PILOT TRAINING GUIDE eoCROSS-START - GENERATOR ASSISTED START ross-start capability utilizes the left generator’s output, a 68% Ng, to assist in starting the right engine, This is accomplished by energizing a cross-start relay from the right G.C.U. This will cause the left auxllary start and the left start contact relays to close, connecting the left generator bus to the right generator bus, through the battery bus. At the same time, the let start logic relay wll be energized, preventing the "L START” fight from illuminating. To prevent high electrical loads through the limiters (275 AMPS) associated with the main buses, the left generator control relay willbe de-energized, isolating the left generator bus from the main bus system. Note: Increasing the left engine to 68 percent Ng for the cross-start will assist in the let generator’s output F406 PILOT TRAINING GUIDE eetU For Training Purposes Only [BATTERY SWITCH “OFF. GENERATORS "OFF" AP. START 406 PILOT TRAINING GUIDE LerPe “ KA ey eae AUXILIARY POWER START ‘The difference between a battery start and an auxiliary power start, is that the battery switch is "OFF" to allow the A.P.U. relay to be energized. During an A.P.U, start the first engine, normally the let, need not be accelerated to 68% Ng to start the ‘second engine. Note: An AP.U. set at 28 volts .C. and a minimum capacity of 800 amps is required for starting the engine, Do not exceed 1700 amps, ‘SYSTEM LIMITATIONS - See P.O.H. Section 2 ‘Starting cycle imitations for battery or for external power starts are: ~ 30 seconds ON, 60 seconds OFF ~ 30 seconds ON, 60 seconds OFF = 30 seconds ON, 30 minutes OFF NORMAL PROCEDURES For battery start or auxiliary power start, follow procedure listed, in section 4 of the P.O.H, EMERGENCY PROCEDURES - See P.0.H. Section 3) + Generator failure light illuminated = Engine start light remains illuminated Battery overheat light illuminates F406 PILOT TRAINING GUIDE rarFor Training Purposes Only eesFor Training Purposes Only AC POWER ‘Alteratring Current (AC) power is supplied by an inverter or inverters, located inthe nose avionics compartment, for operation of avionics equipment (Autopilot, IFCS, RMI's). Control i through the inverters) switch), located on the left side console. Other AC powered equipment incorporate separate inverters. (Radar, shaver outlet) AVIONICS POWER DISTRIBUTION Avionics power distribution is controled by two avionics bus switches. These switches (left & right) are labeled "OFF" and “ON”. When the switches are placed *ON' (after the start) power from the distribution buses is supplied to the respective avionics buses. F406 PLOT TRAINING GUIDE setsRa KE For Training Purposes Only a eee AIRCRAFT LIGHTING -P.O.H. Section 7 EXTERIOR LIGHTING - consists of left and right retractable landing lights, a nose gear mounted taxi light, combination ‘avigation/ant-coll sion lights mounted in the wing tis and tail, recognition lights mounted in the leading edge of each wing tip and oscilating beacons mounted on the lower surface ofthe fuselage and at the top ofthe vertical stabilzer. All of these lights are controlled by switch breakers located on the side console. Individual baggage area lights are available and controlled by automatic switches in those areas, PASSENGER COMPARTMENT LIGHTING - consists of a cabin door courtesy entrance ight with a two-position (three-way) ‘switch located on the aft cabin sidewall and forward side console. Individual overhead reading lights are controlled by their ‘own PUSH- ON/OFF button switch, and cabin advisory lights (NO SMOKING, FASTEN SEAT BELTS) are controlled by ‘switches located on the lower left area ofthe instrument panel. FLIGHT COMPARTMENT LIGHTING - consists of local lighting fér the contro! panels, instruments and controls. Some instruments are integrally lighted along with instruments panel ights which are controlled by dimmers located on the let circuit breaker panel. ‘A cockpit floodight, located in the overhead, is controlled by a single rheostat switch/dimmer also located in the overhead. ‘This light also functions as the forward courtesy cabin light and is controlled by the same courtesy light three-way switches, “Two map lights, located inthe overhead, are controlled by individual rheostats also located inthe overhead. Note: Optional electroluminescent panels may be used instead of some panel post lights. ‘The biiliance of these panels is controled by the same dimmers located on the left circuit breaker panel 406 PLOT TRAINING GUIDE E16For Training Purposes Only SE Wammanoy PB-/8 meaieee oA BncrEAINe GAN. FUEL 406 PILOT TRAINING GUIDEFor Training Purposes Only FUEL SYSTEM LESSON OBJECTIVES: Following completion of this lesson, with the use of notes, Pilot's Operating Handbook and the student study guide, participants will be able to: 1. Explain the design and operation of the aircrafts fyel system. 2, Interpret the fuel system indications and warning devices and locate the applicable checklist procedures in the Pilot's Operating Handbook. 3, Identify the fuel system limitations as listed in the Pilots Operating Handbook. 406 PILOT TRAINING GUIDE aFor Training Purposes FUEL SYSTEM SCHEMATIC “NORMAL FEED -For Training Purposes Only ae ee FUEL SYSTEM GENERAL - See P.OH, Section 7 ‘The fuel system consists of two distinc, but identical halves. Each wing has the capacty to hold 241.25 U.S. gallons, with 237.5 gallons usable (TOTAL USABLE = 475 U.S. gallons = 3183 POUNDS). ‘Normal operation supplies fuel to the engines from their respective wing tanks. Cross-feeding for single engine operation and/or fuel balancing is provided by a through-the-fuselage interconnect system. Fuel tanks are an integral, sealed portion of each wing and contain a filer, vent system, fuel quantity system, drain valves, intemal hopper tank, motive flow transfer and main ejector pumps and a DC electric, auxiliary boost pump. ‘The vent system allows ambient pressure within the tank and fuel expansion overflow through a flush-ype vent located on the lower surface of each wing, ‘The hopper tanks are internal, funne!-shaped tanks located in the inboard end of each wing tank. They are supplied with fuel from the remainder ofthe wing tank by gravity flow andor two (forward & aft) motive flow, transfer elector pumps. The motive flow for the operation ofthese transfer ejectors is supplied by the DC powered auxiliary boost pump, located in the base of the hopper. Also in the base of the hopper is a motive flow main ejector boost pump. Its motive flow is supplied by return fuel from the engine driven fuel pump when the engine is operating. The main ejector boost pump does not have sufficient capacity for ‘cross-feeding or supplying the transfer ejectors motive flow, but does supply fuel to its respective engine fuel pump. F406 PLOT TRAINING GUIDE FaF408 PILOT TRAINING GUIDE Fayy LEZ a For Training Purposes Only AUXILIARY BOOST PUMPS The auxiliary DC boost pumps supply fuel pressure during the following conditions: 1. Engine Starting, 2. During ejector boost pump failure 3. When using Avgas 4. To supply motive flow to the transfer ejectors (fwd. and alt) during low fuel levels. 5. During crossteed operation. "i The pumps are controlled by two (left & right) three-posiion switches located on the left console. Operation is as follows: * NORMAL - With crossteed off, DC pump is not operating, but is armed to automatically activate (after 3 seconds) when main fuel pressure switch senses low pressure from the main ejector ‘pump. It also activates when the hopper tank fuel level is low, through the use of a hopper tank float switch, With crossfeed on, DC pump operates on the feeding tank side, de-activates the DC pump on the on feed tank side, * OFF - DC pump will not activate and is not armed for the above conditions, © ON- DC pump operates continuously. F406 PLOT TRAINING GUDE crsFor Training Purposes Only FUEL SYSTEM SCHEMATIC - CROSSFEED - 406 PILOT TRAINING GUIDE 6Dar KZA For Training Purposes Only eee CROSSFEED SYSTEM ‘The crossfeed system consists of a single ctossfeed line, two crossfeed valves and a crossfeed selector switch. The crossfeed selector, located on the center pedestal, is a three-posiion switch which ‘controls the {wo crossfeed valves. Associated with the selector switch is a green TRANSIT" light, which iluminates when the valves are ‘moving or when the valves don't agree with selector. Operation is as follows: * Solector to “OFF* (center position) - No crossfeeding is available, crossfeed valves will be motored ‘closed if selected to "OFF" after crossteeding ‘© Selector to "LEFT ENG" - Grossfeed valves are motored open. The “IN TRANSIT” light lluminates during valve movement. Right auxiliary DC boost pump is energized (as long as boost pump switches are in "NORMAL" Left auxiliary DC boost pump is de-energized. Both engines receive fuel from right fuel tank. Retum fuel from left engine causes left fuel tank level to increase at 500 to 800 pounds per hour. ‘+ Selector to "RIGHT ENG" Crossfeed valves are motored open. The "IN TRANSIT” light illuminates during valve movement. Left auxiliary DC boost pump fenergized (as. long as boost pump switches are in. "NORMAL" Right auxiliary: DC boost pump is de-energized, Both engines receive fuel from left fuel tank. Return fuel from right engine causes right fuel tank level to increase at 500 to 800 pounds per hour. Note: MAXIMUM FUEL IMBALANCE - 300 Ibs: F408 PILOT TRAINING GUIDE BrDa KZ For Training Purposes Oni reve Arn toene ANNUNGIATOR PANEL AND WARNING LIGHTS. F406 PILOT TRAINING GUIDE reRA For Training Purposes Only se ar tems emma nor vases ‘The firewall shutoff valves are integrated with the engine fire detection system. Lifting the respective (Left or Right) guard and pressing the waming light will cause the following to occur = Arms the optional fie extinguisher for the respective engine. ~ Disables the respective generator. ~ Closes the bleed air firewall valve on the respective engine. ~ Closes the firewall fuel shutoff valve (motor valve) for the respective engine. IL SYSTEM ANNUNCIATOR LIGHTS - See P.O. Section 7 FUEL PRESS LOW - iluminates when the pressure in the main fuel line to the engine driven fuel pump drops below a required valve, With boost pump switches “OFF, indicates motive ow main ejector pump ‘failure. With ‘aux boost pump switches in "NORM" "or "ON", indicates motive flow main ejector pump and auxilary DC boost pump has failed. ‘AUX BOOST PUMP. ON: Iluminates when auxliary boost pump has been aulomatically actuated by the pressure switch or float switch with boost pump switch positioned to "NORM". Also iluminates when boost pump switch is positioned to "ON" X-FER PUMP FAIL- luminates when fuel level in the hopper is at or below 35 pounds with the boost Pump "ON", at or below 230 pounds of fuel in wing tank with the boost pump "OFF. Will also illuminate with a forward andlor aft transfer ejector pump has failed when aux boost pump is "ON" FILTER BYPASS - tluminates when the fuel fiter requites servicing FUEL LEVEL LOW - tluminates when fuel quantity in the wing tank is at or below 160 pounds. F406 PLOT TRAINING GUIDE FoFor Training Purposes Only S Sue Z S 2 aaa ha 2D nD) es =) ons FUEL INDICATING SYSTEM F406 PILOT TRAINING GUIDE F10For Training Purposes Only FUEL QUANTITY INDICATING SYSTEM - See P.O. Section 7 ‘The system is @ capacitance-type, temperature-compensating system. Each fuel tank is gaged separately by probes at five locations in each wing. The probes are connected to a signal conditioner which is connected to the fuel quantity gages, located on the lower center area of the instrument panel. The system operates on 2BVDC power supplied through circuit breakers. The gages are calibrated in pounds from 0-1800 with 60-pound increments and are marked every 300 pounds. FUEL SYSTEM LIMITATIONS - See P.O.H. Section 2 ‘+ Maximum side slip duration is one minute with "XFER PUMP FAIL" light illuminated. ‘* Maximum fuel imbalance is 300 pounds. ‘© Fuel used MUST have antlicing additive. ‘+ Avgas is restricted to emergency use only and MUST NOT be used for more than 150 hours between ‘overhauls, DC boost pumps must be "ON" when using Avgas. ‘See P.O.H. Section 2 for required fuel grades and minimum fuel temperatures F406 PILOT TRAINING GUIDE paFor Training Purposes Only POWERPLANTS F408 PLOT TRAINING GUIDEFor Training Purposes Only rae ttre POWERPLANTS LESSON OBJECTIVES: ‘5 Operating Handbook and Student Study Guide, Following completion of this lesson, with the use of notes, Pik Participants will be able to: *- Explain, in general, the design and operation of the Pratt and Whitney PT6A-112 engines, 2. Interpret engine and engine sub systems instruments 3. Identify engine operating limits as appropriate to all fight operations. 4. Identify normal and abnormal operations/indications and state the corrective actions as listed in the Pilots Operating Handbook. 5. Explain the operation and limitations of the propeller systems to include system checks F406 PLOT TRAINING GUIDE pesFor Training Purposes Only. ‘compressor extaust — TH'BINE conpresson STAGES cre POWER REDUCTION GEARBOX io ieee ENGINE INLET ‘COMBUSTION ‘CHAMBER, POWER PLANTS F406 PLOT TRAINING GUIDE pp2For Training Purposes Only_ GENERAL DESCRIPTION OF ENGINE - See P.O. Section 7 he, ongines installed in the Caravan Il are produced by Pratt and Whitney Aircraft of Canada, Lid. and are designated the A112, These engines have a three-stage axial, single-stage centrifugal compressor, driven by a single-stage weacton {upbine. The power turbine, another single-stage reaction turbine counter rotating with the first, drives the output shaft Both the gas generator turbine a iPproximate center of the engine with their shafts extending {el Row to maintain the power set by the power lever. After combustion, the exhaust gases leave the turbine section and are ‘uted through two exhaust ports near the front of the engine, Propeller speed remains constant at any selected propeller ontrl lever postion through the action ofthe propeller governor, except in the bela range where the maximum propeller ‘peed is controled by the speed of the gas generator. ‘The accessory gearbox section atthe aft end ofthe engine provides power to drive the engine fuel pump, fuel control unit, oil Pumps, starterigenerator, hydraulic pump and the tachometer generator. At this point, the speed of the drive (Ng) fs the tree Speed of the compressor of the engine, 37.500 RPM at 100 percent. Maximum permissible speed of the ‘engine is 38,100 RPM which equals 101.6 percent Ng, ‘7he,feduction gearbox forward of the power turbine provides gearing to dive the propeller tach generator, the propeller ovemor, the propeller overspeed governor and provides engine torque indications. At maximum Ng the reduction georbox reduces power turbine speed (Nf) from 33,000 RPM to 1900 propeller RPM. RATINGS, The BTGA-112 will produce a flat rated, 600-shaft horsepower on a standard day at sea level with 1382 foot/pounds of torque ‘at 1900 propeller RPM, varying linearly to 1477 fool/pounds of torque at 1600 propeller RPM. F406 PLOT TRAINING GUIDE PpaFor Training Purposes Only PTBA-1I2 ENGINE GENERAL CONSTRUCTION 408 PLOT TRAINING GUIDE PPFor Training Purposes Only INLET AND COMPRESSOR SE a ‘The inlet and compressor section includes an air inlet plenum and a compressor consisting of three axial and one centifugal stages of compression. A row of stator vanes, located between each stage of the compressor rotor blades directs the or raises the static pressure and then further directs the airflow to the next stage ofthe rotor blades. The compressor ait then Passes through the diffuser section which changes the high-velocity, high pressure ai to low-velocity, high pressure ait COMBUSTION SECTION (2 ‘The combustion section consists of a combustion chamber liner, fuel nozzles, and igniters. The combustion chamber liner has varying-size perforations which direct the compressed air into the proper flame pattems. The air entering the combustion ‘chamber liner is mixed with fuel from the 14 nozzles and ignited by two igniters. The expanding gases then travel rearward ‘and move toward the compressor turbine COMPRESSOR AND POWER TURBINE (3) ‘The turbines, compressor and power, are located in the approximate center of the engine with their shafts extending in opposite directions. Afler leaving the combustion section, the gases flow across the compressor turbine-guide vanes which insure the gases strike the gas generator turbine blades at the most efficient angle, These gases impart a force upon the turbine which causes the compressor turbine wheel to rotate, driving the compressor section and accessory gearbox. The {gases continue forward through @ second set of stationary guide vanes to the power turbine blades thus driving the power {urine The resulting rotation ofthe power turbine drives the propeller through a two-stage reduction gearbox, located at the front ofthe engine. EXHAUST SYSTEM (4 ‘The exhaust gas from the power turbine is directed to atmosphere via twin exhaust stubs. Nacelle louvers provide an airflow boundry layer that keep the exhaust gases separated from the nacelle surface. F406 PILOT TRAINING GUIDE ppsFor Training Purposes Only PT6A-N12 ENGINE GENERAL CONSTRUCTION F406 PLOT TRAINING GUIDE PesRA For Training Purposes Only ron ercaree ACCESSORY SECTION (5) , driven by the compressor shaft, is mounted at the rear of the engine and drives all engine {ven accessories with the exception ofthe Mp tachometer generator and the propeller governors. The components diven by the accessory gearbox are: engine-criven fuel pump, fuel control unit, hydraulic pump, engine cil pumps, starterigenerater, {nd Na tachometer generator. The accessory gearbox is lubricated by pressurized oil fom the engine lubrication system The forward portion of the accessory section contains the ol tank, ol filer Cap and dipstick, REDUCTION Gi {Tae reduction gearbox, located atthe front of the engine, is designed to reduce the high speed of the power turbine to a speed sable by the propeller. This reduction of speed is accomplished through a two stage planetary gear Roareats in the reduction gearbox also drive the propeller governor, propeller overspeed governor, and the propeller RPM (Np) tachometer generator. Engine power is indicated through a torque indicating system. The torque developed ty the speed of the propeller relative tothe speed of the gas generator is sensed through an increase or decrease in the reduction {earbox internal oil pressure. The higher the intemal ol pressure sensed, the higher the indicated torque. 406 PLOT TRAINING GUIDE perFor Training Purposes Only owen cowtnot Leven ‘PnOPELLER CONTROL LEVER ENGINE CONTROLS. F406 PILOT TRAINING GUIDEVEYALT KZ For Training Purposes Only rove rote ENGINE CONTROLS - See P.OH, Section 7 The engine/propelier combination is controlled by three levers: a power lever, a propeller control lever and a fuel control lever. Power Lever ‘The power lever is connected through linkage to the Fuel Control Unit (FCU) located at the rear of the engine. It controls engine power through the full range, from maximum takeoff power through idle to maximum reverse. The power lever alee indirectly controls propeller blade angle while in Beta and reverse ranges. Propeller Control Lever The propeller control lever is connected through the linkage to the propeller governor mounted on the forward section of the engine. It controls the propeller blade angle from the maximum RPM position (1900 RPM) to fll feather, Control of propeller ‘speed is achieved through control ofthe blade angle, which isthe function of the propeller governor. Fuel Control Lever ‘The fuel control lever in the cockpit is connected through the linkage to @ combined lever and stop mechanism at the top of the {uel control unit. This mechanism also functions as an idle stop for the FCU. This lever has only two positions, RUN and CUT OFF. When in the RUN position, the FCU is set to 52 percent Ng. Inthe cut-off position, fuel flow fo the engine is terminated lgnition Switches In the "ON" position continuous power is applied to the ignition system. In the "NORMAL" position ignition wil only occur when the starter switch is placed in the “START” positon, Starter Switches In the "START" position, the starter and ignition systems are powered. In the MOTOR ONLY" postion, only the starter motor is energized. Propeller System Test Switches ‘The overspeed governor test switch is used to test the operation of the propeller overspeed governor. The aulofeather test swith i o teste autofeather system, F406 PLOT TRAINING GUIDE peoFor Training Purposes Only _ Engine Instruments icc} Torque RMX 109, Prop RPM GasCenerator RPM. F408 PILOT TRAINING «iFor Training Purposes Only are eee re ENGINE INSTRUMENTS - See P.O.H, Section 7 Torquemeter - Propeller RPM - Tachometer- Gas Generator (Ng) - ‘The engine torque indicating system consists of a torque transducer and a torque indicator. ‘The torque transducer receives @ high oil pressure (raw torque pressure) and low (gear case Pressure) vent pressure inputs and converts the differential pressure into an electrical voltage Which is input into the torque indicator. The torque indicator receives this electrical voltage ‘and converts it to a visual readout in foot-pounds (0-1800). The torque transducer is ‘mounted on the top of the engine reduction gearbox. ‘A tachometer generator, mounted on the forward accessory gear case, supplies electrical Power to the propeller RPM indicator on the instrument panel. The indicator registers. the Propeller RPM from 0 to 2000. The interturbine temperature gage is calibrated in degrees Celsius. The interturbine temperature-sensing system provides an accurate indication of engine operating temperature at 2 point between the two turbines. ‘The tachometer generator, which is mounted on the accessory gearbox, produces an electric Current which is used in conjunction with a tachometer to indicate gas generator turbine ‘speed in percent of RPM (Ng). This gage is calibrated in percent RPM fom 0 to 110 Percent with gas generator RPM of 37,500 equal to 100 percent RPM. F406 PLOT TRAINING GUIDE pestFor Training Purposes Only Engine instruments pee ae el ae Fuel Flow Oil Temp Oil Press. F406 PLOTIRA For Training Purposes Only : rove Srreveeimre ENGINE INSTRU - See P.OH. Section 7 Fue! Flow - Fuel flow, as metered by the fuel control unit, is measured in pounds per hour X100 with a Tange of 0 to 500 pounds per hour indicated on the gage. The flow transducer is located inthe fuel line between the fuel control unit and the flow divider on the fuel manifold. Oil Pressure Temperature- The ool pressure and oll temperature indicator contains two totally independent functions for ol Pressure and oil temperature. The oil pressure indicator is plumbed to the engine oll system. The oil ‘temperature indicator receives a signal from the oll temperature bulb located on the engine. The oil pressure indicator has increments running from 0 to 150 PSI while the oil temperature indicator ‘Measures temperature from -40" to 10" Celsius. The oll pressure gage line connects tothe aft right Side of the engine and routes through the wing and fuselage to the oil pressure indicator. An ol Pressure switch, located on the gage line, illuminates the red Oll. PRESS light on the annunciator Panels if ol pressure is below 40 PSI, which is not adequate for engine operation, F406 PLOT TRAINING GUIDE peaFor Training Purposes Only ANNUNCIATOR PANEL AND WARNING LIGHTS Pw cer wane Agar Fare 7) a8] ea 2] aoe F406 PLOT TRAINING GUIDE prisFor Training Purposes Only ENGINE ANNUNCIATORS - See P.O.H. Section 7 Oil pressure - The “L OIL PRESS" or “R OIL PRESS" light iluminates when the respective engine oil Pressure is below 40 PSI. (See P.O.H. Section 3) |metial Separator - The "L INERTIAL SEP" or "R INERTIAL SEP" light illuminates when their respective Inertia! separator icing vanes are postioned to the bypass postion. ‘Auto Feather - The "L AUTOFEATHER ARM" or "R AUTOFEATHER ARM" lights will iluminate when ‘the autofeather system is armed and Ng is above 84 percent. Start - The "L START’ or *R START” light illuminates when the respective start contactor is closed, directing power to the starter/generator. F406 PLOT TRAINING GUIDE pesFor Training Purposes Only. EA FUEL WEATER 7 UU rapist -CENTRIFUG ‘SREATHER, OIL FILTER & CHECK V, ASSY. 1 TaNK ToTonquE.Press.1no— INSTRUMENTS RAIN OL SUPPLY TO PROP. & ER. 6/8 ENGINE LUBRICATION - SCHEMATIC F406 PILOT TRAINING GUIDE pp16For Training Purposes Only ENGINE LUBRICATION Description ‘The lubrication system is designed to provide a constant supply of clean oil to the engine bearings, reduction gears, forquemeter, propelier and all accessory drive gears. The oll lubricates and cools the bearings, and transports any fercigh ‘matter to the main oil fiter where itis prevented from further circulation. A main pressure pump located in the oll tank Supplies ol tothe accessory section and through an external transfer tube to the gas generator and reduction gearbox, i Tank The oil tank is an integral part of the compressor inlet case and is located in front of the accessory gearbox. It has the capacity of 9.2 U.S. quarts (8,7 liters) which should be checked within 10 minutes after engine shutdown. Maximum allowable oil consumption is approximately 0.2 Ibs. of oil per hour over a 10-hour average. This equates to one quart per 10 hours of operation, ll Fitter The ol fiter assembly is located in the oil tank. Pressurized oll ows through @ check valve into the housing, through the filter ‘and out tothe engine, leaving any foreign matter in the fie. A filer bypass is provided by a spring-loaded bypass valve. In the event of a blocked fier, the bypass valve will open and provide an alternate passage forthe oll to flow tothe engine F406 PLOT TRAINING GUIDE pearFor Training Purposes Only FUELINET ! FUEL HEATER OIL-TO-FUEL HEATER - SCHEMATIC F406 PLOT TRAINING GUIDE preFor Training Purposes Only Pressure Oil System ‘The engine oil pressure is regulated by a pressure relief valve secured tothe top ofthe oll pressure pump. All olin excess of the regulated pressure is bypassed back tothe tank, up-stream from the main oi fiter. Oil & delivered at 80-100 PSI with the Iminimum of 40 PSI. A series of scavenge pumps are used to prevent the collecting of oll which could be introduced into the Gombustion chamber. The excess oil is transferred to the accessory gearbox by the scavenge pumps, through extemal oil lines. ‘A vent in i installed between the ol tank and the aocessory gearbox. It will relieve any pressure that may build up inthe oll tank. The vented ait is directed into a centrifugal breather in the accessory gearbox. The spinning action of the impeller in the breather separates any ol that may have vented with ar. The oil's thrown outward by the impeller, while any vented air 's evacuated through a breather vent. ll To Fuel He ‘The engine also incorporates an engine oi-to-fuel heater system. The system ullizes a heat exchanger which transfers heat {rom the oil system to the fuel system. Fuel temperature is regulated by metering specific amounts of ol through the eat ‘exchanger or bypassing the ol tothe ol tank il Cooter ili also delivered to an oil cooler for cooling by ram air a it passes through the oll cooler ram duct. Cow flaps are used to vary the cooling capacity of the ol cooler. The cow! flap postion is manually controlled by two handles located on the center Pedestal. When the handles are pushed ful forward the cow! flaps will be full open. The cow flaps can be closed to varying ‘degrees by puling the handles out and can be locked in place by turing them 90° clockwise, F406 PLOT TRAINING GUIDE PP19For Training Purposes Only POWER TUNINE STATOR HOUSING Ccoqausrion craMpen IGNITION SYSTEM F408 PILOT TRAINING GUIDEFor Training Purposes Only _ IGNITION sysTEM The, ition system consists of an exciter box, two ignition leads and two spark igniters which are powered from the électrical system. The exciter box converts DC input into a high energy spark through the spark ignlers, which are mounted in the gas generator case. lgnition Switches The Power fo the exciter box is controled by either the ignition switch or the start switch located on the left side console ‘When the ignition switch is in the "ON" position, the exciter box is receiving power at all tes, resulting in contmmonne {aniton. In the “NORMAL” poston, ignition will occur only when the “START” switch is placed in the "START" positon A ‘smal green light above the ignition switch illuminates whenever the exciter is receiving power. Thete ae two cicult br on the left circuit breaker panel providing circult protection forthe ignition system. The ignition swiiches should be "ON" no starter assist airstart, when flying through heavy rain, turbulence or when icing conditions are inadvertently encountered ‘and the inertial separator isnot in the BYPASS position ffor normal operating procedures during engine starting and other situations requiring the use of the ignition system, refer to the P.OL.H, Section 4 F406 PLOT TRAINING GUIDE peatFor Training Purposes Only soca. Deco vevacunTem, Po BYPASS FUEL FUEL FROM Pum MAY FUEL ALTER oPrHAL) FUEL CONTROL UNIT- CROSS SECTION F406 PILOT TRAINING GUIDE pe22For Training Purposes Only ENGINE FUEL SYSTEM - See P.OH. Section 7 ‘The basic engine fuel system components on the Caravan consist of Engine Driven Fue! Pump Flow Divider Fue! Control Unit (FCU) Fuel Manifolds Gas Generator Flow Meter Power Turbine (N) Governor Fuel Nozzles ‘Additionally, a scavenge fuel accumulator is installed for automatically draining residual manifold fuel ater engine shutdown. Fue! Pump ‘The gear-driven fuel pump is mounted on the accessory gearbox. After the fuel passes through the ol-touel heater it enters the engine driven fuel pump. The fuel is fitered, and the pressure is increased, depending on the demand established by the ‘metering valve in the fuel control unit. Filter bypass valves are incorporated to prevent fuel flow stoppage should either engine driven fuel pump fiter become blocked. ‘A pressure regulating valve is installed on the pump to regulate the fuel pressure bypassed from the FCU to the main ejector boost pump. F406 PLOT TRAINING GUIDE p28For Training Purposes Only HOLE SPEED Ans, fe nas su “ M fice now rome Tt P2 PRIMARY FUEL Soe ry ALTER WeTION ee FUEL CONTROL UNIT- CROSS SECTION F406 PLOT TRAINING GUIDE pp24RO - LKS For Training Purposes Only LAC Fuel Control Unit ‘After departing the engine fuel pump, the fuel enters the Fuel Control Unit (FCU) and passes through a series of valves and lines. A pressure relief valve is installed to relieve excess pressure in the FCU. The engine fuel requirement is determined by the Ng governor. Fue! not required by the engine is bypassed to the engine pump inlet and to the main ejector boost pump in the hopper tank. ‘The metering valve in the FCU ts designed to regulate the amount of fuel required in the engine and is controlled by bleed air Pressure regulated by the Ng governor. Compensation for altitude, temperature variation and acceleration-envichment Fequitements are automaticaly accomplished through the interaction of the Ng governor and the FCU metering valve ‘mechanism, ‘The Ng governor receives input from spring tension created by the position ofthe power levers and the centrifugal fyweight. action. The flyweight action and the opposing spring pressure will determine the amount of metered P3 air which repositions. 8 fuel governing bellows on the Fuel Control Unit. The governing bellows, in turn, positions the metering valve which vanes the rate ofthe fuel flow to the engine. ‘The fuel cutoff valve and minimum pressure valve are located downstream from the metering valve in the FCU and is ‘mechanically connected to the fuel control lever. Their function isto stop of start fuel flow tothe manifold Flow Meter A flow transducer is installed in the fuel line between the fuel control unit and the flow divider. It transmits a signal to the ‘cockpit and fuel flow is indicated on a fuel low gauge forthe respective engine, F406 PLOT TRAINING GUIDE pesFor Training Purposes Only Fue woazie COMBUSTION CHAMBER LneR i. - Fue Feo Feu tow diver ‘uur Fue FUEL NOZZLE ASSEMBLY F406 PLOT TRAINING GUIDE PP.26For Training Purposes Only rove ban rte Fuel Nozzles Fourteen fuel nozzles are connected to a fuel manifold that encircles the combustion chamber and provide a finely atomized ‘spray into the combustion chamber. A flow divider valve divides the metered fuel from the fuel control unit between the primary and secondary manifolds. It also assures that no fuel passes to the nozzles before a minimum pressure. i {developed during a start. Normally, the primary manifold is initially pressurized during the start, while the secondary manifold {is pressurized at a preset valve (at approximately 30 percent Ng) during the start. Both manifolds are pressurized at idle Power settings and above. Upon engine shut down, the spring pressure within the flow divider wil shift the valve to the dump Position. Unbumed fuel will dump via ines to a scavenge reservoir (EPA cannister). The fuel in te cannister wil be pumped back into the main fuel tanks wien the auxiliary fuel boost pump switch is placed to “ON. F406 PLOT TRAINING GUIDE pearFor Training Purposes Only ENGINE AR INLET See NoRMAL BYPASS (ICING) F406 PLOT TRAINING GUIDE P28For Training Purposes Only _ rove aon ENGINE ANTIICE - See P.O.H, Section 7 INLET LIP Inlet ant-ice protection is provided by exhaust gases routed from the left exhaust stub and directed along the lower lip of the engine air inlet to discharge at the right exhaust stub. The system is active at all times and is maintenance free since no actuators, valves or other subsystems are required. The heated air inlet, exhaust stubs and exhaust ducting are attached rectly tothe engine and do not interfere with removal or installation of the cowling, Note: After the engine is shutdown, do not install the engine inlet plugs until there is no indication of ITT or the lip is cool to the touch, INERTIAL SEPARATORS ‘Anti-ice protection, to prevent ice ingestion, is provided through the use of an inertial separator. As the air flow passes into the air inlet at the lower front portion of the engine cowling, it travels through an inertial separator that is attached to the engine. Deployment of the inertial separator vanes forces the induction air to execute a sharp tun prior to entering the engine inlet. This prevents saturated moisture in the form of droplets, ice crystals or snow from entering the compressor section, They tend to maintain their orginal high velocity paths and, therefore, ae discharged overboard through a separator bypass duct. The inertial separator vanes have two positions, "NORMAL" and "BYPASS", and are controlled by switches on the left side console in the cockpit. When the inertial separator vane is deployed to the "BYPASS" position, the “INERTIAL, SEP" annunciator lights wil iluminate on the appropriate annunciator panel ‘Note: When the inertial separator is deployed to the "BYPASS" position, a drop in torque (@pproximately 100 ftibs) and a slight rise in ITT (5°-10%C) may occur 406 PLOT TRAINING GUIDE pP29my is SJ t s For Training Purposes Only ANNUNCIATOR PANEL AND WARNING LIGHTS a ao ee ‘sana Fy aT a wo two Ar) cara — cae} Tomi | aaeaa Tana a ea F406 PLOT TRAINING GUIDE P-30[RAL For Taning Purposes ony a FIRE PROTECTION - See P.O.H. Section 7 Engine fire protection consists of an engine fre detection system and an optional fie extinguishing system. The detection system is designed to detect a fire in the engine compartment and alert the crew through visual indications. ‘The extinguishing system provides the means fo extinguish an engine fie. FIRE DETECTION SYSTEM ‘The aircraft is equipped with a forward and aft detection system in each engine compartment. The detection system luses a detection sensor loop and a fire detect control assembly. The closed loop atrangement uses a fire sensing element and a detection unit for each engine compartment, which will iluminate a red "RH FIRE" or "LH FIRE” light located above the engine instruments. In normal operation, the sensor loop resistance decreases as its temperature rises. During an engine fire as the sensor loop is heated and its resistance falls below the fire alarm point, the fre relay actuates,iluminating the appropriate engine fire light, Ifa fire detection sensor loop should short to ground, the fire relay willbe disabled and the ENG FIRE lights wil not iluminate, thus eliminating the possibilty of an inadvertent fre wamning due to short circuit, ENGINE FIRE EXTINGUISHING SYSTEM ‘The optional engine fire extinguishing system consists of two fire extinguishing agent containers, ane in each engine nacelle, deployment tubes, fire extinguisher discharge controls and associated electrical circuits, Each container has a filer and @ pressure relief valve, pressure gauge and discharge assembly. F406 PILOT TRAINING GUIDE peatFor Training Purposes Only FIRE EXTINGUISHER CONTAINER 406 PILOT TRAINING GUIDE ps2For Training Purposes Only EN IRE_EXTINGt SYSTEM (Cont) ‘The containers store the extinguishing agent under pressure until itis released. Each container provides one charge of extinguishing agent and is pressurized with dry nitrogen. Actuation of the extinguisher is accomplished by a pyrotechnic Cartridge mounted in the discharge valve. A pressure gage, located on the extinguisher, indicates pressure inthe container, land can be checked by inspection in each main gear wheel well. The extinguisher utlizes a combination filler fiting and safety release assembly. If the ambient temperature should rise abnormally, a check valve within the filer fing will mel, Felieving the contents ofthe container through flr fing, Fire extinguishing discharge controls are used by the pilot to arm and discharge the extinguisher. The let and right engine fire extinguisher switches are located above the torque meters, To inate discharge action for either engine compartment after a fre warning light iluminates and the engine securing is completed, raise the switch guard over the respecive fre warning switch and press. This action vill close the bleed air and fuel frewall shutof valves, open the generator field relay, illuminate the botle armed lights and provide electrical power tothe left or right bottle discharge switch ‘Actuation ofthe iluminated "BOT ARMED" switch wil fre the cartidge. The resulting explosive pressure breaks the safety disc on the end of the housing assembly and the fire extinguishing agent is discharged through the deployment tubes, The light in that switch wil then go out, indicating that the cartridge has fired and the extinguishing container should have discharged Note: See the appropriate checklist in Section 3 of the P.O.H. for the proper sequence, F406 PLOT TRAINING GUIDE ppsIa Pressune on. i revunw on. CA pnessune ENGINE OiL SUPPLY Propeller Governor (Feathered) 406 PILOT TRAINING GUIDE PestFor Training Purposes Only a PROPELLER SYSTEMS - See P.O.H. Section 7 PROPELLER ‘The engine is equipped with tree-bladed,allmeta,ful-reversing, McCauley propeller, The propeller consists of a hub which supports three propel biades and houses an intemal oll supply passage and the feather relurn springs. Movement of the propeller blades ls Controlled by a hydraulic piston mounted in the propeller hu. Centifugal counterweights on each biade and feathering springs forward of the piston, tend to rive the propeller into the feather or high pitch postion. This moverent is opposed by the ol pressure generated and Controlled by the propeller governor An incease inthe ol pressure moves the propeller blades toward the low pitch poston (Increased RPM), A decrease in ol pressure allows the blades to move toward the high pitch poston (decreased RPM) under the influence of the {feathering springs andthe blade counterweight. ‘The platon is connected to a feed back ing, mounted behind the propeller. Movement of the feed back rng is used to contol bade angle fiom ight idle ofl reverse blade angle PROPELLER GOVERNOR ‘The propeller governor performs three functions; (1) Under normal fight conditions it acs as a conetant epeed un, maintaining the propeller speed by varying the propeller blade pitch to match the load ofthe engine in responee to changing fight conditions. 2) During {10und operations, the propeller governor can be used fo select the required blade angle (Beta conta). (3) While in the Beta control Tange, the engine speed is adjusted by the FCU and the fuel topping governor, located inthe propeller governor, to maintain propeller speed sight less than maximum RPM ‘The propeller governor is @ centrifugal governor. In a forward-hrust operation, the function of the governor is to boost the engine oll pressure to decrease propeller blade pich, while the centrifugal force ofthe biade counterwoighs, assisted by the feathering springs, {ends to increase the blade pitch ‘The propeler govemar incorporates a geartype oll pump, wih a pressure relief valve, two rotating fyweights, a spring-loaded pilot valve ‘and necessary oll passages. The lyweights are allached io a hollow drive shaf.. The rotating shaft and rotating fyweighs determine the Poston ofthe plot valve. A speed adjusting lever fs connected trough linkage to the propeller control lever in the cockpit. A maxamum Stop prevents the lever moving beyond the 100 percent positon (1900 RPM). Moving the propeler control lever towards the minimum and feathering stop raises the plot valve and decreases the ol pressure in the propeller servo piston. This decrease in ol pressure allows the feathering springs to rotate the propeller blades toa postive, coaree pitch ora feathering poston, F406 PLOT TRAINING GUIDE p35For Training Purposes Only Reversing Propeller Engine Controls (Cruise - on Speed) F406 PILOT TRAINING GUIDE peasFor Training Purposes Only PROPELLER GOVERNOR ONSPEED CYCLE During the onspeed condition in forward thrust, the forces acting on the engine, propeller governor and propeller are in a state of balance. With the propeller contol lever set to @ desired RPM and the propeller blades in the correct pitch range, the ‘centrifugal force ofthe rotating fyweights are balanced with the pilot valve spring (speeder spring} tension, This positions the pilot valve so the ports which control the oll low from the govemor pump to the propeller are closed. The oll is then diverted ‘through a relief valve back to the inlet side of the governor pump. PROPELLER GOVERNOR OVERSPEED CYCLE In an overspeed condition the governor flyweights pivot outward overcome the pilot valve spring tension and raise the pilot alve. This uncovers the ports and allows the oil in the propeller to flow into the reduction gearbox sump. As the propeller blade angle increases, the load on the engine increases arid the propeller RPM decreases. Ths in tum causes contifugal force on the fyweights to decrease, alowing the speeder spring tension to return the lyweights tothe onpeed positon. PROPELLER GOVERNOR UNDERSPEED CYCLE A condition of underspeeding will occur when the propeller RPM drops below the predetermined setting. The governor Speeder spring tension then overcomes the reduced centrifugal force on the flweights and pivots them Inward, forcing the Pilot valve downward and opening the ol pots, This allows a flow of al from the governor pump to the propeller servo piston ‘which, in turn, overcomes the combined forces of the propeller counterweights and the feathering springe to decrease the propeller blade pitch, This reduces the load and allows propeller RPM to increase. The increased RPM is sensed by the ‘Sovernor flyweights which force the pilot valve upward until an on speed condition is reached F406 PLOT TRAINING GUIDE pearFor Training Purposes Only To SuMP Propeller Engine Controls 406 PILOT TRAINING GUIDE PP.For Training Purposes Only PROPELLER OVERSPEED GOVERNOR The propeller overspeed govemor is plumbed in parallel with the propeller governor and is used to contro! any propeller ‘overspeed condition by immediately bypassing ol from the propeller to the reduction gearbox sump ‘The governor consists of fiyweights mounted on a hollow shaft driven by the reduction gearbox. The hollow shaft Contains ports which are normally closed by @ pilot vale installed in the shaft and held in postion by the governor ‘speeder spring. The spring tension acts in opposition to the centrifugal force ofthe rotating fiyweights When a propeller overspeed condition occurs (1976 RPM), the governor fyweights overcome the speeder spring tension and. I the pilot valve allowing propeller oil to drain into the reduction gearbox sump. Blade counterweights and the feathering ‘springs move the propeller blades toward a coarse pitch positon, reducing propeller RPM. A solenokd-operated valve io incorporated to allow testing of the overspeed governor prior to takeoff. When actuated, the valve resets the govemor below its normal overspeed setting to 1725 + 50 RPM. F406 PILOT TRAINING GUIDE pro9For Training Purposes Only PUSH-PULL CONTROL cam: = SPEEDER SPRING: Puy ESET POsT- vAWVE Pref | -BETA VALVE ln aL NK z MN. cov, a ‘A. H Test FU. ARM ‘SOLENOID rl PUMP a seruny—! 0 PUMP PROP. OVERSPEED. ‘covERNOR To SUMP Propeller Engine Controls 406 PLOT TRAINING GUIDE peoFRAT For Training Purposes Only a FUEL TOPPING GOVERNOR The function of the fuel topping governor section of the propeller governor, during forward thrust operation, is to protect the ‘engine against possible overspeed ifthe propeller governor and the overspeed governor should fail The speed at which the {uel topping governor operates is dependent on the speed selected on the propeller governor and the position ofthe aitloed link. The airbleed link is normally set so thatthe fuel topping governor will control the propeller speed at approximately six Percent higher than the selected speed in its maximum position (approximately 2014 RPM). When the power lever isin the {ull reverse postion the fuel topping governor is reset to five percent lower than selected propeller speed, (approximately 41805 RPM at 1900 Np.) F406 PLOT TRAINING GUIDE peatFor Training Purposes Only a MN. GOVERNING AD, Clam pnessune: U i rreseune on l GD ronmion Reversing Propeller Engine Controls (Full Reverse) 406 PILOT TRAINING GUIDE pazZ For Training Purposes Only men torre Rat BETA MODE AND REVERSE THRUST ‘To go into reverse-thrust from the idle position on the ground, the power lever is pulled back through a fight idle gate on the: {uadrant info the GND IDLE and REVERSE range. This action causes the propeller reversing lever to pivot on the carbon block and partially open the Beta Control valve. This increases oll pressure from the propeller governor fo the servo piston. ‘The propeller blades will move through low pitch and into the negative pitch range as long as the power lever continues 10 ‘move. As the propeller moves into low pitch, the feedback ring moves forward in an attempt to close the Beta Contral vale ‘and prevent any further change in blade pitch. This wil continue to ocour while the power lever is moved toward full reverse, ‘As the propeller reaches full reverse pitch position, movement atthe fork end of the propeller reversing lever ceases. The: Beta Control valve has been moved to a null position where oll flow into the propeller is equal to the retum flow. ‘Simultaneously, the fuel topping governor is reset from 108 percent (2014 RPM) to 95 percent (1805 RPM) by the reset lever and associated interconnect rod. Selection of reverse, also, reposition the FCU arm to increase fuel flow and consequently ‘engine RPM. ‘The process of retuming o low pitch from full reverse is exactly opposite of going into full reverse. That is, as the power lever {is moved from its full REVERSE position towards the low pitch or IDLE position, the Beta reversing valve is closed past its ‘ull position, returning more ol to the sump from the propeller than is supplied by the propeller governor to the servo piston, ‘As a propeller pitch moves out of the reverse pitch range, fuel flow is progressively reduced. The fuel topping governor is ‘eset to the 106 percent (2014 RPM). Low pitch is obtained when the amount of ol etumed to the reduction gearbox is equal to the amount being delivered by the propeller governor. F406 PILOT TRAINING GUIDE prsFor Training Purposes Only fw peruRN on, Lhamenessune Bm Prescune on Phor_avensPecn, ovERNOR 10 SUMP Propeller Engine Controls (Feathered) F406 PILOT TRAINING GUIDE prsFor Training Purposes Only PROPELLER FEATHERING ‘The propellers on the Caravan Il can be feathered through two means; manually and automatically. Manual - The propeller can be manually feathered by placing the propeller control lever to the feather position. This action will Physically lit the pilot valve in the propeller governor when the speed adjustment lever rotates upward. The upward movement ‘of the pilot valve opens ports in the drive shaft, allowing pressure oil from the piston to retum to the sump. The subsequent ‘eduction in oll pressure allows the counterweights and feathering spring to drive the propeller toward feather. Propeller Autofeathering System - ‘The automatic feathering system Is used to immediately feather the propeller ifthe engine should fai. This is accomplished by ‘dumping oll rom the propeller system through the pilot valve of the overspeed governor. The system is primary intended for use during takeoff and landing. it should be kept armed until the aircraft has reached cruise atude so that the loss of one {engine and the resultant drag will not represent an immediate problem to the pila, The autofeathering system is controlled by a three position switch, "ARM", "OFF", AND "TEST", with the test mode as a momentary position. The system is armed by Placing the control switch, located on the let side console, to the "ARM" position. However, the autofeathering systom wall femain inoperative as long as the power levers are below a position equating to 84 percent Ng. When the power levers are. ‘advanced to a position equating to 84 percent Ng, a microswitch actuated by the power lever will close and illuminate two" AUTO FTHER ARM" annunciator lights. High and low pressure switches, mounted adjacent to the torque pressure sensor in the engine compartment, monitor torquemeter pressure. Should the torque on an engine drop below approximately 400 FTILBS the high pressure switches will de-arm the good engine autofeather system. ifthe torque drops below 185 FT/LBS, ofl 's dumped through the plot valve on the overspeed governor, allowing the autofeathering spring to drive the blades toward feather. De-arming of the autofeather portion ofthe operative engine is indicated when the annunciator indicator light for that engine extinguishes, 406 PILOT TRAINING GUIDE PrasFor Training Purposes Only PROPELLER SYNCHROPHASER ‘TWO DISPOSITION SYNCHROPHASER CONTROL PROP Waa T= Gs LY Re ee ved ral i Ch wae AS Lg ct id On pedestal On instrument panel, until SiN'0079 below engine instruments from S/N 0080 F406 PILOT TRAINING GUIDE PeeFor Training Purposes Only PROPELLER SYNCHROPHASER ‘The propelier synchrophaser automaticaly matches RPM of the two engines and also allows the pilot to select any phase relationship between the propellers, The RPM of one engine will folow changes in RPM of the other engine within 2 range of + of -35 RPM. ‘The system consists of @ control box and associated wiring connecting to each propeller governor's coll and overspeed overor magnetic speed pickup. The control box is mounted in the center pedestal and is controlled by a rotary FON'TOFF" switch. Rotating the switch in the "ON-PHASE" position will change propeller phase angle by momentarily interrupting the synchronization of either propeller, causing a change in the noise/vibration level in the cockpit It is required that the system be tuned off for takeoff and landing F406 PLOT TRAINING GUIDE pearRAL For Training Purposes Only rom rene OPERATIONS Procedures for starting and normal operation ofthe Caravan Il powerplants are contained in Section 4 of the P.O.H. During the prefight inspection it is essential that all ducts and inlets are checked to be free and clear of any debris or obstruction. if heavy rain or snow occurred since the last fight and the inlet plug was not installed, insure there Is no ‘accumulation prior to engine start Note: It may be necessary to remove the cowiing to clear the entice inlet duct, Before starting the engines, the bleed air switches are cycled to check the arming circuit forthe fire extinguishers. When the bleed air switch is depressed, the white fre botle arm light wil illuminate (if the optional fie extinguishers are installed) Note: If the fire bottie arm lights are illuminated and depressed, the fire extinguisher will discharge. Depressing the bleed air shutoff switches a second time will reset the bleed air valves and de-arm the fre bottles. This Check is accomplished to insure fre extinguishing is available during engine start. Engine start can be accomplished with electrical power from either the battery or an auxiliary power unit (APU). Ifa battery Start is accomplished, @ minimum of 24 volts is required. Additionally, when the second engine is started with electrical Power from the operating engine generator, the operating engine must be at 68 percent Ng RPM. This will prevent a possible deceleration of the operating engine as the generator places a physical load on the accessory gearbox. I¥ an APU is used to provide electrical power for engine star, the battery and generator switches must be OFF. The power ‘output for the APU must be 800-1700 AMPS and 28 volts DC, with a negative ground, F406 PILOT TRAINING GUIDE ppsFor Training Purposes Only OPERATIONS - (Cont) ‘Adequate forward thrust for taxing is available by moving the propeller control levers out of feather. Propeller blade angle Will decrease to low pitch initiating a gentle forward movement of the aircraft. Taxi speed can be controlled by two methods. ‘The power levers can be lifted rearward over the FLIGHT IDLE gate and the propeller blade angle decreased even further, therefore, reducing the forward thrust produced, Note: The propeller control levers. should be placed in full forward position while reverse thrust is applied during taxing ‘Another technique to reduce taxi speed is to place one propeller contol lever into feather. Aircraft contol through a rudder deflection is sufficient with any reasonable forward speed. However, if tis necessary, to accelerate a stopped aircraft, the feathered propeller blade pitch will have to be decreased by moving the propeller control lever forward out of feather. ‘Two propelior systems checks are required prior to take-off. The overspeed governor test is accomplished on the fist fight of the day, after maintenance or if there is any indication of a malfunction. The autofeather system testis required prior to every fight. Since each ofthe tests require application of power, the area tothe rear of the aircraft should be clear. Note: After @ proper autofeather check, the switch should be in the ARM position, but the autofeather ‘annunciators will not iluminate unti the power levers are advanced beyond 84 percent Ng, During the intial portion of takeof, the power levers should be advanced to achieve approximately 300 to 400 foot pounds of torque. This power setting will allow the propellers and gas generators to accelerate evenly. After the engines have stabiized evenly, advance the power levers smoothly to approximately 1350 foot pounds of torque. The accelerated air-low through the engine wil, during take-off, cause a slight torque rise of 25 to 30 foot pounds. After takeoff, recheck that the maximum torque of 1382 foot pounds has not been exceeded. During the climb, torque will ‘decrease so the power levers will have to be adjusted occasionally to maintain 500 lip in the climb. ITT will become the limiting factor for the power settings at approximately 17,000 feet density alitude, 406 PLOT TRAINING GUIDE pr49Dae KZ Far Tang Purposes Oty fetes OPERATIONS (Cont) ‘The propeller controt levers are normally left fll forward (1900 RPH) until the cruise portion ofthe fight. A reduction in the propeller RPM may be used to adjust sound levels. The appropriate cruise charts should be consulted to obtain the ecommended power setting for that airspeed, In the descent, the Caravan I! is capable of providing 4 wide'range of rates of descent. A rate of descent in the area of 3,500 FPM can be expected with the power levers a fight idle and speeds approaching the maximum allowed. After the descent has been completed and maneuvering is being accomplished for the final approach to landing, a torque setting ‘between 500 and 600 foot pounds will provide a comfortable speed and allow the pilot to configure the aircraft with the flaps nd the landing gear. When the aircraft is fully configured for landing, power may be adjusted as necessary to maintain ‘approach speed, Note: During the landing phase of fight, avoid grasping the reversing triggers prior to landing This may prevent an inadvertent entry into the BETA mode by the propellers in flight IMPERIAL 435 3a2 249s onan QUanTS” OIL TANK FILLER caP__, ‘SUSQUARTS4 a 2 1-MAX, COLO? MAX, HOT ef] as 30 285490095 Laren. F406 PLOT TRAINING GUIDE P50RAR For Training Purposes Only OPERATIONS (Cont) Entry info REVERSE THRUST upon landing should be a deliberate and smooth action. As the power levers are lted over the FLIGHT IDLE gate, smoothly move the power levers into REVERSE. Monitor engine acceleration and aircraft performance closely during reverse operation, Engine shutdown is normally accomplished with the propellers feathered, Adktionally, the reduction in fuel pressure to the engine will activate the auxiiary fuel boost pumps. The boost pumps should remain ON until the gas generators have ‘stopped rotating. This will provide fuel lubrication tothe engine driven fuel pumps during shutdown. Note: If the battery switch is tured OFF the auxliary electic boost pump will not operate, SERVICING ‘Servicing information can be obtained from Section 8 in the P.O.H. More expanded procedures are detailed in the F406 Service Manual Fuel servicing requirements and limitations are contained in Sections 8 and 2 of the P.O, Ol level checks should be accomplished in accordance withthe procedure outlined in Section 8 ofthe P.O.H. The specific ‘ype of oll used in your aircraft should be noted on the oll filer access door and in the Customer Care Handbook. LMITATIONS The engine operating limits, propeller limits, and engine instrument markings are located in Section 2 of the P.O.H, F406 PLOT TRAINING GUIDE pestFor Training Purposes Only Seas EMERGENCY PROCEDURES Procedures that apply to engine failures and fies are located in Section 3 of the P.O.H. ‘An engine failure in fight for the Caravan I wil result in immediate feathering of the propeller ifthe autofeather system is armed, ifthe autofeather sequence occurs property, the pilot needs only to fly the aircraft and retract the flaps and landing ‘gear, i they were extended. Engine securing procedures should be initiated after a safe airspeed and altitude are attained, Note: if @ power lever is retarded, the autofeather system is inactivated, This could result in an lunfeathering of the propeller. Engine securing procedures should be initiated with this Possibility in. mind, If an engine fire exists, itis necessary to secure the engine prior to depressing the FIRE switch and subsequently discharging the fie extinguisher (installed). F406 PLOT TRAINING GUIDE pp.52For Training Purposes Only ENVIRONMENTAL 406 PLOT TRAINING GUIDEFor Training Purposes Only ENVIRONMENTALS, LESSON OBJECTIVES: Following the completion of this lesson, with the use of notes, Pilot's Operating Handbook and the Student Study Guide, participants will be able to 1. Explain the design and operation of the cabin heating, defrosting and ventiation systems, 2. Identify the normal and abnormal indications associated with the environmental systems and locate the applicable checklist procedure in the Pilot's Operating Handbook 3. Explain the operation and limitations associated with the optional oxygen system. 4. Explain the operation and limitations associated with the optional air conditioning system, 406 PLOT TRAINING GUIDE ewesFor Training Purposes Only BLEED AIR SYSTEM SCHEMATIC 406 PILOT TRAINING GUIDE eme2For Training Purposes Only _ CABIN AIR SYSTEM - See POH. Section 7 ‘The cabin air system provides for cabin heating, defrosting and ventiation. Hot, engine bleed air is routed from the engines through flow controVshutoff valves. These flow control and shutoff valves can be electrically energized closed, for emergency Procedure, by depressing the appropriate firewall shutoff button. After routing bleed air through the flow contro/shutoff valves, {he bleed airs directed to secondary shutoff valves controlled by the bleed air source selector switch, When the selector is positioned to "LH, the right secondary shutoff valve is energized closed and the let secondary shutoff valve remains open. This will allow only bleed air from the left engine into the cabin. Just the reverse wil occur when the Selector is positioned to "RH". In the "BOTH" position, bleed air from both engines is allowed to enter the cabin. This high temperature, 18 PSI bleed air flows into an ejector located under the floorboards. This primary flow of bleed air ‘through the ejector induces a secondary flow of ambient cabin air. This combination of the two flows provides the warm air sed for heating and defrosting. The ejector is surrounded by a muffler to reduce the noise level Upon leaving the ejector, the warm air enters the cabin plenum assembly which directs the warm air to the aft cabin outlets, frost outlets, cockpit footwarmers or a combination of these depending on the settings selected on the push-pull cabin ait* controls. F406 PLOT TRAINING GUIDE ewesFor Training Purposes Only CABIN AIR SYSTEM - HEATING — F406 PLOT TRAINING GUIDE ensOn? USSa For Training Purposes Only eee ‘TEMPERATURE CONTROL “Temperature ofthe cabin is controlled by regulating the flow of bleed air to the ejector. This is accomplished by a motor driven ‘modulation valve located upstream of the ejector. This valve can be controlled manually or automaticaly. In manual operation, the valve is controled by the manual 'WARMER-COOLER' toggle switch, located on the control panel. In the auto made the alve is controled by commands from the electronic temperature controler, which receives its command from the rotary "AUTO-WARMER" switch located on the contol panel ‘TEMPERATURE SENSING There are three temperature sensors installed in the system. A duct overheat sensor and a duct anticipator sensor is located at the outlet ofthe ejector/mutfler, and a cabin temperature sensor is located on the aft cabin bukhead. ‘The duct overheat sensor senses the temperature of the mixed air exiting the ejectorimufer. Its function is independent ofthe “MANUALIAUTO" feature, ‘The duct overheat sensor is normally open but will close with a temperature of 230°F or more, illuminating the “AIR DUCT OVERHEAT" light on the annunciator panel. The light will remain illuminated until the temperature ‘drops to less than 200°F. ‘The anticipator sensor monitors the rate of change of mixed, warm air temperature exiting the ejectorimufir. It only functions ‘when the system is in the "AUTOMATIC" mode. Its output is sent drecly to the electronic temperature controler which then determines whether to increase or decrease the flow of bleed air to the ejector, based on the cabin temperature sensor located inthe aft cabin ‘The anticipator sensor also acts as an automatic overheat control. during the "AUTOMATIC" mode, the sensor senses a temperature of 220°F or higher, a command wil be sent to the electronic temperature controller to completely close the ‘modulation valve, not allowing bleed air to the ejector. When the antcipator sensor senses less than 200°F the valve will reopen but ata siower rate. ‘The aft cabin temperature sensor senses cabin temperature and its output is sent directly to the electronic temperature Controller. It only functions when in the "AUTOMATIC" mode of operation. Any cabin temperature between 66°F and 84°F can be selected when in the auto mode, F406 PILOT TRAINING GUIDE ewsFor Training Purposes Only CABIN AIR SYSTEM - VENTILATION - F406 PILOT TRAINING GUIDE envFor Training Purposes Only VENTILATION SYSTEM Fresh air info the cabin can be provided by two completely separate systems. The first source is from the overhead directional outlets. Ram air enters the dorsal fn inlet and is directed forward to the indWvidual outets. This air can be augmented by an optional blower located just aft ofthe aft cabin bulkhead. ‘The second source fs distrbuted through the heating system outlets. During ground operation, ait flow is obtained from the ‘nose wheelwell by a 2 speed blower located inthe nose. In fight, ram ais obtained at the ram air scoop located in the nose. This air is controlled by the appropriate “CABIN AIR" push-pull controls. The amount of fresh air through the heating system into the aircraft is controled automaticaly by the quantity of warm heating air flowing into the ejectorimuffier. As the flow of ‘warm air out ofthe ejectorimuffler increases, the flow of outside ambient alr from the nose decreases. This is accomplished by two flapper type valves located at the inlet ofthe cabin heat distribution plenum, ‘Selecting "RAM AIR” allows the fresh air from the nose or wheehvell inlets to completely by-pass the cabin heat distribution plenum and direct it to the pilots and co-plot's foot warmer outlets. The fresh air blower is controlled by a thee position (HIGH, OFF, LOW) switch located on the control panel. F406 PILOT TRAINING GUIDE ewsu For Training Purposes Onl rane Se OXYGEN DURATION CHART 1149 CUBIC FOOT SYSTEM (OXYGEN SERVICING CHART AMBIENT] FILLING | _ AMBIENT FLUNG TEMPERATURE |PRESGURE| TEMPERATURE | PRESSURE ae eg cr | pe | cr PIG ono aan wa 0 | 100 | 2a 7 1925, " faz | too | 267m 1980, oy 6 | tors | 22. 2000 " Mia 30 | ta5 | are 300 2080 aa 40 | ams | aaa to 2100 “ mo 0 | i025 | 49 120 2150, a ss 60 | 1675 | aa 190 2200 * ‘THE NUMBERS SHOWN ABOVE ARE APPLICABLE TO 1800 PSI OXYGEN. BOTTLES IF AN 1850. PSI OXYGEN BOTTLE IS, . INSTALLED INCREASE EACH FILLING PRESSURE BY 50 PSI WARNING: Oi, grease, or other lubricants in ‘contact with oxygen create a serious fire hazard, and such contact must be avoided When handling oxygen equipment. F406 PLOT TRAINING GUIDE ewsTRA For Training Purposes Only ea OXYGEN SYSTEM - See P.O.H, Section 7 ‘A 1149 cubic foot bottle system provides pilot, co-pilot and passengers with oxygen. The bottle is located beneath the nose baggage area. A service port is located in the nose baggage door jam. The system is alitude compensating in order to increase duration Note: Duration chart P.O.H, Section 7. ‘Oxygen outlets are located inthe overhead liner for the passengers and inthe arm rests forthe pilot & co-pilot, ‘To start oxygen flow, pullout (full the oxygen control knob located on the instrument panel, plug in oxygen mask and check flow indicator associated with each mask, F406 PLOT TRAINING GUIDE eNvaFor Training Purposes Only AIR CONDITIONING SCHEMATIC F406 PLOT TRAINING GUIDE emvsoFor Training Purposes Only AIR CONDITIONING SYSTEM - See P.O. Section 9 ‘The air conditioning system is a freon system consisting of an electrically driven compressor-condenser package located in the nose. There are two evaporator/blower assemblies, one located inthe nose, the other inthe tal ‘The system is controled by two switches and a rheostat located on the instrument panel The system switch - "COOL-CIRCULATE", contols the mode of operation ‘The blower switch - "HIGH-OFF-LOW", controls the biower speed of both evaporatorblower assemblies. “The sheostat labeled "COOLER", controls the temperature of the conditioned air Note: See limitations Section 9 of the POH. 406 PILOT TRAINING GUIDE enversFor Training Purposes Only WEIGHT & BALANCE F406 PLOT TRAINING GUIDEOAL” LGA For Trak rai oy mei, WEIGHT AND BALANCE PERFORMANCE LESSON OBJECTIVES, Following completion of this lesson, with the use of notes, Pilots Operating Handbook, Student Study Guide ‘and calculator, participants will be ‘able to: 1. Identify the weight limitations applicable to the F406, 2, Extract appropriate data from the charts and graphs to calculate the center of gravity for various loads, 3. Extract appropriate data from charts and graphs to compute performance criteria for normal, ‘abnormal and emergency operations, F406 PLOT TRAINING GUIDE werFor Training Purposes Only ©: a (MODEL F408 CARAVAN IL WEIGHT AND BALANCE DATA SERAL MAREN AEOSTRAMONMNRER we fuetinomcorern] ew otal a ergcacre ao pay, eee | rewritten mte| 406 PILOT TRAINING GUIDE we2‘GREW, PASSENGERS, CABINET AND GARG ‘COMPARTMENTS For Training Purposes Only. (CREW, PASSENGERS AND CARGO COMPARTMENTS sit fina if ca F406 PLOT TRAINING GUIDE weaFor Training Purposes Onl NOTE ‘+ Foradtonal linomaton rfri Socton 8 oe POH (CREW AND CARGO COMPARTMENTS F406 PLOT TRAINING GUDE weaFor Training Purposes Only MODEL F408 CARAVAN ‘WEIGHT AND BALANCE DATA SERIAL HUMBER, REGISTRATION NUMBER DATE ‘CENTER-OF-GRAVITY LIMITS ENVELOPE GRAPH F406 PLOT TRAINING GUIDE wesRa KEL For Training Purposes Only re an ce [MODEL F406. CARAVAN ‘WeIGHT AND BALANCE DATA ‘SERIAL NUMBER REGISTRATION NUMBER, nTE WEIGHT AND BALANCE COMPUTATION FORM Sa De ee Race oT ay ett 0 pn) ne Sereeapaarscracin | coe | param MOMENTO a0 eee es ae ae uve [aoe Seamus ae se, mW os F406 PLOT TRAINING GUIDE woeFor Training Purposes Only LANDING GEAR F406 PLOT TRAINING GUIDEOa KA For Training Purposes Only rove en team LAN BRAKES AND FLAPS LESSON OBJECTIVES: Following completion of this lesson, with the use of notes, Pilots Operating Handbook and Student Study Guide, Participants will he able to: 1. Explain the design and operation of the landing gear system, to include the appropriate limitations listed in the Pilots Operating Handbook 2. Identify the system indications for normal and abnormal operations and locate the applicable ccheckilst procedure in the Pilot's Operating Handbook. 3. Explain the operation of the whee! brake system. 4. Explain the operation and limitations of the wing flap system. F406 PLOT TRAINING GUIDE wetOAT KZ S For Training Purposes Only rave mentees LANDING GEAR SYSTEM F406 PLOT TRAINING GUIDE izFor Training Purposes Only LANDING GEAR SYSTEM - Seo P.O.H. Section 7 ‘The landing gear system is electrically controlled and hydraulically actuated. Each ofthe three gear actuators incorporate internal downlocks that engage as the gear extends to mechanically secure the ‘gear down-and-locked. They are automatically released by hydraulic pressure for gear retraction, ‘The uplocks are also mechanical and resemble hooks in the top of each wheel wel. The uplocks are spring-loaded to capture land hold the gear up-and-locked as the gear retract. They are hydraulically released by individual uplock (release) actuators for landing gear extension The strut doors for the main gear are mechanically Inked to their respective struts to retract and extend with the gear. The hose gear doors are also mechanically operated by a spring-loaded bellcrank arrangement which opens the doors as the gear extend. A strker-pate on the nose gear then contacts the bellorank to close them as the gear retract. ‘Three individual downlock switches, one on each gear actuator, sequence the green down-and locked lights forthe gear and function as part of the electrical conirol of the hydraulic system. They are also part ofthe red "GEAR UNLOCKED" light citcult as wall. ‘The uplock switches, one on each uplock, also sequence the red "GEAR UNLOCKED" light and function to control the hydraulic system. ‘The gear select switch and light module are located on the instrument panel tothe immediate left ofthe power quadrant Landing gear safety switches (squat switches) are located on each main gear. They control ground and aitbome operation of certain equipment. The left safety switch prevents inadvertent gear retraction when the aircraft is on the ground. The tight safety switch allows the waming hom to sound ifthe gear selector is moved to the retract position while the aircraft is on the around, F406 PILOT TRAINING GUIDE issIRA For Training Purposes Only Sood LANDING GEAR HYDRAULIC SYSTEM pen Centers the term used to describe the hydraulic system; in that, when the gear is down-and-locked or up-and-locked, the hydraulic Nuid merely recirculates with litle or no pressure in the system, ‘The cycle times for the gear are 6.0 seconds for retraction and 7.0 seconds for extension (approximately) with the engines at ‘maximum rpm. Of course, these times wil increase with lower engine speeds or the loss of one pump. ‘The hydraulic reservoir, located in the nose baggage compartment on the pilot's side of the airplane, has a capacity of 2.75 quarts. It incorporates a sight gage for checking fluid level during prefight inspections. The service port for the reservoir is located just forward of the pilot's windshield above the reservoir. The reservoir is vented overboard ‘Two engine-criven hydraulic pumps, one per engine, provide the 1750 PSI pressure on demand to operate the gear system. Two fers, one per side, filer the fuid as it rectculates. They incorporate by-pass valves for passing the fluid ifthe fiter element becomes totaly obstructed. They are located inthe engine nacelles. Hydraulic flow switches and check valves, one each per side, are installed in the system downstream of the filers. The flow switches are sensitive to flow and wil cause their respective "HYD FLOW LOW" annunciator lights to iluminate when the pumps’ output decreases below 1.25 Gal./Min. The check valves prevent reverse flow during single engine operations or if ‘one pump should fail The manifold assembly, located in the nose compariment below the reservoir, incorporates an electrically operated loading valve, a pressure relief valve, and a hydraulic pressure switch, 406 PILOT TRAINING GUIDE toay For Training Purposes Only The loading valve is electrically energized to create the pressure needed for gear retraction and extension. It ls de-energized and spring-retumed to its open center or "UNLOADED" postion when the gear cycle is completed, The pressure relief valve is set to relieve system pressure at 1750 PSI, ‘The hydraulic pressure switch senses the pressure in the manifold and closes to complete the circult to the "HYD PRESS" ‘annuneiator ight to provide the pilot with the indication that the system is loaded. The "HYD PRESS" light wil illuminate any time there is more than 155 PSI in the system, {t should be noted that the fluid is returned to the reservoir from the manifold assembly when the loading valve is returned to its open center mode. Thus, the pressure will be reduced to a negligible value and the "HYD PRESS" annunciator light will ‘extinguish when the gear cycle is completed. ‘The three-position (retract, center, extend) landing gear control valve channels the fluid under pressure to retract and extend the gear. It is often called the "selector valve’, because when the gear select switch is placed up, the landing gear control valve is electrically energized to its retract mode. When all the landing gears are retracted, the landing gear control valve is de-energized and is spring loaded to the center position. When the pilot selects the landing gear down, the landing gear Control valve is energized to its extend mode. Again, when all the gear are in the down-and-locked position, the control valve retums to the center position. The shutle valve is located just downstream of the gear contol valve in the nose compartment. Its purpose is to isolate the emergency extension system to prevent biow-back into the reservoir when the emergency ‘extension system is discharged. It performs as a check valve during normal extension and retraction operations, but ls shied to direct the pressurized nitrogen into gear extend lines for emergency extension. F406 PLOT TRAINING GUIDE losF406 PLOT TRAINING GUIDE iss19 Purposes Only For TraininKA For Training Purposes Only nove Soro LANDING GEAR EMERGENCY EXTENSION SYSTEM - See P.OH, Section 7 The emergency extension system consists of a 2000 PSI ntrogen-charged bottle, a manual release cable and tee handle, and necessary plumbing, ‘The bottle Is referred to as the “blowdown" bottle. It includes a pressure gage with green arc to indicate proper charge. Itis visible through a window in the nose compartment aft baggage panel, next tothe reservoir. tis, of course, a prefight tem ‘The blowdown bottle is a DOT3AA2000 type requiring hydrostatic test every 5 years, ‘A fed tee handle is located below the gear select switch to allow the pilot to manually release the bottle contents into the gear extend system should it be necessary. Once the manual release has been accomplished, a red ring willbe visible around the piston a the bots manifold just below the pressure gage. Of course, the pressure wil also be low. ‘The gear system must be serviced by a qualified ground technician before gear retraction Is attempted afer a blowdown. Blowdown prevents gear retraction, and to attempt retraction may damage the gear system unless proper service is accomplished. LANDING GEAR EMERGENCY PROCEDURES - Seo, P.OH. Section 3 It should also be noted that, although not included in the emergency checklist, ilumination of elther Hyd. Flow annunciator light while in fight should be cause for concern. A landing as soon as practical should be executed and the system should be investigated for possible pump malfunction and/or low fluid level F406 PILOT TRAINING GUIDE isoFor Training Purposes Only LANDING GEAR WARNING SYSTEM ‘A warning hom system is incorporated in the landing gear system to alert the pilot of an unsafe gear condition when either Power lever is retarded below 1° above fight idle or when the flaps are postioned for landing, ‘A warning hom disable switch is provided adjacent tothe landing gear switch for rapid descents with power lever in fight ile ‘This switch wll not disable the hom when the flaps are positioned to "LAND" and the and gear isnot down and locked. For prefight inspection of the landing gear warning system, the annunciator panel press-to-test button can be used, a @ @ ® 6 © Battery - ON Flaps Selector - UP Power Levers - FORWARD ‘Annunciator Press-To-Test - PRESS and HOLD Left Power Lever - Retard to fight idle position. Gear waming should sound. RRetum left power lever forward and repeat procedure for the right power lever. Flaps Selector - Past 20°. With both power levers forward, the hom will sound as the selector is positioned beyond 20° while holding the annunciator press-to-est button. 406 PILOT TRAINING GUIDE Le-10For Training Purposes Only BRAKES - See POH, Section 7 ‘The brakes are actuated by master cylinders, one left and one right, linked to the pilots rudder pedals. The co-pilot's pedals ‘are interconnected to the pilots pedals so the brakes may be applied from either side. The brake system is serviced with MIL-H-5606 Hydraulic Fluid, The left and right brakes are independent of the other so one side can be applied without the other when needed for ight tums, ‘The brake assembly on each main gear wheel ie a 5 piston - multi disc brake. ‘The parking brake consists of a manually operated control cable connected to the parking brake valve through which the fluid {rom each master cyfinder to each brake assembly passes. When pressure is applied in the system and the control is pulled, the valve entraps the hydraulic pressure to “lock” the brakes. To release them, merely push the control back in to open the valve. F406 PLOT TRAINING GUIDE LowFor Training Purposes Only ¥ F406 PLOT TRAINING GUIDE ieIRA For Training Purposes Only roe Serer WING FLAP HYDRAULIC SYSTEM ‘The wing flaps are electrically controlled - hydraulically operated. The system utilzes the same hydraulic system incorporated with the landing gear system, ‘The flap pane's, two per side, are mounted on tracks which are attached to the wing spar. Actuation is through push-pull rods, belicranks and a hydraulic actuator. ‘The flaps are controlled through a flap selector switch which incorporates preselect postions up to fll lap, ‘Selecting the "UP", “T.0.", "APPROACH" or "LAND" positon on the selector switch causes the hydraulically operated flap ‘actuator to drive the flaps toward the selected position. When the actual flap position equals the selected postion, lim ‘switches will de-energize the flap control valve which stops flow of hydraulic fu tothe actuator. GROUND HANDLING The nose gear steering limits are 50° ether side of center. Rudder stering alone wll provide up to 15" either side of center without power and/or brake diferetial, Note: A11 contol locks should be removed for any ground handling F406 PLOT TRAINING GUDE tonFor Training Purposes Only ICE PROTECTION F406 PLOT TRAINING GUIDEFor Training Purposes Only ICE PROTECTION EQUIPMENT LESSON OBJECTIVES: Following completion of this lesson, with the use of notes, Pilots Operating Handbook and Student Study Guide, participants will be able to: 1. List the required items for fight into icing conditions. 2, Explain the operation and limitations associated with ice protection equipment. 3. Identity abnormal operating indications associated with ice protection equipment. F406 PLOT TRAINING GUIDE oe2301 ‘30IND ONINIYELL LOT 90H ANaW4INDA NOL3LO¥d 391 s3on sould a3iv3H surg Nowoaioié 201 raison oom aaLvaH cransonm 81008 4ous Rowoow anya nunwn anon 49 s1008 ais oaivan aIae sorsa Soya ‘sitios ouvas oaivan —} siuos ouvis o3ivsH Stoosws WinozWOH 1008 Wi WOU Fug seceding Bururery 105For Training Purposes Only roe ren ne MINIMUM EQUIPMENT REQUIRED FOR FLIGHT INTO ICING CONDITIONS ‘The aircraft is approved for fight into icing conditions if the following equipment is installed and operational (See P.OH. Section 9) 1 Device System Kit ‘A. Fuselage ice protection plates B, Inboard and outboard wing, horizontal stablizer and Vertical fin de-ice boots ©. oe detection lights (left and right) D. Electrical ant-ice windshield heated panel (pilot side onl), E. Alcohol antiice windshield (must be included for British certified airplanes). F. Left and right propeller antt-ce, 6. Heated stall warning vane or optional angle-f-attack lit sensor vane, H. Heated pitot heads, Heated static ports, Both left and right 250 amp starter-generators K. Inertial separators F406 PILOT TRAINING GUIDE WoesFor Training Purposes Only DEICE BOOT SYSTEM DEICE BOOT SYSTEM system "ore" = = SYSTEM "ON" - So wc e eamen = iy cea F408 PLOT TRAINING GUIDEFor Training Purposes Only ‘SURFACE DEICE BOOT SYSTEM - See P.OH. Section 9 ‘The surface de-ice boot system is designed to remove ice after i to | inch of accumulation, rather than preventing ice ‘accumulation. ce removal is accomplished by inflating the boots to break up the accumulated ice. ‘Vacuum, produced by engine bleed air passing through ejector flow control valves, is applied to all the boots to hold them ‘against the leading edge surfaces. When a device boot cycle is initiated the vacuum is removed and bleed air is applied to inflate the boots, The system is controlled by a three-position (spring loaded to "OF F") surface de-ice switch. Momentary positioning the switch to "SURFACE DE-ICE” allows bus voltage to be applied to a tinier which iniates the timer circuit. The timer will energize the ejectorfiow control valves, closing the bleed overboard ports and opening the inflate ports to inflate all the boots for @ six ‘second period. light on the annunciator panel, "SURFACE DE-ICE", wil luminate when the tall boots become inflated and ‘remain It untl tal boots deflate, The "RESET" postion of the switch interrupts the normal cycle and returns the boots to their deflated postion Surface device boot care - See P.O.H. Section 8 F406 PLOT TRAINING GUIDE oesFor Training Purposes Only PROPELLER ANTICE SYSTEM F406 PILOT TRAINING GUIDE ce8For Training Purposes Only sae eter PROPELLER ANTHICE - See POH. Section 9 ‘Two timers cycle the thermally-heated boots in two periods. Each boot, one per blade, has two heating elements. ‘The timers cause al three outer elements on each propeller to heat for approximately 20 seconds, then they switch to heat all thvee inner elements on each propeller for 20 seconds. The timers repeat the cycle continuously until the propeller ant-ice switches are tumed off The prop ant.ice ammeters indicate the current draw or "load" placed on the electrical system when the propeller anti-ice system is cycling. During operation of the system the ammeter Should indicate within the green are with slight fluctuations teach 20 seconds as is timer switches between elements. ‘An indication below the green arc on the ammeter indicates that the respective propeller isnot being de-iced propery. Uneven icing wil occur and propeller balance willbe seriously affected. For prefight check of the propeller anttice system, turn both systems on and observe the ammeter for minimum (of 20-plus seconds. F406 PLOT TRAINING GUIDE cerFor Training Purposes Only ELECTRICAL WINDSHIELD ANTLICE SYSTEM - See POH. Section 9 ‘The pilot's windshield is electrically heated by an inverter which is located inthe right wing stub. The element in the windshield 's a resistance-type grid screen across the central portion of the windshield, a heat sensor senses the temperature and causes the AC inverter to cycle on and off as necessary to control the temperature, ‘A green annunciator light, labeled "WINDSHIELD", iluminates during the healing cycle to indicate proper operation. In extreme conditions, the ight wil remain on for long periods. See P.O.H, Section 8, for limitations and normal checklist ALCOHOL WINDSHIELD DEICE SYSTEM - See P.O.H. Section 9 ‘This system is an isopropyl alcoho! dispersal system which is not a sybsttute forthe heated windshield system inthe required ‘equipment ist for fight into known icing conditions, A 3.0- Gal. tank and pump are located in the right nose compartment. Two dispersal tubes are installed in front of the windshield to spray the alcohol, which MUST NOT BE DILUTED, onto the windshield. Duration for continuous use is two hours, ‘See P.O.H. Section 9 for limitations and normal checklist. F406 PILOT TRAINING GUIDE WesDa LA Pariah Passes ON ee ENGINE INLET ANTLICE SYSTEM - See P.OH, Section 7 ‘The engine inlet ant-ice system is provided by the engine exhaust gas. The inlet antvice system consists of an inlet scoop, Cutet scoop and hoses. The inlet and outlet scoops are located inside the exhaust stacks. Engine exhaust gas is picked up from the inboard exhaust stack by a scoop. The gas is then routed through a hose into the engine air inlet housing. The gas is then pulled through the air inlet housing by a suction force produced by the exhaust gas passing around the scoop installed in the outboard exhaust stack thus pulling the exhaust gas through the air inlet housing and out the outboard exhaust stack. PITOT AND STATIC ANTLICE SYSTEMS - See P.OH. Section 7 Dual electrically heated pitt tubes and static ports are installed to prevent any ice formation. Power to the heaters is controlled by eft & right (two-postion) "ptoistatic” ant-ice switches. HEATED STALL WARNING VANE ANTLICE SYSTEM - See P.O.H. section 7 ‘The blade is the only heated part ofthe vane. The system is controlled by a ‘stall heat” switch, ‘See P.0.H. Section 7 for prefight inspection. F406 PLOT TRAINING GUIDE Wes