CHAPTER 13 HYDRAULIC POWER SYSTEMS CONTENTS INTRODUCTION ..... GENERAL.... RESERVORR .... MAIN HYDRAULIC SYSTEM... AUXILIARY HYDRAULIC SYSTEM HYDRAULICALLY ACTUATED SUBSYSTEMS Airstair (Main Entrance) Door Windahiald Wipers cs sarscrssigecie nase neeaeennninranmeninaarnanina LIMITATIONS.. Hydraulic Fluids .......0.ccccsssssecscssseeessossseseecessnniessessonsnnecssersesennnneaeesees Windshield Wipers . Propeller Brake QUESTIONS.. DECEMBER 1968 FOR TRAINING PURPOSES ONLY 13-1FlightSafety ILLUSTRATIONS Figure Title Page 131 Controls and Indicators. . 13-2 13-2 Hydraulic Systems Block Diagram: . 13-2 13-3 Hydraulic Compartment... . 13-3 13-4 Hydraulic Reservoir...... 43-5 Engine-Driven Hydraulic Pump Schematic. 43-6 Auxiliary Hydraulic Pump... 43-7 Main and Auxiliary Hydraulic Power Systems Schematic 49-8 Hydraulic Restrictors and Filters... 143-9 —_Auxiliary-to-Main Selector (Airplanes with ASC 109) ........ 13-10 — Airstair Door Schematic .. 43-41 Auxiliary Hydraulic Pump Control Schematic 13-12 Airstair Door Control Switches... 13-13 Airstair Door Control Schematic 43-44 — Airstair Door Warning System Block Diagram... + 13-5 43-15 — Airstair Door Warning System Schematic. 43-16 — Airstair Door Inflatable Seal System ..... 13-17 Airstair Door Components... 13-18 Deleted 13-19 Windshield Wiper Controls 13-20 Windshield Wiper Schematic OECEMBER 1986 FOR TRAINING PURPOSES ONLY 13-14Flight$afety CHAPTER 13 HYDRAULIC POWER SYSTEMS INTRODUCTION ‘The GI airplane has two independent hydraulic systems designated main and auxiliary. The main system is pressurized by two engine-driven pumps, the auxiliary system by one electri- cally driven pump. All three pumps are supplied with hydraulic fluid by one reservoir which also stores fluid for both systems. The lower portion of the reservoir is divided into main and auxiliary system chambers, divided by a vertical baffle plate. Fluid above the baffle can be used by both systems. GENERAL ‘The main hydraulic system is pressurized by two variable-volume pumps, one mounted on and driven by the accessory gearbox of each engine. Both of the pumps draw fluid from the main compartment of the reservoir and manifold their pressure output into a common pressure line. ‘The system supplies pressure to operate the land- i ir, speedbrakes, wing flaps, normal whee! brakes, nosewheel steering, and windshield wipers. DECEMBER 1988 ‘The auxiliary hydraulic system is pressurized by an electrically driven pump drawing fluid from the auxiliary section of the reservoir. The sys- tem is controlled by four toggle switches. The continuous-duty auxiliary pump provides low flow and high pressure. It is not plumbed into the main system except for fluid supply unless ASC 109 has been incorporated. On airplanes with ASC 109, the main hydraulic system can be pressurized with the auxiliary pump (for ground maintenance purposes only). FOR TRAINING PURPOSES ONLY 13-1FlightSafety v G-I TRAINING MANUAL Figure 13-2. Hydraulic Systems Block Diagram 13-2 FOR TRAINNG @URFOSES ONLYbe 7 Gl TRAINING MANUAL, IS The auxiliary pump is a backup for some of the subsystems powered by the main system. Spe- cifically, it can pressurize the auxiliary braking system, emergency and parking brakes, the propeller brake (SNs [through 148), the air- stair (main entrance) door, emergency flaps, and ground operation of the landing gear doors (open only) On airplanes with ASC 109, a manual selector valve in the nose wheel well permits main sys: tem pressurization with the auxiliary pump. A pneumatic system, provided for emergency extension of the landing gear, is presented in Chapter 14, ‘Landing Gear and Brakes."" Cockpit controls and indicators related to this chapter are shown in Figure 13-1. See Figure 13-2 for an overall hydraulic system block dia- gram. The hydraulic compartment is shown in Figure 13-3. FlightSafety RESERVOIR The hydraulic reservoir is located just aft of the main entrance door (Figure 13-4). An internal bafile, or divider, separates main and auxiliary compartments within the reservoir The reservoir does not have a separate pressuri- zation system; however, during operation of the hydraulic systems, the hydraulic fluid returning to the reservoir creates a pressure in it. A com- bination vent and relief valve controls negative and positive pressures in the reservoir. Positive pressure in excess of 16 psi above ambient pres- sure is relieved overboard. The vent portion of the valve opens if the cabin pressure exceeds the reservoir pressure by “2 psi Total fluid capacity of the entire hydraulic sys: tem is 10.2 gallons, including the reservoir. lines, and system components. Total reservoir "sH id aM aed Figure 13-1. Controls and Indicators sae meee Ce Paw WAROSES OF Fevislon 4—April 1994ly BlahtSatety) ms G-1 TRAINING MANUAL. BYPASS FILTER, — AUX SYSTEM RELIEF VALVE RESERVOIR MAIN MPARTMENT cot DRAIN—~ MAIN SYSTEM > _- RELIEF VALVE FLAP CONTROL F ‘ MAIN DOOR, CONTROL VALVE RESET BUTTON 57 rap oume VALVE Figure 13-3. Hydraulic Compartment DECEMBER 1986 FOR TRAINING PURPOSES ONLYFlightSafety G-1 TRAINING MANUAL DAILLED_= FILLER HOLE cap Figure 13-4. Hydraulic Reservoir FOR TRAINING PLIRPOSES ONLY 13-3capacity is 4.9 gallons, including 1.8 gallons in the main compartment, 1.8 gallons in the auxil- iary compartment, and 1.3 gallons above the baf- fle plate for use by either system. The reservoir can be serviced from inside or out- side the airplane. Normally, it is serviced from outside through a filler neck located under a cover plate just aft of the main entrance door. When fluid is at the GROUND REFILL LEVEL on the reservoir sight glass (Figure 13-4), the reservoir should be filled to the GROUND FULL LEVEL under the following conditions: * Brake accumulator hydraulically charged * Airstair door open * Landing gear extended and clamshell doors closed When serviced from outside, the reservoir can- nor be overfilled since any excess fluid flows overboard through a scupper drain, WARNING Remove the inner filler cap slowly. A drilled hole in the threads of the inner filler cap allows reservoir pressure to deplete as the cap is removed. Care must be exercised when servicing the res- ervoir from inside the airplane. Overfilling will result in fluid spillage since overboard venting is not provided. The FLIGHT FULL LEVEL or GROUND FULL LEVEL indication on the sight glass must be monitored during in-flight or ground servicing from inside the airplane. In- light servicing is considered an abnormal pro- cedure. If it becomes necessary to service the reservoir in flight, the landing gear must be re- tracted and the brake accumulator hydraulically charged to service the correct level (FLIGHT FULL LEVEL). Regardless of which filler neck is used for ser- vicing, the auxiliary compartment fills first, then fluid spilling over the baffle fills the main compartment. 13-4 FOR TRAINING PURPOSES ONLY FlightSafety GA TRAINING MANUAL | WARNING ] Hydraulic fluids used in the G-I are acid base which will cause tem- porary smarting and itritation if it comes in contact with the eyes. [f this occurs, immediately wash eyes ‘out with water. Should any of the hydraulic fluid be spilled, wipe up immediately as it can’ damage materials such as rubber, paint, etc. The reservoir should be serviced only with ap- proved hydraulic fluids listed in the Limitations section of this chapter. PUMPS ENGINE-DRIVEN PUMPS Two variable-volume pumps, one driven by the gearbox of each engine, are rated at 9.5 gpm each at pressures up to 1,275 psi. Above 1,275 psi, pump flow decreases proportionally until, at 1,500 psi, flow is sufficient only to compen- sate for system leakage and provide bypass flow for pump cooling. This no-flow condition ex- ists until a demand is placed on the system (a subsystem is actuated). The resultant pressure decrease causes the pump to reassume the “‘loaded,”* or pumping, condition. The pump pistons are driven by a cam plate (Fig- ure 13-5). Position of the sleeves along the pistons, directly related to pressure, determines volumetric output of each piston. As pressure increases, the relief holes in the pistons remain open longer, resulting in less fluid output. AUXILIARY PUMP The electrically driven auxiliary pump (Figure 13-6) is a constant displacement gear pump rated at .5 gpm at 1,500 psi. However, since its pres- sure is limited only by a relief valve, its output may reach 1,900 psi. The pump is located in the forward right side of the nose wheel well. The main DC bus provides power for pump operation Revision February 1991FlightSafety b ei Gl TRAINING MANUAL, through a S0-amp current limiter in the inverter fuse panel. The relay controlling the pump is powered by the main DC bus through the 5-amp DOOR CONT circuit breaker. The auxiliary hy- draulic pump is inoperative during emergency DC operation MAIN HYDRAULIC SYSTEM Main hydraulic system pressure is generated by the variable-volume pumps on the left and right nes. The pumps draw fluid from the main mpartment of the reservoir through normally open sliding-gate shutoff valves (Figure 13-7) controlled by individual FIRE PULL T-handles on the eyebrow panel (Figure 13-1). The appli cable handle is pulled to electrically close the associated valve only in the event of engine fire or to do maintenance. Power for valve actuation Pump paive CAM PLATE INTAKE COUPLING COMPENSATOR PISTON Figure 13-5. Engine-Driven Hydraulic Pump SchematicFlightSafety Wremation! v G.I TRAINING MANUAL vewr ano ovens ar ses, VENTA Wee © PRESS. VALVE opens at ee 16 PSID ay andl , > Wp nesemon EMERGENCY (J \yMAIN COMPARTMENT coutaraem Nl (A EXTERNAL gHUTOFF. SCONNECTS DISCONNEC! VALVE @) 45 GAL. 1 RETURN HYDRAULIC RIGHT MAIN — FLUI FILTER (4) ———— (BYPASSABLE LEFT MAIN _- CHECK MAIN FILTER (4) VALVE @) GAGE (BYPASSABLE) AUXILIARY eo SNUBBER (2) wo DRAIN LEGEND FUSE 2)" MAIN PRESSURE AUXILIARY PRESSURE JUMPER MAIN SUCTION AUXILIARY SUCTION, CONNECTIONS (2)** RETURN CABIN AIR (MAX FULL FLOW PRESS : 1,900 PSI @ 1.2 GPM ‘AIRPLANES SNs 1 THROUGH 90 A PACER ESOC RABete MIN RESEAT PRESSURE 1,517 PSI) PS Pavauiany ro | “AIRPLANES WITH ASC 109 MAIN VALVE? Figure 13-7. Main and Auxiliary Hydraulic Power Systems Schematic " 13-5 TRAINING SURPOSES Ofis provided by the essential DC bus through the HYD S/O circuit breaker on the pilot’s circuit- breaker panel. The valves are operative during emergency DC operation. ‘As the engines are started, the pumps supply pressurized fluid through filters and check valves into a pressure line or manifold leading to the subsystems operated by the main systems. The filters contain micronic elements for fluid filtra- tion and a bypass valve that opens at 50-psi dif- ferential pressure in the event of element clogging. There is no cockpit indication of filter bypassing. The check valves prevent pressure backup into a failed pump. System pressure is read on the direct-reading NORMAL HYD PRESS indicator (Figure 13-1). The indicator, red lined at 1,550 psi, is protected from pres- sure surges by a snubber. On airplanes SNs 1 through 90, a hydraulic fuse in the indicator lines prevents excessive fluid loss in the event of line rupture downstream of the fuse. The pressure-compensating feature of the engine- driven pump enables it to maintain a system pres sure of 1,500 psi under no-flow conditions. If pump malfunction tends to overpressure the sys- tem, a relief valve limits pressure to 1,900 psi. In the event one pump fails, the remaining pump is capable of actuating all subsystems normally pressurized by both pumps. To check individual pump output, the engine that was started first should be shut down first and the pressure indicator checked for output of the other pump. The main system can be pressurized on the ground for maintenance purposes without start- ing an engine by connecting a hydraulic mule to the external connections provided on the right engine-driven pump. Restrictors (Figure 13-8) are used in the hydrau- lic system to control the operating speed of se- lected units. The restrictors contain filters that require cleaning at specified intervals. 13-6 FOR TRAINING PURPOSES ONLY AUXILIARY HYDRAULIC SYSTEM The auxiliary system is pressurized by an elec- trically driven gear pump. The pump is normally controlied by the pilot or copilot with either the EMERG HYD PUMP switch on the left con- sole or the EMERGENCY HYD PUMP switch on the copilot’s skirt panel (Figure 13-1). Plac- ing either of these switches fo ON starts the pump which draws fluid directly from the aux- iliary compartment of the reservoir (Figure 13- 7), The pump can also be started with the inside door (AIR STAIR) switch on the pilot's citcuit- breaker panel or the OUTSIDE DOOR switch in the nose wheel well, provided the DOOR SAFETY switch is in the UNSAFE position and the door latches (bayonets) have been retracted by unlocking the door. Output of the auxiliary pump is through a by- pass filter (identical to those in the main system) into the auxiliary pressure manifold. There is no cockpit indication of filter bypassing. Aux- iliary pressure is shown on the EMERGENCY HYD PRESS indicator (Figure 13-1). The in- dicator, red lined at 1,900 psi, is protected from pressure surges by a snubber. On airplanes SNs 1 through 90, a hydraulic fuse prevents exces- sive fluid loss in the event of line rupture. Since the pump is constant displacement with no pressure regulation, its pressure output, when no subsystem is being actuated, is limited only by a 1,900-psi relief valve. On airplanes without ASC 109, jumper connec- tions, stowed in the right side of the nose wheel well, can be used to connect the auxiliary and main systems* pressure lines. This allows both systems to be pressurized with the auxiliary pump for maintenance purposes. On airplanes with ASC 109, an auxiliary selec- tor (Figure 13-9), when positioned to AUX TO MAIN, connects auxiliary pressure to the main system, The selector must be returned to the FLIGHT POSition prior to flight. DECEMBER 1986FlightSafety malety REPLACEMENT NAMEPLATE FILTER ELEMENTS. teeyo00e {auaa OF be eae Nes a re Co Wer PIZIZIZIEE RESTRICTOR ASSEMBLY (PROTECTED TYPE) NOSE GEAR UP LINE RESTRICTOR (159H10040.820) LOCATED IN THE NOSE WHEEL WELL ON THE LEFT HAND SIDE, OUTBOARD OF THE DOOR CONTROL VALVE, FILTERS (2) MUST BE REMOVED AND CLEANED, AND THE RESTRICTOR. MUST BE REMOVED FOR OVERHAUL AT SPECIFIED INTERVALS (FLOW—BOD IN.YMIN NOMINAL, MAIN GEAR UP LINE RESTRICTOR (159H10040-720) LOCATED IN EACH MAIN GEAR WHEEL WELL INBOARD SIDE, BEHIND THE TIMER VALVES. FILTERS (2) MUST BE REMOVED AND CLEANED, AND THE RESTRICTOR MUST BE REMOVED FOR OVERHAUL AT SPECIFIED INTERVALS (FLOW—520 IN.9MIN NOMINAL) EMERGENCY BRAKE PRESSURE LINE RESTRICTOA (159H10040-156) LOCATED IN THE NOSE WHEEL WELL ON THE RIGHT HAND SIDE, FORWARD OF THE NOSE GEAR, THE RESTRICTOR MUST 8E REMOVED FOR OVERHAUL AT SPECIFIED INTERVALS. THERE 'S NO TIME REQUIREMENT FOR CLEANING OF THE FILTER ELEMENTS (FLOW—110 INQMIN NOMINAL). FLAP PRESSURE LINE RESTRICTOR (169H10040-820) LOCATED ON THE FLAP CONTROL VALVE IN THE HYDRAULIC COMPARTMENT. REMOVAL AND CLEANING IS “ON CONDITION” {FLOW 600 IN.SIMIN NOMINAL} AIRSTAIR DOOR CLOSE LINE RESTAICTOA (159H10040-316) LOCATED ON THE AIRSTAIR DOOR CONTROL VALVE IN THE HYDRAULIC COMPARTMENT. RE- MOVAL AND CLEANING IS "ON CONDITION" (FLOW—220 IN./MIN NOMINAL}. Figure 13-8. Hydraulic Restrictors and Filters DECEMBER 1986 FOR TRAINING PURPOSES ONLY 13-7FlightSafety G.I TRAINING MANUAL, OWNLaTCH stan puke Gytinnen ‘OUTSIDE BATTERY SWITCH OR SWIVEL close — SOLENOID OVERRIDE iRsTaIR ~ SeLzoTOR VALVE | \ /erthoen LEGEND HH rressure [i ur RETURN = == ELECTRICAL cow ow age ’ pena Figure 13-10. Airstair Door Schematic 13-8 FOR TRAINING PURPOSES ONLYNOTE The auxiliary selector handle is spring loaded to the FLIGHT POSition. To prevent damage to the handle stop, restrain the handle as it returns to the FLIGHT POSition NOSE WHEEL WELL, LEFT SIDE Figure 13-9. Auxiliary-to-Main Selector (Airplanes with ASC 109) HYDRAULICALLY ACTUATED SUBSYSTEMS Landing gear, brakes, nosewheel steering, speed- brakes, flaps, and the propeller brake are hydrau- lically powered. The application of hydraulic power to these subsystems is presented in Chap- ter 7, “Powerplant”; Chapter 14, ‘‘Landing Gear”; and Chapter 15, “Flight Controls.” The airstair door and windshield wipers, also hydrau- lically powered, are presented in this chapter AIRSTAIR (MAIN ENTRANCE) DOOR The door is electrically controlled, hydraulically actuated, and manually operated. Hydraulic FOR TRAINING PURPOSES ONLY FlightSafety G+ TRAINING MANUAL, pressure to open and close the door is supplied by the auxiliary system (Figure 13-10). Use of the airplane battery as a power source allows the door to be operated independently of ground handling equipment. An electrical schematic of the auxiliary hydraulic pump circuit as related to the airstair door is shown in Figure 13-11 The airstair door electrical control system con sists of seven switches: * DOOR SAFETY switch (Figure 13-12) # Inside door control (AIR STAIR) switch (Figure 13-12) * OUTSIDE DOOR SWitch (Figure 13-12) * One microswitch operated by the door s« ondary lock handle © Three microswitches actuated by the upper forward, lower aft, and top aft door bayo- nets (Figure 13-13) The DOOR SAFETY switch is located on the lower right side of the center overhead panel The ATR STAIR (inside door control) switch is located on the lower outboard side of the pilot's circuit-breaker panel. The OUTSIDE DOOR switch is located on the nosewheel junction box n the right side of the nose wheel well (Figure 13-12). The microswitch actuated door second- ary lock handle is located in the door. The three door lock microswitches are mounted in the structure of the doorframe Power to the control system is supplied by the main DC bus through the DOOR CONT circuit breaker. The three main door lock switches are utilized to deactivate the auxiliary system pump after the door is closed. The circuit is broken as the door is locked and the sliding bayonets physically actuate all of the door lock switches. The AIR STAIR (inside door) and OUTSIDE, DOOR switches have three positions as follows * CLOSE or UP—Remains in this detented position until manually repositioned * Off—Center (neutral) position (not marked) * OPEN or DOWN—Must be held in this po- sition. When released, spring loads to off position The airstair door is opened in a mechanically actuated free-fall DECEMBER 1986= a OSE WHEEL WEL le ST. BOX Never attempt to manually raise the lower portion of the airsiairs more than 10 inches above the normal static ground position without first releasing the hooks located at the fold joint When opening the door from inside or outside the airplane, ensure that the primary lock handle is in the second detented position to keep the sector cable from being overloaded When replacing the hydraulic actu- ating cylinder, the hand rail stops must reach the stop fitting before the cylinder bottoms. When the door is fully extended, approxi mately 1/4-inch of piston travel should remain The door control solenoid valve incorporates a manual override, allowing manual operation of the valve (Figure 13-10), If the solenoid fails, Revision February 199 FlightSafety G-I TRAINING MANUAL, it roe vp POT ed cn PILOT'S CIRCUIT-BREAKER PANEL Figure 13-12. Airstair Door Control Switches or the valve sticks in the closed position, push ing the override knob in actuates the valve to the open position. During this procedure, any switch in the airplane that activates the auxil- iary hydraulic system can be utilized. During normal operating conditions, only the AIR STAIR (inside door) or OUTSIDE DOOR switch is used to close the door. NOTE The manual override knob and the spool in the control valve are not mechanically connected, The spool is spring-loaded to center (neutral). Therefore, the knob cannot be pulled to close the door warnina | Never allow the door to free-fall open if the last closing of the door was manual. Tag the outside latch IA TRAINING PURPOSES ONLYFlightSafety Sneweyss JonUOD dung sfINEIPAY AreINNY “LL-EL eANBLy HOLIMS dling OTINMHGAH y HOLS and OLTAVUGAH | AVTSY awnd SMAVEGAH awn oMnvuaAH AuWrxnY BATWA TouLNGS wood W3LSAS {vase ONINEYAN avs a wood OL HOLMS YOO 30IS1NO NAOT yy —ow evo W318A8 DNINUYM HOOd OL tor n aco] | a3xa07 z ¥ ar dL u3ddn GEVMHOS S3HOLIMS 9007 HOON UIVISHIY 13-9 FOR TRAINING PURPOSES ONLYFlightSafety u Z a z < = Q é Z q t E 8 ONeUIaYDg JOsUOD 400g sIeIsUIy W30NMA9 TOULNOD 4000 OL, HoLimg wooa anna ZOIGNIOLALWOLs = r13m 7334 aSON) OrmNWHOAH S3AID SAVY) AVIZE Holme uve “ouINGD ISN! 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FOR TRAINING PURPOSES ONLY 13-10FlightSafety a] 4 5 Zz < 2 g Z 2 < a E G wesBeig 401g waisks BulWeM 100g seYsaIy “PY L-E} eunBi4 011 OSV Ag GaIsIOOW SaNYTaHIV- NOWONNVN 40 V3HY HO ¥OOG Nado aNINH3L30 01 S3HOLIMS NOLLV10SI 3SN ‘011 OS¥ AB GI4IOW S3NVTdul¥ NINO S3NOO HO NO SAVIS JHOM 4I NOILISOd 34¥S NI HOLIMS A134¥S HOOG HOOG 39v9OWE WOKS O3AOW3H Nidaid (O3HOLV1 ONY 439907 HOOd 3D¥OOVE G3HOLV1 GN¥ d3N907 HOOG NIV. a3>907 $1 ¥oOd N3HA IN Nid 40 30V4 LSOWWALNO OL ANSON ONY 378ISIA ATINS 38 ISNW 100 JONYUO. 43NOAva YOOd 39v9OvE ANY NIVW HOV NO ¥O3H9 TWNSiA 30v4 31ND Nid #OOO! ni aunuonuis spvTasnd G3HSMdWOODY 38 ISN ONIMOTIOS SHL“LHOM N3d0 NIGYD HSINDNILXS OL LON Houimsouoi ‘SavaHe, AsNOAVE a30N3Lx3 400 39NvHO aaHoLvINN GNY d3¥9O1NN HOG HivIsuIY 7 -ATEWASSY HOOT i ole 331901 yO0d a5¥D9vE | 3OVd Ni Nidal DECEMBER 1986 FOR TRAINING PURPOSES ONLYFlightSafety inrerationa Uv G-l TRAINING MANUAL, after closing the door manually to warn others that the door must be opened with extreme care, utilizing sutficient personnel to ease the door to the open position since the dash- pot action is not effective because the cylinder may be without fluid in this situation. Never place any weight on the stairs unless the stairs are supported at the lower end. ‘The OUTSIDE BATTERY SWITCH on the out- board side of the left engine nacelle (Figure 13- 10) must be on to close the door from outside the airplane. After the door is closed and locked, the switch should be placed in the off position to prevent draining of the left battery. If the switch is left on, the amber OUTSIDE BAT SW light on the master warning panel (Appendix B) will illuminate. ‘The entrance door incorporates a warning sys- tem that includes the DOOR SAFETY switch, the three main door lock switches, one micro: switch operated by the door secondary lock han- die, and an amber DOORS UNSAFE warning light on the master warning panel (Appendix B). ‘The light will illuminate if either of the follow- ing conditions exist: * The DOOR SAFETY switch is in the SAFE position, and the door is not closed and properly locked * Main DC power is available and the DOOR SAFETY switch is in the UNSAFE posi- tion regardless of door position. NOTE ‘The DOOR SAFETY switch must be placed in the UNSAFE position to provide circuit continuity when closing the door from either inside or outside the airplane. Airplanes with ASC 110 incorporate two addi- tional door warning switches, decaled “MAIN DOOR ISOLATION’ and ‘BAGGAGE DOOR ISOLATION,”’ located on the station 133 relay panel behind the pilot’s seat (Figure 13-14). Placing either switch in the OFF posi- tion eliminates the switches of the selected door for troubleshooting purposes. DECEMBER 1986 FOR TRAINING PURPOSES ONLY An electrical schematic of the door warning sys tem is presented in Figure 13-15. Procedures for airstair door operation from in- side or outside the airplane are provided in Chap- ter 1 of this manual PILOT'S DOOR SAFETY SWITCH SAFE MAIN DOOR FORWARD. A2_-A3_UPPER LOCK SWITCH DOOR WARNING 5A UNSAFE Are LOCKED oc BUS MAIN DOOR, SECONDARY LOCK SWITCH —e LockED. BAGGAGE DOOR FORWARD. UPPER LOCK SWITCH EEA LockED MAIN DOOR AFT LOWER LOCK SWITCH — eS LockeD, BAGGAGE D008, SECONDARY LOCK SWITCH LockeD MASTER WARNING SYSTEM MAIN DOOR, TOP LOCK SWITCH 1 LOCKED, BAGGAGE DOOR AFT LOWER LOCK SWITCH ee LockeD BAGGAGE DOOR TOP LOCK SWITCH Rec LOCKED Airstair Door Warning System Schematic Figure 13-15. 13-11Fl ightSafety U G.I TRAINING MANUAL, Inflatable Door Seals System The inflatable door seals on the airstair door and baggage compartment door are supplied with bleed-air pressure from the pneumatic deicing system. The inflatable seals for the doors are made of natural or synthetic rubber compound, reinforced with knitted elastic fabric, entirely coated with neoprene rubber. The serrated free side of each seal is pushed out against the door coaming when the systems are pressurized. The seals are inflated when the seal valve of each door is actuated by the lower forward bayonet of the locking mechanisms, provided deicing manifold pressure is available. Inflation of the airstair door seal is shown in Figure 13-16. Check valves installed by ASC 235 maintain seal inflation if sealing air pressure is lost Airstair door components are shown in Figure 13-17, baggage compartment door components in Figure 13-18. 7 \ PRESSURE VESSEL DOOR PIN RETRACTED SEAL DEFLATED MANIFOLD \___ pressure VESSEL DOOR PIN ENGAGED ‘SEAL INFLATED LEGEND fl bteeo ain seconn-stace COMPRESSOR) (1 stamic amaienty INSTALLED BY ASC 235, Figure 13-16. Airstair Door Inflatable Seal System 13-12 FOR TRAINNG PURPOSES ONLY Revision 3—February 1991NOTE: ‘THE ORANGE DOT ON EACH LOCK- ANG ALSO TANGENTTO THE OUTER DETAIL ©, OF THE PIN GUIDE. A TOLERANCE OF + 1/64 1S ALLOWABLE. ® DETAIL D *ORANGE DOT DETAIL E 4 DOOR Lock swiTCHES 5. SECONDARY LOCK HANDLE 1192 (REF) 6. PUSHROD. ‘9. PUSH PLATE, 38: LOGK CYLINDER NG {REFY 2 ‘SECONDARY LATCH DETAIL F DETAIL G a PUSH BAR Figure 13-17. Airstalr Door Components DECEMBER 1996 FOR TRAINING PURPOSES ONLY 1313WINDSHIELD WIPERS General The manually controlled windshield wipers are hydraulically actuated by main system pressure. System operation and parking position of the wiper blades vary with airplane serial number and ASC incorporation, Airplanes SNs 1 through 148 have two controls located on the pedestal—the WINDSHIELD WIPER control and a three-position selector control (Figure 13- 19). These controls permit individual operation of left and right wipers or both. Airplane SNs 149 and subsequent have only the WINDSHIELD WIPER control, which provides simultaneous operation of both wipers. WIPER SELECTOR CONTROL (LEFT, RIGHT, ‘AND BOTH) Figure 13-19. Windshield Wiper Controls 13-14 FOR TRAINING PURFOSES ONLY FlightSafety G.I TRAINING MANUAL, On airplane SNs 1 through 86 without ASC 120A, park position of the wiper blades is on the inboard side of the windshield. On SNs 87 and subsequent, and on earlier airplanes with ASC 120A, park position is outboard. Operation (Airplane SNs 1 through 86 without ASC 120A) Main hydraulic system pressure is applied to the speed control valve (Figure 13-20), which is manually operated and is adjustable from fully closed to fully open with the WINDSHIELD WIPER control. From the speed control valve, metered fluid flows to the control unit in which spring-loaded slide valves change direction of fluid flow to op- crate the wiper actuators. Fluid leaving the con- trol unit enters a three-position selector control valve which can be set for PILOT, COPILOT, ot BOTH. The wiper actuators (simple piston actuators) receive fluid from the selector valve to drive the wiper arms. The wiper blades park in the inboard position. The wipers on airplane SNs 87 through 148 and earlier airplanes with ASC 120A operate as de- scribed above, except that the blades park in the outboard position. Operation (Airplane SNs 149 and Subsequent) Main hydraulic system pressure is applied to the speed control valve (Figure 13-20) which is man- ually operated and is adjustable from fully closed to fully open with the WINDSHIELD WIPER control. From the speed control valve, metered fluid flows to the control unit in which spring- loaded slide valves change the direction of fluid flow to operate the wiper actuators. Fluid leav- ing the control unit enters the actuators to drive the wipers. The blades park in the outboard position. DECEMBER 1986FlightSafety G-1 TRAINING MANUAL, oneWaYydS Jadim PlalUsPUIM “OZ-E1 e4nBi4 €2€ ONV Ze 1d39X3 LNanDasans NV 6h SNS SANVIduIV ONULWNEALTY gage Nuns [J aunssaua win QNa037 OZ SY HLIM SANVIddIV Hala ONY ‘8yL HONOWHL 28 SNS SANVIduIY VOZL DSW LNOHLIM 98 HONOWHL | SNS SANVIduIV anya TOULNOD yo1oaTas A wowvniow~ By 13-15, FOR TRAINING PURPOSES ONLY DECEMBER 1986FlightSafety LIMITATIONS WINDSHIELD WIPERS De the windshield wij ibove 180. HYDRAULIC FLUIDS KAS era the windsiels wipes seve The following fluids red fc inthe tydraule sysems PROPELLER BRAKE Type IV (Preferred) The propeller brake, if installed, should be used for ground operation only below 2,000 rpm. * Hyjet IV (purple) SS ay pm * Skydrol LD-4 (purple) # Skydrol 500B-4 (purple) Type Il (Acceptable) # Skydrol 500B (purple) # Skydrol 7000 (green) 13-16 FOR TRAINING PURPOSES ONLY DECEMBER 1986